The human-caused increase in global temperatures had already reached 1.1 K in 2017 compared to the pre-industrial era. If the emissions of the greenhouse gases responsible for global warming – above all CO
2 – are not significantly reduced, the temperature increase by 2040 will probably total around 1.5 K [
1,
2]. Based on previous data and experience, it can be assumed that an increase of this magnitude would lead to major environmental damage worldwide (e.g., floods, forest fires, severe storms, etc.) and to societal tensions in regions of the world that are particularly affected if soils dry out and water resources become scarce or dry up entirely. In response to this problem, many countries, along with the European Union, have established ambitious targets for reducing the emission of greenhouse gases for the coming decades up to around the year 2050. In order to achieve these goals, new concepts, materials and technologies are required in all sectors of the energy economy (heat, transport, and industry). In this context, the currently dominant approach in the transport sector is to completely dispense with carbon-containing substances as energy carriers (gasoline, diesel, natural gas) for vehicle drivetrains and to electrify these using batteries and electric motors. Although this electrification in the mass market of passenger cars will progress in the coming years, there will still be a profound need for green and sustainable fuels wherever large masses must be transported over long distances. This applies, for example, to large cargo ships, long-haul aircraft, long-distance road freight transport, as well as the existing car fleet, as long as the electrification of the transport sector, which will certainly take many years, is not yet complete. In addition, there are a large number of industrial chemical processes that cannot run without platform chemicals containing carbon. These have thus far relied on oil and natural gas. In order to be able to defossilize these processes, CO
2-neutral basic chemicals must be made available for further processing on a large scale. In this context, the focus of scientific research in recent past has primarily been on the synthesis of the molecules of methanol, ethanol, and dimethyl ether, which are regarded as suitable basic chemicals for a large number of chemical processes. These can be synthesized from CO
2 that has been separated from the air, biogenic sources, or industrial exhaust gases and green hydrogen (from solar or wind-powered electrolysis). Thus, they meet the requirement of CO
2-neutrality. In this context, the IEK-14 at the Forschungszentrum Jülich is working on the catalytically-supported further processing (“value upgrading”) of mixtures of green ethanol and green methanol to produce higher-quality products. The main focus is on isobutanol (C
4), which can be used as a drop-in fuel for internal combustion engines [
3] and alcohols with longer carbon chains (C
4-C
10). Further prominent representatives of the C
4-C
10 alcohols are 2-ethyl-1-hexanol, n-octanol, and n-decanol. The principle of the Guerbet reaction is used for this, in which ethanol and methanol are first dehydrogenated and then the resulting aldehydes enter into an aldol condensation with one another. It was found in previous work that PtNi alloy catalysts supported on activated carbon show a promising catalytic behavior for the Guerbet reaction [
4]. This is why these catalysts were used for the investigations in this study.
Figure 1.
Reaction pathway for the synthesis of iso-butanol from ethanol and methanol [
5].
The overall approach of this paper is: (i) to apply two different routes to the synthesis of NiPt alloy catalysts deposited on an activated carbon support; and (ii) to investigate their influences on the catalytic activity for the above-presented Guerbet reaction, yielding iso-butanol. In any case and independent of the synthesis route, a total weight metal loading for Ni plus Pt of 10% was aimed for. The first, more conventional synthesis route provides the impregnation of Ni and Pt salts on the surface of an activated carbon support, followed by subsequent calcination and reduction to form elemental metal particles on the surface of the support. In the case of this route, two different samples with atomic Ni:Pt ratios of 99:1 and 95:5, respectively, were prepared. Their acronyms herein will be IMP Ni
99Pt
1/C and IMP Ni
95Pt
5/C, respectively. The second synthesis route, however, starts with a catalyst, for which in the first step only Ni is conventionally deposited on the activated carbon support via impregnation of the Ni salt, followed again by calcination and reduction. Then, this Ni/C catalyst is given to a polar solution, in which Pt is present in ionic form. This experimental set-up now allows for a so-called surface redox reaction (SRR) between elemental Ni and the Pt ions. This synthesis approach – also called galvanic replacement or transmetallation – was fundamentally investigated and introduced by Brankovic et al. [
6,
7], Sasaki at al. [
8], and van Brussel et al. [
9,
10]. Pt has a standard potential of 1.20 V and Ni of -0.25 V. The difference between the two half-cell potentials is used to calculate the electrochemical potential of the overall redox reaction. In the reaction between Ni and Pt, this is 1.45 V. The difference is large enough for the redox reaction to take place voluntarily. This enables the Pt ions to be reduced to elemental Pt and the Ni to be oxidized to form Ni
2+ ions. The electrons migrate from the base Ni to the noble Pt in the polar solution, as is shown in the following reaction equation:
Hereby, the Ni
2+ ions pass into the polar solution. This exchange is assumed to happen at a ratio of 1 [
11]. The goal of the SRR procedure aims at generating Pt particles that are exposed on the Ni particles, thus possessing a high surface energy, while, on the contrary, for the conventional Ni-impregnated catalysts, the Pt particles could also be hidden in the Ni bulk phase and so be inaccessible to the reactants. The SRR synthesis exploits the fact that the energy required for the exposed Pt particles to diffuse into the Ni bulk phase cannot be raised under the given reaction conditions. Thereby, it was hypothesized that synthesis via SRR leads to improved activity of the catalysts. In the literature, PtNi catalysts supported on activated carbon supports and synthesized via surface redox reactions were tested for the methanol oxidation reaction against the background of fuel cell applications [
12,
13,
14]. Hu et al. [
12] detected a better electrocatalytic performance with improved Pt utilization efficiency for hollow mesoporous PtNi nanospheres, while Tamašauskaitė-Tamašiūnaitė et al. [
13] showed that nano-Pt(Ni)/Ti and nano-Pt/Ti catalysts are more active with respect to the oxidation of borohydride, ethanol, and methanol compared with that of pure Pt. Wang et al. [
14] found higher activity and stability of their Pt-decorated Ni nanoparticles compared to conventional Pt/C and PtRu/C catalysts. Meanwhile, Burger et al. [
15] used the surface redox reaction principle to synthesize Ni–Al catalyst with Fe doping. They observed the formation of Ni–Fe alloys to which they attributed an increase in catalytic activity and better thermal stability.