Fuel reformer catalyst

Abstract

A fuel reformer catalyst includes a substrate, and disposed thereon a carrier and combination of at least two metals selected from the group consisting of Rh, Ni, Ir, Pd, Pt, Au, and combinations thereof. Rh is present in the catalyst in an amount not exceeding about 0.5 wt. %, based on the total combined weight of the metals and carrier.

Description

TECHNICAL FIELD [0001] The present invention relates to fuel reforming, in particular the production of hydrogen-rich gaseous products from hydrocarbons and an oxidant, and most particularly to catalysts to facilitate the formation of such products. BACKGROUND OF THE INVENTION [0002] Tighter emission standards and significant innovation in catalyst formulations and engine controls has led to dramatic improvements in the low emission performance and robustness of gasoline and diesel engine systems. However, many technical challenges remain to make the conventionally fueled internal combustion engine a nearly zero emission system having the efficiency necessary to make the vehicle commercially viable. [0003] The automotive industry has made very significant progress in reducing automotive emissions in both the mandated test procedures and the “real world”. This has resulted in some added cost and complexity of engine management systems, yet those costs are offset by other advantages o...

AI Technical Summary

Benefits of technology

The present invention is about a fuel reformer catalyst that includes a substrate, a carrier, and a combination of at least two metals selected from the group consisting of Rh, Ni, Ir, Pd, Pt, Au, and combinations thereof. The amount of Rh in the catalyst is not more than 0.5 wt.%. The technical effect of this invention is to provide a fuel reformer catalyst that has improved activity and selectivity for the production of hydrogen gas from fuel.

Problems solved by technology

However, many technical challenges remain to make the conventionally fueled internal combustion engine a nearly zero emission system having the efficiency necessary to make the vehicle commercially viable.

This has resulted in some added cost and complexity of engine management systems, yet those costs are offset by other advantages of computer controls: increased power density, fuel efficiency, drivability, reliability and real-time diagnostics.

However future initiatives to require zero emission vehicles are likely to provide smaller environmental benefits at a very large incremental cost.

Even so, an “ultra low emission” certified vehicle may emit high emissions in limited extreme ambient and operating conditions or with failed or degraded components, and especially during cold start.

However, concentrated supplies of these fuels are generally expensive and difficult to supply.

However, reformers operate at temperatures that are typically higher than about 600° C., and may even exceed 1000° C. At lower temperatures, for example during start-up, deposition of carbonaceous matter, or soot, upon the catalyst may adversely affect the reformer's efficiency, reduce reformer life, and / or damage fuel cell components.

Images