Transport limitations in polyolefin cracking at the single catalyst particle level

Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are...

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Veröffentlicht in:	Chemical science (Cambridge) Jg. 14; H. 37; S. 168 - 18
Hauptverfasser:	Rejman, Sebastian, Vollmer, Ina, Werny, Maximilian J, Vogt, Eelco T. C, Meirer, Florian, Weckhuysen, Bert M
Format:	Journal Article
Sprache:	Englisch
Veröffentlicht:	Cambridge Royal Society of Chemistry 27.09.2023 The Royal Society of Chemistry
Schlagworte:	Addition polymerization Catalysts Catalytic converters Catalytic cracking Chemistry Contact melting Covalent bonds Fluid catalytic cracking Macromolecules Mass transport Microscopy Naphtha Optical microscopy Polymer matrix composites Polymers Polyolefins Refineries Viscosity
ISSN:	2041-6520, 2041-6539
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Abstract	Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C-C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight ( M w ) and catalysts of varying accessibility showed that low M w model polymers can be cracked below 275 °C, while PP of higher M w required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst-polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high M w polymers, which prohibits efficient catalyst-polymer contact. Additionally, the high M w polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low M w polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently. Catalytic cracking could enable low temperature conversion of hard-to recycle polyolefin plastics. However, traditional cracking catalysts suffer from macro and microscopic mass transport limitations, which call for plastic pre-treatment.
AbstractList	Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C-C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight (Mw) and catalysts of varying accessibility showed that low Mw model polymers can be cracked below 275 °C, while PP of higher Mw required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst-polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high Mw polymers, which prohibits efficient catalyst-polymer contact. Additionally, the high Mw polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low Mw polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently.Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C-C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight (Mw) and catalysts of varying accessibility showed that low Mw model polymers can be cracked below 275 °C, while PP of higher Mw required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst-polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high Mw polymers, which prohibits efficient catalyst-polymer contact. Additionally, the high Mw polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low Mw polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently. Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C-C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight ( M w ) and catalysts of varying accessibility showed that low M w model polymers can be cracked below 275 °C, while PP of higher M w required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst-polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high M w polymers, which prohibits efficient catalyst-polymer contact. Additionally, the high M w polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low M w polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently. Catalytic cracking could enable low temperature conversion of hard-to recycle polyolefin plastics. However, traditional cracking catalysts suffer from macro and microscopic mass transport limitations, which call for plastic pre-treatment. Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C–C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight (Mw) and catalysts of varying accessibility showed that low Mw model polymers can be cracked below 275 °C, while PP of higher Mw required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst–polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high Mw polymers, which prohibits efficient catalyst–polymer contact. Additionally, the high Mw polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low Mw polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently. Catalytic cracking could enable low temperature conversion of hard-to recycle polyolefin plastics. However, traditional cracking catalysts suffer from macro and microscopic mass transport limitations, which call for plastic pre-treatment. Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C–C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight ( M w ) and catalysts of varying accessibility showed that low M w model polymers can be cracked below 275 °C, while PP of higher M w required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst–polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high M w polymers, which prohibits efficient catalyst–polymer contact. Additionally, the high M w polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low M w polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently. Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important precursors of various platform chemicals, such as aromatics. Cracking catalysts, commonly used in the modern refinery and petrochemical industry, are tailored to process gaseous or liquid feedstock. Polyolefins, however, are very large macromolecules that form highly viscous melts at the temperatures required to break their backbone C–C bonds. Therefore, mass transport is expected to limit the performance of traditional cracking catalysts when applied to the conversion of polymers. In this work, we study these effects during the cracking of polypropylene (PP) over catalysts utilized in the fluid catalytic cracking (FCC) process. Thermogravimetric experiments using PP of varying molecular weight (Mw) and catalysts of varying accessibility showed that low Mw model polymers can be cracked below 275 °C, while PP of higher Mw required a 150 °C higher temperature. We propose that this difference is linked to different degrees of mass transport limitations and investigated this at length scales ranging from milli- to nanometers, utilizing in situ optical microscopy and electron microscopy to inspect cut open catalyst–polymer composites. We identified the main cause of transport limitations as the significantly higher melt viscosity of high Mw polymers, which prohibits efficient catalyst–polymer contact. Additionally, the high Mw polymer does not enter the inner pore system of the catalyst particles, severely limiting utilization of the active sites located there. Our results demonstrate that utilizing low Mw polymers can lead to a significant overestimation of catalyst activity, and suggest that polyolefins might need to undergo a viscosity reducing pre-treatment in order to be cracked efficiently.
Author	Werny, Maximilian J Meirer, Florian Vogt, Eelco T. C Weckhuysen, Bert M Vollmer, Ina Rejman, Sebastian
AuthorAffiliation	Department of Chemistry Inorganic Chemistry and Catalysis Institute for Sustainable and Circular Chemistry Debye Institute for Nanomaterial Science Utrecht University
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Snippet	Catalytic cracking is a promising approach to chemically recycle polyolefins by converting them into smaller hydrocarbons like naphtha, and important...
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SubjectTerms	Addition polymerization Catalysts Catalytic converters Catalytic cracking Chemistry Contact melting Covalent bonds Fluid catalytic cracking Macromolecules Mass transport Microscopy Naphtha Optical microscopy Polymer matrix composites Polymers Polyolefins Refineries Viscosity
Title	Transport limitations in polyolefin cracking at the single catalyst particle level
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