Silica- and alumina-based aerogels have remarkable properties, including low density, high porosity, high surface area, good thermal stability and low thermal conductivity1. These properties render the aerogel materials attractive for a variety of applications1,2. One application that exploits the thermal stability and high surface area of aerogels is heterogeneous catalysis; several articles review the literature in this area2,3,4,5. There are many approaches to the fabrication of aerogel-based catalysts, including incorporation or entrapment of catalytic species within the framework of a silica or alumina aerogel5,6,7,8,9,10,11. The present work focuses on protocols for preparation via rapid supercritical extraction (RSCE) and catalytic testing of aerogel materials for automotive pollution mitigation, and uses copper-containing aerogels as examples.
Three-way catalysts (TWCs) are commonly employed in pollution mitigation equipment for gasoline engines12. Modern TWCs contain platinum, palladium and/or rhodium, platinum-group metals (PGMs) that are rare and, therefore, expensive and environmentally costly to obtain. Catalyst materials based on more readily available metals would have significant economic and environmental advantages.
Aerogels can be prepared from wet gels using a variety of methods1. The goal is to avoid pore collapse as solvent is removed from the gel. The process employed in this protocol is a rapid supercritical extraction (RSCE) method in which the extraction occurs from a gel confined within a metal mold in a programmable hydraulic hot press13,14,15,16. The use of this RSCE process for the fabrication of silica aerogel monoliths has been previously demonstrated in a protocol17, in which the relatively short preparation time associated with this approach was emphasized. Supercritical CO2 extraction is a more common approach, but takes more time and requires greater use of solvents (including CO2) than RSCE. Other groups have recently published protocols for preparation of a variety of types of aerogels utilizing supercritical CO2 extraction18,19,20.
Here, protocols for fabricating and catalytically testing a variety of types of copper-containing catalytic aerogels are presented. Based on the NO reduction and CO oxidation activity ranking of carbon-supported base metal catalysts under conditions of interest to automotive pollution mitigation provided by Kapteijn et al.21, copper was selected as the catalytic metal for this work. Fabrication approaches include (a) impregnation (IMP) of copper salts into alumina or silica wet gels11, (b) using copper(II) and aluminum salts as co-precursors (Co-P) when fabricating copper-alumina aerogels6,22, and (c) entrapping copper-containing nanoparticles into a silica aerogel matrix during fabrication10. In each case, an RSCE method is used for removal of solvent from the pores of the wet gel matrix13,14,15.
A protocol for assessment of the suitability of these materials as TWCs for automotive pollution mitigation, using the Union Catalytic Testbed (UCAT)23, is also presented. The purpose of the UCAT system, key portions of which are shown schematically in Figure 1, is to simulate the chemical, thermal, and flow conditions experienced in a typical gasoline engine catalytic converter. UCAT functions by passing a simulated exhaust mixture over an aerogel sample at a controlled temperature and flow rate. The aerogel sample is loaded into a 2.25-cm-diameter tubular packed bed flow cell ("test section"), which contains the sample between two screens. The loaded flow cell is placed into an oven to control the exhaust gas and catalyst temperature, and samples of treated exhaust (i.e. exhaust flowed through the packed bed) and untreated gas (i.e. bypassing the packed bed) are examined at a range of temperatures up to 700 ˚C. The concentrations of the three key pollutants -- CO, NO, and unburned hydrocarbons (HCs) -- are measured using a five-gas analyzer after being treated by the aerogel catalyst and, separately, in an untreated ("bypass") flow; from these data the "percent conversion" for each pollutant is calculated. For the testing described herein, a commercially available exhaust blend, California Bureau of Automotive Repair (BAR) 97 LOW emissions blend was employed. Full details of the UCAT's design and functioning are presented in Bruno et al.23

Figure 1. UCAT Test Section and Sampling Systems. Reprinted with permission from 2016-01-0920 (Bruno et al.23), Copyright 2016 SAE International. Further distribution of this material is not permitted without prior permission from SAE. Please click here to view a larger version of this figure.