The diesel engine generally achieves the highest fuel, energy, and thermal efficiency due to its very high compression/expansion ratio (14:1 to 25:1). Diesel engines can have a thermal efficiency that exceeds 50%. The main problem is that they emit more pollution like fine black soot particulates (C₈H to C₁₀H) and nitrogen oxides (NO_X). These pollutants have been causing serious problems for human health and the global environment and also impacts on the engine. There are many types of catalysts investigated for simultaneous control of these two pollutants, i.e., platinum group metals (PGM; Pt, Pd, Rh, and Ir) based, spinel-type oxides, hydrotalcite, rare earth metal oxides, mixed transient metal oxides, etc. The high raw material cost of PGM catalysts has become a significant issue, so developing non-PGM catalysts are one of the promising challenges. There are no extra reductants required because soot catalytically oxidizes itself in the presence of NO_X at a faster rate than molecular oxygen and simultaneously NO_X is reduced to nitrogen. The order of oxidation potential of NO_X to oxidized soot in comparison to molecular oxygen is as follows: NO₂ > NO > O₂. To meet the very strict EPA US 2010 and Euro VI regulations of particulate matter (PM) and NO_X for heavy-duty and light-duty vehicular stringent emission, it is very important to apply the integrated catalytic systems to significantly remove PM and NO_X simultaneously. Many papers related to simultaneous control of soot and NO_X over different catalysts have been published but till now some of effective catalysts showing high conversion at low temperatures (possibly within the range typical of diesel exhaust: 150–450°C) have not been reviewed. Thus, this article provides a summary of published information regarding the effective catalysts, their preparation methods, properties, and application for simultaneous control of diesel soot and NO_X.

柴油机由于其非常高的压缩/膨胀比（14：1至25：1），通常可实现最高的燃料，能量和热效率。柴油发动机的热效率可能超过50％。主要问题是它们排放出更多的污染物，例如细小的黑烟尘颗粒（C ₈ H至C ₁₀ H）和氮氧化物（NO _X）。这些污染物已经给人类健康和全球环境造成严重问题，并且还影响了发动机。为了同时控制这两种污染物，已经研究了多种催化剂，即铂族金属（PGM； Pt，Pd，Rh和Ir），尖晶石型氧化物，水滑石，稀土金属氧化物，混合过渡金属氧化物PGM催化剂的高原材料成本已成为一个重要问题，因此开发非PGM催化剂是有前途的挑战之一。不需要额外的还原剂，因为烟灰在存在NO _X时以比分子氧更快的速率催化自身氧化，同时NO _X还原为氮。NO _X氧化电位的顺序与分子氧相比，氧化烟灰的氧化还原度如下：NO ₂  > NO> O ₂。为了满足针对重型和轻型车辆严格排放的颗粒物（PM）和NO _X的非常严格的EPA US 2010和Euro VI法规，应用集成催化系统显着去除PM和NO _X非常重要同时。许多与烟灰和NO _X的同时控制有关的论文关于不同催化剂的文章已经发表，但是到目前为止，尚未对某些在低温下表现出高转化率的有效催化剂（可能在柴油机废气的典型范围内：150–450°C）进行审查。因此，本文提供了有关有效催化剂，其制备方法，性质以及用于同时控制柴油机烟灰和NO _X的应用的公开信息的摘要。