Diesel Oxidation Catalyst

For compression-ignition (i.e., diesel engines), the most commonly used catalytic converter is the Diesel Oxidation Catalyst (DOC). This catalyst uses O₂ (oxygen) in the exhaust gas stream to convert CO (carbon monoxide) to CO₂ (carbon dioxide) and HC (hydrocarbons) to H₂O (water) and CO₂. These converters often operate at 90 percent efficiency, virtually eliminating diesel odor and helping to reduce visible particulates (soot). These catalysts are not active for NO_x reduction because any reductant present would react first with the high concentration of O₂ in diesel exhaust gas.

Reduction in NO_x emissions from compression-ignition engines has previously been addressed by the addition of exhaust gas to incoming air charge, known as exhaust gas recirculation (EGR). In 2010, most light-duty diesel manufacturers in the U.S. added catalytic systems to their vehicles to meet new federal emissions requirements. There are two techniques that have been developed for the catalytic reduction of NO_x emissions under lean exhaust conditions - selective catalytic reduction (SCR) and the lean NO_x trap or NOx adsorber. Instead of precious metal-containing NOx adsorbers, most manufacturers selected base-metal SCR systems that use a reagent such as ammonia to reduce the NO_x into nitrogen. Ammonia is supplied to the catalyst system by the injection of urea into the exhaust, which then undergoes thermal decomposition and hydrolysis into ammonia. One trademark product of urea solution, also referred to as Diesel Exhaust Fluid (DEF), is AdBlue.

Diesel exhaust contains relatively high levels of particulate matter (soot), consisting in large part of elemental carbon. Catalytic converters cannot clean up elemental carbon, though they do remove up to 90 percent of the soluble organic fraction, so particulates are cleaned up by a soot trap or diesel particulate filter (DPF). Historically, a DPF consists of a Cordierite or Silicon Carbide substrate with a geometry that forces the exhaust flow through the substrate walls, leaving behind trapped soot particles. Contemporary DPFs can be manufactured from a variety of rare metals that provide superior performance (at a greater expense). As the amount of soot trapped on the DPF increases, so does the back pressure in the exhaust system. Periodic regenerations (high temperature excursions) are required to initiate combustion of the trapped soot and thereby reducing the exhaust back pressure. The amount of soot loaded on the DPF prior to regeneration may also be limited to prevent extreme exotherms from damaging the trap during regeneration. In the U.S., all on-road light, medium and heavy-duty vehicles powered by diesel and built after 1 January 2007, must meet diesel particulate emission limits that means they effectively have to be equipped with a 2-Way catalytic converter and a diesel particulate filter. Note that this applies only to the diesel engine used in the vehicle. As long as the engine was manufactured before 1 January 2007, the vehicle is not required to have the DPF system. This led to an inventory runup by engine manufacturers in late 2006 so they could continue selling pre-DPF vehicles well into 2007. During the re-generation cycle, most systems require the engine to consume several gallons of fuel in a relatively short amount of time in order to generate the high temperatures necessary for the cycle to complete. This has been shown to adversely affect the overall fuel economy of vehicles equipped with DPF systems, especially in vehicles that are driven mostly in city conditions where frequent acceleration requires a larger amount of fuel to be burned and therefore more soot to collect in the exhaust system.