EXHAUST SYSTEM FOR A VEHICLE POSITIVE IGNITION INTERNAL COMBUSTION ENGINE AND METHOD TO HOLD AND COM

专利摘要:
exhaust system for a positive-ignition vehicle internal combustion engine, positive-ignition engine, and method for trapping and combustion of exhaust gas particulate matter. an exhaust system (10) for a positive positive ignition internal combustion engine (12) comprises a filter (20) for the filtration of particulate matter from exhaust gas emitted from the engine, a filter that comprises a porous substrate having surfaces of inlet and outlet surfaces, wherein the inlet surfaces are separated from the outlet surfaces by a porous structure containing pores of a first medium pore size, in which the porous substrate is coated with a reactive three-way catalyst coating comprising a plurality of solid particles in which the porous structure of the porous substrate subjected to the reactive coating contains pores of a second medium pore size, and in which the second medium pore size is smaller than the first medium pore size and a reactive coating of a three-way catalyst disposed on a separate substrate monolith (18) located upstream of the filter, in which a reactive coating mass of ca three-way talisator on the upstream substrate monolith is (less) 75% of the total reactive coating mass of three-way catalyst in the exhaust system.
公开号:BR112012015467B1
申请号:R112012015467-2
申请日:2010-12-23
公开日:2020-09-29
发明作者:Louise Clare Arnold；Robert James Brisley；Neil Robert Collins；David Robert Greenwell；Christopher Gough Morgan
申请人:Johnson Matthey Plc；
IPC主号:

专利说明:

[001] The present invention relates to an exhaust system to treat particulate matter (PM) in exhaust gas from a positive positive ignition internal combustion engine, particularly for stoichiometrically operated positive ignition engines but which is also suitable for engines positive ignition of poor burning, a system that includes a filter for use in the treatment of PM.
[002] Positive ignition engines cause the combustion of a mixture of hydrocarbon and air using spark ignition. In contrast, compression ignition engines cause the combustion of a hydrocarbon by injecting the hydrocarbon into compressed air. Positive ignition engines can be fueled by gasoline fuel, gasoline fuel mixed with oxygenates including methanol and / or ethanol, liquid petroleum gas or compressed natural gas.
[003] A three-way catalyst (TWC) typically contains one or more metals from the platinum group, particularly those selected from the group consisting of platinum, palladium and rhodium.
[004] TWCs are intended to catalyze three simultaneous reactions: (i) the oxidation of carbon monoxide to carbon dioxide, (ii) the oxidation of unburned hydrocarbons to carbon dioxide and water; and (iii) reduction of nitrogen oxides to nitrogen and oxygen. They are not designed to absorb NOX from poor exhaust gas. The reactions of (i) to (iii) even occur more efficiently when the TWC receives the exhaust gas from an engine that works at or near the stoichiometric point. As is well known in the art, the amount of carbon monoxide (CO), unburned hydrocarbons (HC) and nitrogen oxides (NOX) emitted when gasoline fuel is burned in a positive ignition internal combustion engine (for example, spark ignited) is predominantly influenced by the air to fuel ratio in the combustion cylinder. An exhaust gas having a stoichiometrically balanced composition is one in which the concentrations of oxidizing gases (NOX and O2) and reducing gases (HC and CO) are substantially identical. The air to fuel ratio that produces this stoichiometrically balanced exhaust gas composition is typically given as 14.7: 1.
[005] Theoretically, it should be possible to obtain the complete conversion of O2, NOx, CO and HC into a stoichiometrically balanced exhaust gas composition for CO2, H2O and N2 (and residual O2) and this is the function of TWC. Ideally, therefore, the engine should be operated in such a way that the air to fuel ratio of the combustion mixture produces the stoichiometrically balanced exhaust gas composition.
[006] One way of defining the compositional balance between oxidizing gases and exhaust gas reducing gases is the lambda (X) value of the exhaust gas, which can be defined according to equation (1) as: ratio of air to actual engine fuel / air to stoichiometric engine fuel ratio (1) where a lambda value of 1 represents a stoichiometrically balanced (or stoichiometric) exhaust gas composition, where a lambda value of> 1 represents an excess of O2 and NOX and the composition is described as "poor" and where a lambda value of <1 represents an excess of HC and CO and the composition is described as "rich". It is also common in the art to refer to the air to fuel ratio in which the engine operates as “stoichiometric”, “poor” or “rich”, depending on the exhaust gas composition that the air to fuel ratio generates: consequently the stoichiometrically operated gas engine or low-burn gasoline engine.
[007] It should be assessed that reducing NOX to N2 using a TWC is less efficient when the exhaust gas composition is poor in stoichiometry. Likewise, TWC is less able to oxidize CO and HC when the exhaust gas composition is rich. The challenge, therefore, is to keep the composition of the exhaust gas flowing in the TWC as close to the stoichiometric composition as possible.
[008] Of course, when the engine is in a constant state it is relatively easy to ensure that the air to fuel ratio is stoichiometric. However, when the engine is used to power a vehicle, the amount of fuel required changes transiently depending on the load demand placed on the engine by the driver. This makes control of the air to fuel ratio once a stoichiometric exhaust gas is generated for three-way conversion particularly difficult. In practice, the air-to-fuel ratio is controlled by an engine control unit, which receives information about the exhaust gas composition from an exhaust gas oxygen sensor (EGO) (or lambda): a so-called closed-loop feedback system. A characteristic of such a system is that the air to fuel ratio fluctuates (or disturbs) between the slightly rich point of the stoichiometric (or control setting) and slightly poor, because there is an interval associated with adjusting the air to fuel ratio . This disturbance is characterized by the amplitude of the air to fuel ratio and the frequency of response (Hz).
[009] The active components in a typical TWC comprise one or both of platinum and palladium in combination with rhodium, or even just palladium (no rhodium), supported on a high surface area oxide, and an oxygen storage component.
[0010] When the exhaust gas composition is slightly rich from the set point, there is a need for a small amount of oxygen to consume unreacted CO and HC, ie to make the reaction more stoichiometric. Conversely, when the exhaust gas becomes slightly poor, the excess oxygen needs to be consumed. This was achieved by developing the oxygen storage component that releases or absorbs oxygen during disturbances. The oxygen storage component (OSC) most commonly used in modern TWCs is cerium oxide (CeO2) or a mixed oxide containing cerium, for example, a mixed Ce / Zr oxide.
[0011] Ambient PM is divided by most authors into the following categories based on its aerodynamic diameter (aerodynamic diameter is defined as the diameter of a sphere of 1 g / cm3 density of the same air sedimentation speed as the particle measure): (i) PM-10 - particles with an aerodynamic diameter of less than 10 ym; (ii) Fine particles with diameters below 2.5 ym (PM-2.5); (iii) Ultrafine particles with diameters below 0.1 ym (or 100 nm); and (iv) Nanoparticles, characterized by diameters of less than 50 nm.
[0012] Since the mid-1990s, particle size distributions of exhaust particles from internal combustion engines have received increasing attention due to possible adverse health effects of fine and ultrafine particles. The concentrations of PM-10 particulates in ambient air are regulated by law in the United States. An additional standard ambient air quality move for PM-2.5 was introduced in the United States in 1997 as a result of health studies that indicated a strong correlation between human mortality and the concentration of fine particles below 2.5 ym .
[0013] Interest has now shifted to nanoparticles generated by diesel and gasoline engines because they are understood to penetrate more deeply into human lungs than larger particulates and consequently are believed to be more harmful than larger particles, extrapolated from findings from studies on particulates in the range of 2.5 to 10.0 pm.
[0014] Diesel particle size distributions have a well-established bimodal character that corresponds to the mechanisms of nucleation and particle agglomeration, with the corresponding particle types referred to as the nucleus mode and the accumulation mode respectively (see Figure 1 ). As can be seen from Figure 1, in the nucleus mode, Diesel PM is composed of numerous small particles that contain very little mass. Almost all diesel particulates are significantly smaller than 1 ym in size, ie they comprise a mixture of fines, ie that is within the 1997 US law, ultrafine particles and nanoparticles.
[0015] Nucleus-like particles are believed to be composed mainly of volatile condensates (hydrocarbons, sulfuric acid, nitric acid, etc.) and contain little solid material, such as ash and carbon. The particles in the accumulation mode are understood to comprise solids (carbon, metallic ash, etc.) intermixed with condensates and absorbed material (heavy hydrocarbons, sulfur species, derivatives of nitrogen oxide, etc.). Coarse particles are not believed to be generated in the combustion process of Diesel and can be formed through mechanisms such as deposition and subsequent recharging of particulate material from the walls of an engine cylinder, exhaust system, or the system of particulate sampling. The relationship between these modes is shown in Figure 1.
[0016] The composition of nucleation particles may change with the operating conditions of the engine, environmental condition (particularly temperature and humidity), conditions of the dilution and sampling system. Laboratory work and theory have shown that most of the formation and growth of the nucleus mode occurs in the low dilution ratio range. In this range, the conversion of gas to particle of volatile particle precursors, such as heavy hydrocarbons and sulfuric acid, leads to simultaneous nucleation and growth of the nucleus mode and absorption on the existing particles in the accumulation mode. Laboratory tests (see for example, SAE 980525 and SAE 2001-01-0201) have shown that the formation of the nucleus mode increases strongly with decreasing air dilution temperature but there is conflicting evidence about whether humidity has an influence.
[0017] In general, low temperature, low dilution ratios, high humidity and long residence times favor the formation and growth of nanoparticles. Studies have shown that nanoparticles consist mainly of volatile material such as heavy hydrocarbons and sulfuric acid with evidence of solid fraction only at very high loads.
[0018] In contrast, size distributions outside the gasoline particulate engine operating in constant state show a unimodal distribution with a peak of around 60 to 80 nm (see for example, Figure 4 in SAE 1999-01- 3530). Compared to the size distribution of Diesel, the PM of gasoline is predominantly ultrafine with negligible accumulation and coarse mode.
[0019] The collection of diesel particulates in a diesel particulate filter is based on the principle of separating particles transported by the gas from the gas phase using a porous barrier. Diesel filters can be defined as deep bed filters and / or surface type filters. In deep-bed filters, the average pore size of the filter media is greater than the average diameter of the collected particles. The particles are deposited in the media through a combination of deep filtration mechanisms, including diffusional deposition (Brownian motion), inertial deposition (impaction) and flow line interception (Brownian or inertial motion).
[0020] In surface type filters, the pore diameter of the filter media is smaller than the diameter of the PM, so the PM is separated by sieving. The separation is done by a formation of the collected Diesel PM itself, which is usually referred to as “filter cake” and the process as “cake filter”.
[0021] It is understood that particulate diesel filters, such as wall flow ceramic monoliths, can work through a combination of deep and surface filtration: a filter cake develops at higher soot loads when the filtration capacity deep is saturated and a layer of particulate begins to cover the filtration surface. Deep filtration is characterized by slightly lower filtration efficiency and lower pressure drop than pie filtration.
[0022] WO 03/011437 describes a gasoline engine having an exhaust system that comprises means for trapping PM from the exhaust gas and a catalyst to catalyze the oxidation of the PM by carbon dioxide and / or water in the exhaust gas, catalyst which comprises a sustained alkali metal. The means for trapping PM are suitable for trapping PM in the particle range of 10 to 100 nm, and can be a wall flow filter made of a ceramic material of appropriate pore size such as catalyst coated cordierite, a foam of metal oxide that supports the catalyst, a wire mesh, a Diesel wall flow filter designed for Diesel, an electrophoretic pickup or a thermophoretic pickup (see for example, GB-A-2350804).
[0023] WO 2008/136232 A1 describes a particulate diesel filter comprising a honeycomb filter having a cell wall composed of a porous cell wall base material and supplied only on its inflow side or on its sides. inflow and outflow, a surface layer and satisfying the following requirements from (1) to (5): (1) the peak pore diameter of the surface layer is identical with or less than the average pore diameter of the base of the cell wall, and the porosity of the surface layer is greater than that of the base material of the cell wall; (2) with respect to the surface layer, the peak pore diameter is 0.3 less than 20 pm, and the porosity is 60 less than 95% (measured by the mercury penetration method); (3) the thickness (L1) of the surface layer is 0.5 to less than 30% of the thickness (L2) of the cell wall; (4) the mass of the surface layer per filtration area is 0.01 less than 6 mg / cm2; and (5) with respect to the base material of the cell wall, the average pore diameter is 10 to less than 60 pm, and the porosity is 40 to less than 65%. See also document SAE No 2009-01-0292.
[0024] Other techniques suggested in the industry to separate PM from gasoline from the gas phase include vortex recovery.
[0025] The emission legislation in Europe from September 2014 (Euro 6) requires the control of the quantity of particles emitted from passenger cars for both Diesel and gasoline (positive ignition). For European Union light-duty vehicles on petrol the allowable limits are: 1000 mg / km of carbon monoxide; 60 mg / km of nitrogen oxides (NOx); 100 mg / km of total hydrocarbons (of which <68 mg / km are hydrocarbons other than methane); and 4.5 mg / km of particulate matter ((PM) for direct injection engines only). Although the authorities have not yet adjusted the PM quantity standard for Euro 6, it is widely understood that it will be adjusted to 6.0 x 1011 per km. The present specification is based on the assumption that this quantity will be adopted in due course.
[0026] In the United States, none of the similar emission standards have been adjusted. However, the State of California Air Resources Board (CARB) recently published a document entitled “Preliminary Discussion Paper - Amendments to California's Low-Emission Vehicle [LEV] Regulations for Criteria Pollutants - LEV III” (release date February 8, 2010) where a new PM standard between 2 and 4 mg PM / mile (1.25 to 2.50 mg PM / km (currently 10 mg PM / mile (6.25 mg PM / km))) is proposed, the document comments that: “The Group has received input from several manufacturers suggesting that a standard of 3 mg PM / mile (1.88 mg PM / km) can be achieved for direct gasoline injection engines without requiring the use of particulate filters. ” In addition, the document states that since the mass of PM and estimated emissions appear to be correlated: “Although a mandatory numerical standard is not currently being considered, an optional PM numerical standard of about 1012 particles / mile [6.2511 particles / km] is being considered (which may be chosen by the manufacturers instead of the PM mass standard) ”. However, since neither the PM nor the PM quantity standard has yet been adjusted by the CARB, it is too early to know whether particulate filtration will be required for the California vehicle market or the United States vehicle market. in general. However, it is possible that certain vehicle manufacturers will choose filters in order to provide a safety margin in any selected positive ignition engine design option to meet any of the standards that may be eventually adjusted.
[0027] The new Euro 6 emission standard presents several challenging design problems to achieve gasoline emission standards. In particular, how to plan a filter, or an exhaust system including a filter, to reduce the amount of PM emissions from gasoline (positive ignition), while at the same time meeting emission standards for non-PM pollutants such as one or more of nitrogen oxides (NOx), carbon monoxide (CO) and unburned hydrocarbons (HC), all in an acceptable back pressure, for example, as measured by the maximum back pressure in the European Union's driving cycle.
[0028] It is considered that a minimum of particle reduction for a three-way catalyzed particulate filter to achieve the standard of the amount of PM of Euro 6 in relation to an equivalent direct flow catalyst is> 50%. In addition, although some increase in back pressure for a three-way catalyzed wall flow filter over an equivalent direct flow catalyst is inevitable, in our experience peak back pressure in relation to the MVEG-B conduction cycle (mean of three “fresh” tests) for a majority of passenger vehicles should be limited to <200 mbar, such as <180 mbar, <150 mbar and preferably <120 mbar eg <100 mbar.
[0029] As previously mentioned, the PM generated by positive ignition engines has a significantly higher proportion of ultrafines, with negligible accumulation and coarse mode compared to that produced by Diesel engines (compression ignition), and this presents challenges to remove the exhaust gas of the positive ignition engine in order to prevent its emission into the atmosphere. In particular, since a majority of PMs derived from a positive ignition engine are relatively small compared to the size distribution for the PM of Diesel, it is practically not possible to use a filter substrate that promotes the filtration of the surface type pie. Positive ignition PM because the relatively low average pore size of the filter substrate that would be required would produce impractically high back pressure in the system.
[0030] Furthermore, it is generally not possible to use a conventional wall flow filter, designed to trap Diesel PMs, to promote the PM surface type filtration of a positive ignition engine in order to achieve emission standards relevant because there is generally less PM in the exhaust gas of the positive ignition, so the formation of a soot cake is less likely; and the temperatures of the positive ignition exhaust gas are generally higher, which can lead to the faster removal of PM by oxidation, thus preventing the removal of PM increased by pie filtration. Deep filtration of the positive ignition PM in a conventional Diesel wall flow filter is also difficult because the PM is significantly smaller than the pore size of the filter medium. Consequently, in normal operation, a conventional uncoated Diesel wall flow filter will have a lower filtration efficiency when used with a positive ignition engine than a compression ignition engine.
[0031] Another difficulty is to combine the filtration efficiency with a reactive coating charge, for example, of catalyst to achieve emission standards for pollutants, in acceptable backpressures, diesel wall flow particulate filters in commercially available vehicles in Today's average pore size is around 13 pm. However, it has been found that coating such a filter with a sufficient catalyst load as described in US 2006/0133969 to achieve the required gasoline emission standards (positive ignition) can cause unacceptable back pressure.
[0032] In order to reduce the back pressure of the filter it is possible to reduce the extension of the substrate. However, there is a finite level below which the back pressure increases as the filter length is reduced. The filter extensions suitable for the filters according to the present invention are 2 to 12 inches long, preferably 3 to 6 inches long. The cross sections can be circular and in our development work we use filters of 4.66 and 5.66 inches (11.84 and 14.38 cm) in diameter. However, the cross section can also be dictated by the space in a vehicle within which the filter is required to adapt. So for filters located in the so-called closely integrated position, for example, within 50 cm of the engine's exhaust pipe where space is scarce, elliptical or oval filter cross sections can be considered. As would be expected, back pressure also increases with the reactive coating load and soot load.
[0033] There have been several recent efforts to combine TWCs with filters to achieve Euro 6 emission standards.
[0034] US 2009/0193796 describes an emission treatment system downstream of a gasoline direct injection engine for the treatment of an exhaust gas comprising hydrocarbons, carbon monoxide, nitrogen oxides and particulates, the emission treatment comprising a catalyzed particulate pickup comprising a three-way conversion catalyst (TWC) coated on or within a particulate pickup. The general description says that a particulate pickup may be located downstream of a first TWC catalyst, where the first TWC catalyst may be less than otherwise required due to the TWC coated functionality over the particulate pickup. No specific example is provided of an exhaust system that comprises both a first TWC and a downstream TWC coated particulate trap.
[0035] WO 2009/043390 describes a catalytically active particulate filter comprising a filter element and a catalytically active coating composed of two layers. The first layer is in contact with the exhaust gas that flows inward while the second layer is in contact with the exhaust gas that flows outward. Both layers contain aluminum oxide. The first layer contains palladium, the second layer contains a mixed cerium / zirconium oxide that stores oxygen in addition to rhodium. In the examples, a wall flow filter substrate of unspecified medium pore size is coated with a first layer at a load of approximately 31 g / 1 and a second layer at a load of approximately 30 g / 1. That is, the reactive coating charge is about 1.00 g in-3 (61 mg / cm3). For a majority of vehicle applications, this coated filter is unlikely to be able to achieve the required emission standards alone. The specification also describes an emission control system for the purification of exhaust gases from combustion engines operated with a predominantly stoichiometric air / fuel mixture, containing a catalytically active particle filter according to the description. There is no description or suggestion in WO '390 that the emission control system can be used in combination with a separate TWC arranged on a direct flow substrate monolith and located upstream of the catalytically active particle filter.
[0036] Our GB 2468210 describes a filter for the filtration of particulate matter (PM) from exhaust gas emitted from a positive ignition engine, whose filter comprising a porous substrate having inlet and outlet surfaces, in which the surfaces inlets are separated from the outlet surfaces by a porous structure containing pores of a first medium pore size, in which the porous substrate is coated with a reactive coating comprising a plurality of solid particles in which the porous structure of the porous substrate subjected to reactive coating contains pores of a second medium pore size, and the second medium pore size is smaller than the first medium pore size. In embodiments, the reactive coating is catalyzed and in a particular embodiment the catalyst is a TWC.
[0037] A practical difficulty with filters for the filtration of particulate matter from positive-ignition internal combustion engines is that space in a passenger vehicle may be limited, and the filter may have to be located in a cooler, called the location “Under the floor”, hanging under the bottom of the vehicle body. Often, there is not enough space on a vehicle to accommodate a filter in a warmer location that is somehow closer to the engine exhaust (the so-called “closely integrated” catalyst to “start” quickly enough after the cold start of the engine. This is important because the legislation assesses vehicle emissions over a defined driving cycle. Most of the pollutant emissions from a vehicle with a positive ignition engine occur in the test cycle within the first tens of seconds after the cold start. If a TWC is not quickly active enough after the cold start, it can mean the difference between passing and failing a relevant emission pattern during the driving cycle as a whole.
[0038] "Start-up" can be defined as the temperature at which a catalyst catalyzes a reaction into a desired conversion activity. For example "CO T50" is a temperature at which a particular catalyst causes the conversion of carbon monoxide into a feed gas, for example to CO2, with at least 50% efficiency. Similarly, “HC T80” is the temperature at which hydrocarbon, perhaps a particular hydrocarbon such as octane or propene, is converted, for example, to water vapor and CO2 at 80% efficiency or higher.
[0039] In practice, therefore, the exhaust systems for vehicular positive ignition engines currently on the market include a TWC of relatively low thermal mass comprising a direct flow monolithic substrate located in the closely integrated position.
[0040] However, it has been found that when a filter catalyzed with a TWC is located in a vehicle under the floor and downstream of a commercially available TWC closely integrated (direct flow), the temperature in the filter is insufficiently reliable to combust the matter particulate in the test cycle or driving conditions in the real world. Principle indications suggest that the PM of positive ignition combustions in oxygen at lower temperatures than the PM of Diesel. In addition, it has been found that filter temperatures of> 500 ° C are required to combust particulate matter from positive ignition engines. It is possible to intermittently inject additional hydrocarbon into the exhaust gas, through the handling of the fuel injector engine in the cylinder or directly into the exhaust gas, to increase the temperature in the filter or to use other means such as an electrically heated catalyst in the filter. However, such solutions are expensive, technically complicated and ultimately result in a fuel penalty for the driver, ie increased fuel consumption.
[0041] It has now been found, very surprisingly, that it is possible to design an exhaust system for a positive-ignition internal combustion engine in which the filter temperature reaches sufficient temperatures to passively combust particulate matter for at least a portion of a legislative driving cycle, or at least to significantly reduce the frequency of active interventions, for example, by injecting additional hydrocarbon, to raise the temperature of the filter.
[0042] According to one aspect, the invention provides an exhaust system for a positive-ignition internal combustion engine vehicle system which comprises a filter for the filtration of particulate matter of exhaust gas emitted from the engine, whose filter comprising a porous substrate having inlet and outlet surfaces, in which the inlet surfaces are separated from the outlet surfaces by a porous structure containing pores of a first medium pore size, in which the porous substrate is coated with a reactive coating of three-way catalyst comprising a plurality of solid particles in which the porous structure of the porous substrate subjected to the reactive coating contains pores of a second medium pore size, and in which the second medium pore size is smaller than the first size of medium pore and a reactive three-way catalyst coating disposed on a separate substrate monolith upstream of the filter, where u A reactive coating mass of three-way catalyst on the upstream substrate monolith is <75% of the total reactive coating mass of three-way catalyst in the system.
[0043] Three ways in which the invention can be put into practice include, first, using a lower volume substrate monolith than would normally be used for the upstream substrate monolith in an exhaust system for a spark ignition engine carrier, but using the same TWC reactive coating charge that is normally in use, this is greater than about 3 g in-3 (183 mg cm-3) in total, in single-layer or multi-layer configurations. Currently, upstream substrate monoliths in use are about 60 to 100% engine displacement or higher, so substrate monoliths of <60% engine displacement, such as <55%, 50% or 45% engine displacement coated in a reactive coating load of more than about 3 g pol-3 (183 mg cm-3) are illustrative examples of upstream catalyzed substrate monoliths having application in the present invention. It is also possible for the upstream substrate monolith to comprise two parts, an upstream part and a downstream part, each part having a different reactive coating charge, charge and / or precious metal volume. This latter two-part concept also falls within the scope of the present invention.
[0044] In this first arrangement, the axial length of the upstream substrate monolith may be less than a closely integrated commercially available substrate monolith, sometimes referred to in the art as a "slice", in combination with a relatively reactive coating charge. high on the three-way catalyzed filter substrate.
[0045] Second, the upstream substrate monolith may be the same size, or a similar size, in relation to an upstream substrate monolith size normally used in an exhaust system for a spark-ignition engine , this is about 60 to 100% engine displacement or higher, but the reactive coating load used is less than that used in a normal upstream substrate monolith, ie <3 g in-3 (183 mg cm-3) such as <2.75 g in-3 (168 mg cm-3), <2.5 g in-3 (152 mg cm-3) or <2 g in-3 (122 mg cm-3) 3) in total, in single or multiple layer configurations.
[0046] Third, the TWC for use in the upstream substrate monolith may be an inherently less active reactive coating than is typical for use in an exhaust system for a spark-ignition engine, such as having a lower total platinum group metal charge, or where two or more platinum group metals are used, the weight ratio of one or more of the platinum group metals present may be lower relative to one or more other platinum group metals present and / or the composition may have a lower oxygen storage activity, for example, a lower mixed oxide charge based on cerium and zirconium.
[0047] Of course it is possible to use some variation of two or more of the three options above.
[0048] In embodiments, the TWC reactive coating mass on the upstream substrate monolith is <70%, such as <65%, <60% or <55% of the total TWC reactive coating mass in the system .
[0049] The invention is based on our verification that making the TWC upstream less efficient, enough pollutants (CO, unburned hydrocarbons, NOx etc.) are able to pass through to contact the three-way catalyzed filter. The catalytic conversion of the remaining pollutants in the three-way catalyzed filter generates an exotherm that increases the temperature of the filter, thereby raising the temperature of the filter sufficiently to combust particulate matter on or in the filter. It will be evident from the preceding debate that such an arrangement is counterintuitive to industrial standards in this technical field, because a closely integrated TWC is designed to treat pollutants as quickly and efficiently after the cold start as possible. The effectiveness of this principle can be exemplified by computer modeling (see example 8).
[0050] The invention can also be functionally defined, such as by defining the substrate monolith upstream as being designed to pass sufficient reactant gas that the three-way catalyzed filter located downstream increases the filter temperature for example, by> 50 ° C for an inlet gas temperature in the filter of 400 ° C, in relation to a normally integrated TWC normally formulated; or where the TWC on the upstream substrate monolith is designed to convert pollutants to <80% efficiency, such as <75% efficiency, <70% efficiency. <65% efficiency or <60% efficiency. It will be understood that any or all of the above alternative definitions can supplement the claimed definition in order to more clearly distinguish the prior art.
[0051] It will be understood that the separate substrate monolith located upstream of the filter is preferably a direct flow substrate monolith, for example, of ceramic or metallic construction. However, substrate monoliths other than direct flow monoliths can be used as desired, for example, partial filters (see for example, WO 01/080978 or EP 1057519), metallic foam substrates etc.
[0052] It will also be understood that the TWC reactive coating mass on the upstream substrate monolith is defined as in relation to the total TWC reactive coating mass in the system. This is intended to include arrangements in which more than one substrate monolith in addition to the filter carries a reactive TWC coating. However, in preferred embodiments, the TWC reactive coating mass on the upstream substrate monolith is defined as relative to the total TWC reactive coating mass on the filter plus the upstream substrate monolith.
[0053] Positive ignition engines for use in this aspect of the invention can be fueled by gasoline fuel, gasoline fuel mixed with oxygenates including methanol and / or ethanol, liquid petroleum gas or compressed natural gas.
[0054] Indications in principle are that the present invention is capable of reducing the emissions of the particle amount of the positive ignition engine by> 30% such as> 50% for example,> 80% or even> 90% in acceptable back pressure.
[0055] The average pore size can be determined by the porosimetry of mercury.
[0056] It will be understood that the benefit of filters for use in the invention is substantially independent of the porosity of the substrate. Porosity is a measure of the percentage of empty space in a porous substrate and is related to back pressure in an exhaust system: in general, the lower the porosity, the higher the back pressure. However, the porosity of filters for use in the present invention are typically> 40% or> 50% and porosities of 45 to 75% such as 50 to 65% or 55 to 60% can be used to advantage. The average pore size of the porous substrate subjected to the reactive coating is important for filtration. Thus, it is possible to have a porous substrate of relatively high porosity that is a deficient filter because the average pore size is also relatively high.
[0057] The porous substrate can be a metal, such as a sintered metal, or a ceramic, for example, silicon carbide, cordierite, aluminum nitride, silicon nitride, aluminum titanate, alumina, mullite for example, acite mullite (see for example, WO 01/16050), polucite, a thermet such as A12O3 / Fe, A12O3 / NÍ or B4C / Fe, or composites comprising segments of any two or more of these. In a preferred embodiment, the filter is a wall flow filter that comprises a porous ceramic filter substrate having a plurality of inlet channels and a plurality of outlet channels, wherein each inlet channel and each outlet channel it is defined in part by a porous structure ceramic wall, in which each entrance channel is separated from an exit channel by a porous structure ceramic wall. This filter arrangement is also described in SAE 810114, and reference can be made to this document for further details. Alternatively, the filter can be a foam, or a so-called partial filter, such as those described in EP 1057519 or WO 01/080978.
[0058] The reasons that motivate the coating of a wall flow filter for a diesel application are typically different from those of the present invention. In diesel applications, a reactive coating is used to introduce catalytic components into the filter substrate, for example, catalysts to oxidize NO to NO2, although a significant problem is to avoid back pressure problems as soot is accumulated. Consequently, a balance is struck between the desired catalytic activity and the acceptable back pressure. In contrast, a primary motivated factor for applying the reactive coating to a porous substrate for use in the present invention is to achieve both a desired filtration efficiency and catalytic activity.
[0059] In one embodiment, the first medium pore size eg surface pores of the porous structure of the porous filter substrate is 8 to 45 pm, for example 8 to 25 pm, 10 to 20 pm or from 10 to 15 pm. In particular embodiments, the first average pore size is> 18 pm such as from 15 to 45 pm, from 20 to 45 pm for example, from 20 to 30 pm, or from 25 to 45 pm.
[0060] In embodiments, the filter has a reactive coating charge of> 0.25 g in-3 (15.2 mg cm-3), such as> 0.5 g in-3 (30.5 mg cm-3) or> 0.80 g in-3 (48.8 mg cm-3), for example, 0.80 to 3.00 g in-3 (48.8 to 183 mg cm-3). In preferred embodiments, the reactive coating charge is> 1.00 g in-3 (61.0 mg cm-3) such as> 1.2 g in-3 (73.2 mg cm-3),> 1.5 g in-3 (91.5 mg cm-3),> 1.6 g in-3 (97.6 mg cm-3) or> 2.00 g in-3 (122.0 mg cm-3) 3) or for example from 1.6 to 2.4 g in-3 (97.6 to 146.4 mg cm-3). In particular combinations of average filter pore size and reactive coating charge the filter combines a desirable level of particulate filtration and catalytic activity in acceptable back pressure.
[0061] In a first preferred embodiment, the filter comprises a surface reactive coating, wherein a layer of reactive coating substantially covers the surface pores of the porous structure and the pores of the porous substrate subjected to the reactive coating are defined in part by spaces between particles (interparticle pores) in the reactive coating. That is, substantially no reactive coating enters the porous structure of the porous substrate. Methods of making porous filter substrates coated on the surface include introducing a polymer, for example, polyvinyl alcohol (PVA), into the porous structure, applying a reactive coating to the porous filter substrate including the polymer and drying, then calcining the coated substrate to burn the polymer. A schematic representation of the first embodiment is shown in Figure 2A.
[0062] The methods of coating porous filtering substrates are known to the skilled person and include, without limitation, the method described in WO 99/47260, ie a method of coating a monolithic support, comprising the steps of (a) locating a retention medium on top of a support, (b) dosing a predetermined amount of a liquid component within said retention medium, in the order (a) after (b) or (b) after (a), and (c) by applying pressure or vacuum, pulling said liquid component into at least a portion of the support, and retaining substantially all of said amount within the support. Such process steps can be repeated from another end of the monolithic support following drying of the first coating with optional heating / calcination.
[0063] In this first embodiment, an average interparticle pore size of the porous reactive coating is 5.0 nm to 5.0 gm, such as 0.1 to 1.0 pm.
[0064] A D90 of solid reactive coating particles in this first surface coating embodiment can be larger than the average pore size of the porous filter substrate and can be in the range of 10 to 40 pm, such as 15 to 30 pm or 12 to 25 pm. "D90" as used herein defines the particle size distribution in a reactive coating in which 90% of the particles present have a diameter within the specified range. Alternatively, in embodiments, the average size of the solid reactive coating particles is in the range of 1 to 20 pm. It will be understood that the wider the range of particle sizes in the reactive coating, the more likely the reactive coating can enter the porous structure of the porous substrate. The term "substantially no reactive coating enters the porous structure of the substrate" should therefore be interpreted accordingly.
[0065] According to a second embodiment, the reactive coating can be coated on the entrance and / or exit surfaces and also within the porous structure of the porous substrate. We believe that a surface coating around a pore opening in the inlet and / or outlet surfaces, thereby narrowing, for example, the surface pore size of an exposed filter substrate, promotes the interaction of the gaseous phase including PM without substantially restricting the pore volume, so as not to give rise to significant increases in back pressure. That is, the pores on a surface of the porous structure comprise a pore opening and the reactive coating causes a narrowing of substantially all of the pore openings. A schematic representation of the second embodiment is shown in Figure 2B.
[0066] Methods of making a filter according to the second embodiment may involve appropriate formulation of the reactive coating known to the person skilled in the art including adjusting the viscosity and wetting characteristics of the surface and applying an appropriate vacuum following the coating of the porous substrate (see also WO 99/47260).
[0067] In the first and second embodiments, where at least part of the reactive coating is coated on the entrance and / or exit surfaces of the porous substrate, the reactive coating can be coated on the entrance surfaces, the exit surfaces or on both the input and output surfaces. Additionally, one or both of the inlet and outlet surfaces can include a plurality of reactive coating layers, where each reactive coating layer within the plurality of layers can be the same or different, for example, the average pore size in one first layer may be different from that of a second layer. In embodiments, the reactive coating intended for coating on outlet surfaces is not necessarily the same as for inlet surfaces.
[0068] Where the inlet and outlet surfaces are coated, reactive coating formulations can be the same or different. Where both the input and output surfaces are coated with reactive coating, the average pore size of the reactive coating on the input surfaces may be different from the average pore size of the reactive coating on the output surfaces. For example, the average pore size of the reactive coating on the input surfaces may be smaller than the average pore size of the reactive coating on the output surfaces. In the latter case, an average pore size of reactive coating on the outlet surfaces may be greater than an average pore size of the porous substrate.
[0069] While it is possible for the average pore size of a reactive coating applied to the input surfaces to be larger than the average pore size of the porous substrate, it is advantageous to have reactive coating having smaller pores than the porous substrate in the reactive coating on the entry surfaces to prevent or reduce any combustion ash or debris from entering the porous structure.
[0070] According to a third embodiment, the reactive coating is located substantially within, that is, permeable, the porous structure of the porous substrate. A schematic representation of this third embodiment is shown in Figure 2C. Methods of making a filter according to the third embodiment include the appropriate formulation of the reactive coating known to the person skilled in the art including adjusting viscosity, selecting low wetting characteristics and applying an appropriate vacuum after coating with the reactive coating of the porous substrate (see also WO 99/47260). Alternatively, the porous substrate can be soaked in an appropriate salt solution and the resulting product dried and calcined.
[0071] In the second and third embodiments, where at least part of the reactive coating is in the porous structure, a size, for example, an average size, of the solid reactive coating particles may be smaller than the average pore size of the porous filtering substrate for example in the range of 0.1 to 20 pm, such as from 1 to 18 pm, from 1 to 16 pm, from 2 to 15 pm or from 3 to 12 pm. In particular embodiments, the previously mentioned size of the solid reactive coating particles is a D90 rather than an average size.
[0072] In other particular embodiments, the surface porosity of the reactive coating is increased by including voids at this point. Exhaust gas catalysts having such characteristics are described, for example, in our WO 2006/040842 and WO 2007/116881.
[0073] By "voids" in the reactive coating layer here, we intend that a space exists in the layer defined by the solid reactive coating material. The voids can include any gap, fine pore, tunnel state (cylinder, prismatic column), crack, etc., and can be introduced by adding a reactive coating composition to the coating on the filter substrate of a material that is burned during the calcination of a coated filter substrate, for example, chopped cotton or materials to give rise to the pores manufactured by the formation of gas on decomposition or combustion. Where voids are present, voids are different, and therefore should not be counted for determining the average interparticle pore size of the reactive porous coating.
[0074] The average void ratio of the reactive coating can be 5 to 80%, whereas the average void diameter can be 0.2 to 500 pm, such as 10 to 250 pm.
[0075] The reactive coating for use in the filter of the invention is a three-way catalytic reactive coating, which can be used in combination with other catalytic reactive coatings selected from the group consisting of a hydrocarbon trap, a NOx absorber, a oxidation catalyst, a selective catalytic reduction (SCR) catalyst, a poor NOx catalyst and combinations of any two or more of these. For example, in preferred embodiments, the inlet surfaces are coated with a reactive TWC coating and the outlet surfaces are coated with reactive SCR coating. In this arrangement, the rich intermittent driving of the engine can generate ammonia in situ in the TWC for use in reducing NOx in the SCR catalyst disposed on the outlet surfaces. Similarly, an oxidation catalyst can include hydrocarbon trap functionality.
[0076] The catalytic reactive coating, such as the NOx absorber, oxidation catalyst, hydrocarbon trap and the poor NOx catalyst, may contain one or more metals from the platinum group, particularly those selected from the group consisting of platinum, palladium and rhodium.
[0077] NOx absorber catalysts (NACs) are known, for example, from US Patent No. 5,473,887 and are designed to absorb nitrogen oxides (NOx) from poor exhaust gas (lambda> 1) and to desorb NOx when the oxygen concentration in the exhaust gas is decreased. For this purpose NACs comprise a relatively high charge of alkaline earth and / or alkali metal, for example, on the order of 800 g / ft-3 (28 mg cm-3). In contrast, TWCs are not designed to absorb NOx, however, they can include alkaline earth and / or alkali metals as catalyst promoters, for example, barium and / or strontium. The total amounts of alkaline earth and / or alkali metals for use as promoters in TWCs are typically <300 g ft-3 (10.6 mg cm-3), such as <250 g ft-3 (8.8 mg cm -3), <150 g ft-3 (5.3 mg cm-3), <100 g ft-3 (3.5 mg cm-3) or even <50 g ft-3 (1.8 mg cm-3) 3). The desorbed NOx can be reduced to N2 with a suitable reducer, for example gasoline fuel, promoted by a catalyst component, such as rhodium, from the NAC itself or located downstream from the NAC. In practice, the oxygen concentration control can be adjusted to a desired redox composition intermittently in response to a calculated remaining NOx absorption capacity of the NAC, for example, richer than the normal engine operating operation (but still poor stoichiometric composition or lambda = 1), stoichiometric or rich stoichiometric (lambda <1). The oxygen concentration can be adjusted by various means, for example, throttling, injection of additional hydrocarbon fuel into an engine cylinder such as during the exhaust stage or by injecting hydrocarbon fuel directly into the exhaust gas downstream of a pipe of engine exhaust.
[0078] A typical NAC formulation includes a catalytic oxidation component, such as platinum, a significant amount, ie substantially more than is required for use as a promoter such as a promoter in a TWC, of a storage component NOx, such as barium, and a reduction catalyst, for example, rhodium. A commonly used mechanism for storing NOx from a poor exhaust gas for this formulation is:
where in reaction (2), nitric oxide reacts with oxygen at the active oxidation sites on platinum to form NO2. The reaction (3) involves the absorption of NO2 by the storage material in the form of an inorganic nitrate.
[0079] At lower oxygen concentrations and / or at high temperatures, nitrate species become thermodynamically unstable and decompose, producing NO or NO2 according to reaction (4) below. In the presence of a suitable reducer, these nitrogen oxides are subsequently reduced by carbon monoxide, hydrogen and hydrocarbons to N2, which can occur in the reduction catalyst (see reaction (5)).


[0080] In the reactions from (2) to (5) above, the reactive barium species is given as the oxide. However, it is understood that in the presence of air most of the barium is in the form of carbonate or possibly hydroxide. The skilled person can adapt the above reaction schemes accordingly for barium species other than oxide.
[0081] Oxidation catalysts promote the oxidation of carbon monoxide to carbon dioxide and unburned hydrocarbons to carbon dioxide and water. Typical oxidation catalysts include platinum and / or palladium on a high surface area support.
[0082] Hydrocarbon scavengers typically include molecular sieves and can also be catalyzed, for example, with a platinum group metal such as platinum or a combination of both platinum and palladium.
[0083] SCR catalysts can be selected from the group consisting of at least one of Cu, Hf, La, Au, In, V, lanthanides and transition metals from Group VIII, such as Fe, sustained in a refractory oxide or molecular sieve. Suitable refractory oxides include A12O3, TiO2, CeO2, SiO2, ZrO2 and mixed oxides containing two or more of these. The non-zeolite catalyst can also include tungsten oxide, for example, V2O5 / WO3 / THO2.
[0084] Poor NOx catalysts, sometimes also called SCR hydrocarbon catalysts, DeNOx catalysts or even non-selective catalytic reduction catalysts, include Pt / A12O3, ZSM-5 exchanged for Cu, Pt, Fe, Co or Ir, protonated zeolites such as H-ZSM-5 or HY zeolites, perovskites and Ag / A12O3. In the selective catalytic reduction (SCR) by hydrocarbons (HC), HC reacts with NOR, instead of with 02, to form nitrogen, CO2 and water according to equation (6): {HC} + NOx N2 + C02 + H2O ( 6) The competitive, non-selective reaction with oxygen is given by Equation (7): {HC} + O2 ^ CO2 + H2O (7)
[0085] Therefore, good HC-SCR catalysts are more selective for the reaction (6) than the reaction (7).
[0086] In particular embodiments, the reactive SCR coatings, hydrocarbon pickup and poor NOx catalyst comprise at least one molecular sieve, such as an aluminosilicate zeolite or a SAPO, to trap positive ignition PM. The at least one molecular sieve can be a small, medium or large molecular sieve, for example. By "small pore molecular sieve" here we intend to molecular sieves containing a maximum ring size of 8, such as CHA; by "medium pore molecular sieve" here we mean a molecular sieve containing a maximum ring size of 10, such as ZSM-5; and by "large pore molecular sieve" here we mean a molecular sieve having a maximum ring size of 12, such as beta. Small pore molecular sieves are potentially advantageous for use in SCR catalysts - see for example WO 2008/132452.
[0087] The particular molecular sieves for application in the present invention are selected from the group consisting of AEI, ZSM-5, ZSM-20, ERI including ZSM-34, mordenite, ferrierite, BEA including Beta, Y, CHA, LEV including Nu -3, MCM-22 and EU-1.
[0088] In embodiments, the molecular sieves can be non-metallized or metallized with at least one metal selected from the group consisting of groups IB, IIB, IIIA, IIIB, VB, VIB, VIB and VIII of the periodic table. Where metallized, the metal can be selected from the group consisting of Cr, Co, Cu, Fe, Hf, La, Ce, Pol, V, Mn, Ni, Zn, Ga and the precious metals Ag, Au, Pt, Pd and Rh. Such metallized molecular sieves can be used in a process to selectively catalyze the reduction of nitrogen oxides in the positive ignition exhaust gas using a reducer, by "metallized" here we intend to include molecular sieves including one or more metals incorporated into a structure of the molecular sieve for example, Fe in the Beta structure and Cu in the CHA structure. As mentioned above, where the reducer is a hydrocarbon, the process is sometimes called “selective catalytic hydrocarbon reduction (HC-SCR)”, “poor NOx catalysis” or “DeNOx catalysis”, and the particular metals for this application include Cu, Pt, Mn, Fe, Co, Ni, Zn, Ag, Ce, Ga. The hydrocarbon reducer can be introduced into the exhaust gas by engine management techniques, for example, post late injection or post initial injection (called “after injection”).
[0089] Where the reducer is a nitrogen reducer (called “NH3-SCR”), the metals of particular interest are selected from the group consisting of Ce, Fe and Cu. Suitable nitrogen reducers include ammonia. Ammonia can be generated in situ, for example, during the rich regeneration of a NAC disposed upstream of the filter or by contacting a TWC with rich exhaust gas derived from the engine (see alternatives to reactions (4) and (5) above ). Alternatively, the nitrogen reducer or a precursor of this can be injected directly into the exhaust gas. Suitable precursors include ammonium formate, urea and ammonium carbamate. The decomposition of the precursor to ammonia and other by-products can be by hydrothermal or catalytic hydrolysis.
[0090] The cell density of the Diesel wall flow filters in practical use may be different from the wall flow filters for use in the present invention in which the cell density of the Diesel wall flow filters is generally 300 cells per square inch (cpsi) (46 cells per square cm) or less, for example, 100 or 200 cpsi (15 or 30 cells per square centimeter), so that the relatively larger PM components of Diesel can enter through the inlet channels of the filter without becoming impacted on the solid front area of the diesel particulate filter, thus agglomerating and clogging the access to the open channels, whereas the wall flow filters for use in the present invention can be up to 300 cpsi (46 cells per square centimeter) or greater, such as 350 cpsi (54 cells per square centimeter), 400 cpsi (62 cells per square centimeter), 600 cpsi (93 cells per square centimeter), 900 cpsi (140 cells per centimeter q square) or 1200 cpsi (186 cells per square centimeter).
[0091] An advantage of using higher cell densities is that the filter may have a reduced cross-section, for example, diameter, than diesel particulate filters, which is a useful practical advantage that increases the design options for locate exhaust systems in a vehicle.
[0092] In another aspect, the invention provides a positive ignition engine comprising an exhaust system according to the invention and a vehicle comprising such a positive ignition engine. In a preferred embodiment, the positive-ignition engine is a direct-injection positive-ignition engine.
[0093] In another aspect, the invention provides a method of trapping and combining particulate matter (PM) from exhaust gas emitted from a positive ignition engine by deep filtration, a method that comprises directing the exhaust gas containing the PM into an exhaust system, contact the exhaust gas containing the PM with a reactive three-way catalyst coating disposed on a substrate monolith within the exhaust system, contact the exhaust gas containing the PM with a filter on the exhaust system downstream of the three-way catalyst substrate monolith, whose filter comprising a porous substrate having inlet and outlet surfaces, wherein the inlet surfaces are separated from the outlet surfaces by a porous structure containing pores from a first medium pore size, where the porous substrate is coated with a reactive three-way catalyst coating that comprises a plurality of solid particles in that the porous structure of the porous substrate subjected to the reactive coating contains pores of a second medium pore size, and where the second medium pore size is smaller than the first medium pore size, in which a mass of reactive catalyst coating three-way in the substrate monolith is <75% of the total reactive coating mass of three-way catalyst in the exhaust system.
[0094] In order that the invention can be more fully understood, reference is made to the accompanying drawings in which: Figure 1 is a graph showing the PM size distributions in the exhaust gas of a diesel engine. For comparison, a size distribution for gasoline is shown in Figure 4 of SAE 1999-01-3530; Figures 2A to C show schematic drawings of three embodiments of porous filter substrates coated with a reactive coating according to the invention; Figure 3 is a schematic graph of mercury porosimetry that refers to the pore size distribution of a porous filter substrate, a porous reactive coating layer and a porous filter substrate including a porous surface reactive coating layer; Figure 4 is a Table showing a pore size of the wall flow filter substrate matrix vs. reactive coating charge indicating the suitability of the coated wall flow filter for use in a vehicle exhaust gas after-treatment system; and Figure 5 is a schematic drawing of an exhaust system according to the invention.
[0095] Figures 2A to C show a cross section through a porous filter substrate 10 comprising a surface pore 12. Figure 2A shows a first embodiment, featuring a reactive coating layer of porous surface 14 comprised of solid reactive coating particles, the spaces between the particles define pores (interparticle pores). It can be seen that the reactive coating layer 14 substantially encompasses the pore 12 of the porous structure and that an average pore size of the interparticle pores 16 is smaller than the average pore size 12 of the porous filter substrate 10.
[0096] Figure 2B shows a second embodiment comprising a reactive coating that is coated on an inlet surface 16 and additionally within a porous structure 12 of the porous substrate 10. It can be seen that the reactive coating layer 14 causes a narrowing of a pore opening of the surface pore 12, such that an average pore size 18 of the coated porous substrate is less than the average pore size 12 of the porous filter substrate 10.
[0097] Figure 2C shows a third embodiment in which the reactive coating 14 is located substantially within, i.e., permeable, the porous structure 12 of the porous substrate 10.
[0098] Figure 3 presents an illustration of a graph referring to the pore size for the pore quantity for a porous filter substrate 20, a porous reactive coating layer 22 and a porous diesel filter substrate including a coating layer surface reactive 24. It can be seen that the filtering substrate has an average pore size on the order of about 15 pm. The reactive coating layer has a bimodal distribution comprised of intraparticle pores 22A (at the nanometer end of the strip) and interparticle pores 22B close to the micrometric end of the scale. It can also be seen that by coating the porous filter substrate with a reactive coating according to the invention that the pore distribution of the bare filter substrate is changed in the direction of the pore size of the interparticle reactive coating (see the arrow).
[0099] Figure 5 shows an apparatus 10 according to the invention comprising a positive vehicle ignition engine 12 and an exhaust system 14 for this purpose. The exhaust system 14 comprises a conduit 16 connecting the components of the catalytic post-treatment, namely a TWC based on Pd-Rh coated on an inert metallic direct flow substrate 18 disposed close to the engine discharge pipe (the so-called position closely integrated). Downstream of the closely integrated catalyst 18 is a TWC based on Pd-Rh coated to 1.6 g in-3 (97.6 mg / cm3) in a ceramic wall flow filter 20 having a size of 20 pm average pore hanging under the vehicle at the so-called under floor location.
[00100] In use, the system benefits from the low temperature start-up activity of the closely integrated TWC 18 located in a position where it can reach active temperature quickly after key-on. However, instead of converting unburned hydrocarbon, carbon monoxide and nitrogen oxides to the degree necessary to achieve the relevant Euro V emission standard, TWC 18 is configured to pass sufficient fuel emission components such as carbon monoxide and unburned hydrocarbon so that subsequent conversion of fuel components passed through the three-way catalyzed wall flow filter 20 generates sufficient exotherm to combust the particulate matter held in the filter, either continuously or at least once during such a driving cycle such as the European MVEG-B driving cycle. In this embodiment, TWC 18 is configured using a closely sized, naturally integrated substrate monolith volume (100% engine displacement) coated with the same fully formulated TWC as used in the TWC-coated wall flow filter a downstream 20, but at a lower reactive coating load than is generally used for a closely integrated TWC, for example, 2.0 g in-3 (122.0 mg / cm3).
[00101] Figure 4 presents a matrix showing preliminary results for a reactive coating load study for a TWC reactive coating on the three wall flow filters having different average pore sizes. In conclusion, there is an acceptable backpressure and filtration range starting with a combination of 13 pm medium pore size wall flow filter and relatively low reactive coating load (0.4 g in-3 (24.4 mg / cm3)) up to 20 pm and 13 pm pore size substrates having 0.8 g in-3 (48.8 mg / cm3) up to 1.6 and 2.4 g in-3 (97, 6 and 146.4 mg / cm 3) on medium pore size substrates of 38 pm and 20 pm.
[00102] However, overlying this matrix for the use of TWC is that reactive coating loads of> 1.6 g in-3 (97.6 mg cm-3) are preferred for acceptable TWC activity in a stand-alone product . The invention allows a combination of sufficient TWC activity and PM filtration to be achieved without a significant increase in back pressure. Increased reactive coating loads on lower medium pore size wall flow filter substrates can be used only in applications that can tolerate increased back pressure. Referring to Figure 4, although in certain applications where increased back pressure can be tolerated, a 13 pm medium pore size wall flow filter substrate can be used in combination with a reactive coating load of> 1.6 g in-3 (97.6 mg cm-3) we currently prefer to use an average pore size of> 20 pm for loads of> 1.6 g in-3 (97.6 mg cm-3) to achieve a desirable balance between catalyst activity, filtration and back pressure. A benefit of the invention is that a TWC in the state of the art comprising a direct flow monolithic substrate that is typically located in a vehicle in a location under the floor or closely integrated can be replaced with a filter according to the invention to provide activity three-way enough to meet legislative requirements for gaseous emissions of HC, CO and NOx, while also reaching particle quantity standards as required for example by Euro 6 standards.
[00103] The filter according to the invention can obviously be used in combination with other exhaust system aftertreatment components to provide a complete exhaust system aftertreatment device, for example a low thermal mass TWC upstream of the filter and / or downstream of the catalytic elements, for example, a substrate monolith comprising a NOx trap or an SCR catalyst, according to specific requirements. Thus, in positive vehicle ignition applications that produce relatively cold exhaust gas conduction temperatures, we consider using a low thermal mass TWC disposed upstream of the filter according to the invention. For positive ignition applications of poor vehicle burning, we consider the use of a filter according to the invention upstream or downstream of a substrate monolith comprising a NOx trap.
[00104] An additional new requirement for a TWC is a need to provide a diagnostic function for its useful life, called "on board diagnostics" or OBD. A problem with OBD arises where there is insufficient oxygen storage capacity in TWC, because OBD processes for TWCs use the remaining oxygen storage capacity to diagnose the remaining catalyst function. However, if insufficient reactive coating is loaded on the filter as in the specific examples described in US 2009/0193796 and WO 2009/043390, there may not be enough OSC present to provide an accurate OSC “delta” for OBD purposes. Since the present invention enables reactive coating charges that approximate the TWCs of the current state of the art, filters for use in the present invention can be used to advantage in current OBD processes.
[00105] So that the invention can be more fully understood the following examples are provided by way of illustration only. The reactive coating charges quoted in the examples were obtained using the method described in WO 99/47260 described above by coating half of the reactive coating on one end and the remaining half of the reactive coating on the other end, i.e. the entire reactive coating was not coated only in the filter input or output channels, but in both the filter input and output channels. Example 1
[00106] Two TWC coatings were prepared in a reactive coating charge of 2.4 g / in3 (146.4 mg / cm3) and a precious metal charge of 85 g / ft3 (3 mg / cm3) (Pd: Rh 16: 1); one was ground to a small particle size (d90 <5 pm) that would be expected to pass within the pore structure of a wall flow filter (“inside the wall”), while the other was less ground (d90 <17 pm) so that it would preferably be expected to locate more on the surface of a wall flow filter wall ("over the wall"). The coatings were applied to 4.66 x 4.5 inch (11.8 x 11.4 cm) wall flow filter substrates with 300 cells per square inch (46 cells per square centimeter) of cordierite having 12 thousandths of an inch. one inch (305 pm) of wall thickness (“300/12”) with a nominal average pore size of 20 microns (hereinafter “microns”) (62% porosity). Each filter was hydrothermally aged in an oven at 980 ° C for 4 hours and installed in a position closely integrated in a Euro 5 passenger car with a 1.4 L direct injection gasoline engine. Each filter was rated at a minimum of three MVEG-B conduction cycles, measuring the reduction in particle quantity emissions compared to a reference catalyst, in which the filter was exchanged for a TWC-coated filter in a direct flow substrate monolith at the same coating loads reactive and precious metal - and differential back pressure was determined between sensors mounted upstream and downstream of the filter (or reference catalyst).
[00107] In Europe, since the year 2000 (Euro 3 emission standard) emissions are tested in the New European Driving Cycle (NEDC). This consists of four repetitions of the previous ECE 15 driving cycle plus an Extra Urban Driving Cycle (EUDC) with no warm-up period of 40 seconds before emission sampling begins. This modified cold start test is also referred to as the “MVEG-B” driving cycle. All emissions are expressed in g / km.
[00108] The Euro 5/6 implementing legislation introduces a new method of measuring PM mass emission developed by the UN / ECE Particulate Measurement Program (PMP) that adjusts PM mass emission limits to consider the differences in results using old and new methods. Euro 5/6 legislation also introduces an emission limit for the amount of particle (PMP method), in addition to the limits based on mass.
[00109] The results in Table 1 demonstrate that the filters prepared with the reactive coating with a larger particle size "on the wall" significantly improved the reduction in the amount of particle than the filters prepared with the reactive coating with a particularly smaller size "inside. of the wall ”, with a small but acceptable increase in peak back pressure.
Table 1. Effect of the location of the reactive coating inside the filter on the reduction of the amount of particle and back pressure (BP) Example 2
[00110] Cordierite wall flow filter substrates of 5.66 x 3 inches (14.4 x 7.6 cm) with a cell density of 300 cells per square inch and a wall thickness of 12 thousands of a inch (approximately 0.3 mm) were coated with a TWC coating in a reactive coating charge of 0.8 g / in3 (48.8 mg / cm3) and a palladium charge of 80 g / ft3 (3 mg / cm3) cm3). Three pore structures were compared: a nominal average pore size of 38 microns to 65% porosity, a nominal average pore size of 20 microns to 62% porosity and a nominal average pore size of 15 microns to 52% porosity porosity. Each filter was hydrothermally aged in an oven at 980 ° C for 4 hours and installed under the floor in a Euro 4 passenger car with a 1.4 L direct injection gasoline engine, with a fully formulated TWC coated in a direct flow substrate monolith located in the closely integrated position, ie upstream of the filter. Each filter was evaluated in a minimum of three conduction cycles of MVEG-B, which measures the reduction in the amounts of particle emission in relation to a reference system, in which the filter under the floor was replaced by a TWC coated in a direct flow substrate monolith in identical reactive coating and palladium loads and differential back pressure was determined between sensors mounted upstream of the closely integrated TWC and downstream of the filter (or reference catalyst). The results of the peak back pressure given in Table 2 are the back pressure reading in the third repetition of the MVEG-B cycle.
[00111] The results in Table 2 demonstrate that the 38 micron filter had significantly lower levels of particle removal (insufficient for this vehicle application), even with the lower back pressure. The 20 micron filter gave acceptable levels of particle reduction with a moderate increase in back pressure. The 15 micron filter was more effective in reducing particle quantity emissions but had significantly higher back pressure than the 20 micron filter embodiment.
Table 2. Comparison of particle reduction and back pressure (BP) for filters with different pore size Example 3
[00112] Cordierite wall flow filter substrates of 4.66 x 4.5 inches (11.8 x 11.4 cm), 300/12 with a nominal average pore size of 20 microns and a porosity of 62% were coated with a TWC coating at reactive coating loads of 0.8, 1.6 and 2.4 g / in3 (48.8, 97.6, 146.4 mg / cm3) respectively. Each sample had a precious metal charge of 85 g / ft3 (3.0 mg / cm3) (Pd: Rh 16: 1). Each filter was hydrothermally aged in an oven at 980 ° C for 4 hours and installed in a position closely integrated in a Euro 4 passenger car with a 1.4 L direct injection gasoline engine. Each filter was rated at a minimum of three conduction cycles of MVEG-B, which measures the reduction in the amounts of particle emission compared to a reference catalyst, in which the closely integrated filter was exchanged for a TWC coated on a direct flow substrate monolith at a charge with reactive coating and identical precious metal, differential back pressure and conversion efficiency for gaseous emissions of HC, CO and NOX were determined between sensors mounted upstream and downstream of the filter (or reference catalyst). Only the conversion of hydrocarbons other than methane (NMHC) is reported in Table 3 (the NMHC for Euro 6 is 68 mg / km within a total hydrocarbon emission limit of 100 mg / km).
[00113] The results in Table 3 demonstrate that the filter prepared with a reactive coating load of 0.8 g / in3 (48.8 mg / cm3) had significantly lower levels of particle removal and conversion efficiency lower NMHC. Such TWC performance would not be sufficient to reach the Euro 6 gas emission limits for a typical passenger car. Increasing the reactive coating load to 1.6 and 2.4 g / in3 (97.6 and 146.4 mg / cm3) gave greater reductions in particle quantity emissions, although with increased, but acceptable back pressure. TWC activity (as represented in Table 3 by NMHC performance) was also significantly improved with the highest reactive coating loads.
Table 3. Comparison of the reduction in particle quantity, back pressure (BP) and TWC activity in different reactive coating loads t The “engineering target” is often used by vehicle manufacturers and represents a percentage of legislated emissions. For the purposes of these examples, we use an 80% engineering target. Since the Euro 6 NMHC standard is 68 mg / km, the engineering target is 54 mg / km. The calculated percentage of this number is used to assess the reduction in NMHC results obtained during the MVEG-B conduction cycle. This gives values above and below 100% that relate well to acceptable TWC activity. Example 4
[00114] Cordierite wall flow filter substrates of 4.66 x 4.5 inches (11.8 x 11.4 cm), 300/12 with a cell density of 300 cells per square inch and a thickness of approximately 0.3 mm wall were coated with a TWC coating in a reactive coating charge of 1.6 g / in3 (97.6 mg / cm3) and a precious metal charge of 85 g / ft3 (3.0 mg / cm3) (Pd: Rh 16: 1). Two pore structures were compared: a nominal average pore size of 38 microns to 65% porosity and a nominal average pore size of 20 microns to 62% porosity. A smaller pore sample was not evaluated because, from the results obtained from Example 2, the back pressure was expected to be very large for the Euro 4 passenger car in this test. Each filter was hydrothermally aged in an oven at 980 ° C for 4 hours and installed in a position closely integrated in the Euro 4 passenger car with a 1.4 L direct injection gasoline engine. Each filter was rated at a minimum of three conduction cycles of MVEG-B, which measures the reduction in the quantities of particle emission in relation to a reference catalyst, in which the closely integrated filter was exchanged for a TWC coated in a direct flow substrate monolith at a load of reactive coating and identical precious metal, differential back pressure and conversion efficiency for gaseous emissions of HC, CO and NOX were determined between sensors mounted upstream and downstream of the filter (or reference catalyst). Only the conversion of hydrocarbons other than methane (NMHC) is reported in Table 4.
[00115] The results in Table 4 demonstrate that the 38 micron filter had significantly lower levels of particle removal (insufficient for this vehicle application) and lower back pressure, which may be acceptable in other vehicle applications. The 20 micron filter gave good levels of particle reduction with a moderate increase in back pressure. Both samples had good TWC activity at a reactive coating load of 1.6 g / in3 (97.6 mg / cm3).
Table 4. Comparison of the reduction in particle quantity, back pressure (BP) and TWC activity for filters with different pore size 1 see footnote to Table 3. Example 5
[00116] Cordierite wall flow filter substrates of 4.66 x 4.5 inches (11.8 x 11.4 cm), 300/12 with a cell density of 300 cells per square inch and a thickness of approximately 0.3 mm walls were coated with a TWC coating in a reactive coating charge of 2.4 g / in3 (146.4 mg / cm3) and a precious metal charge of 85 g / ft3 (3.0 mg / cm3) (Pd: Rh 16: 1). Two pore structures were compared: a nominal average pore size of 38 microns to 65% porosity and a nominal average pore size of 20 microns to 62% porosity. A smaller pore sample was not evaluated because, from the results obtained from example 2, the back pressure was expected to be very large for the Euro 5 passenger car in this test. Each filter was hydrothermally aged in an oven at 980 ° C for 4 hours and installed in a position closely integrated in a Euro 5 passenger car with a 1.4 L direct injection gasoline engine. The filters were evaluated at a minimum of three MVEG-B conduction cycles, which measure the reduction in particle emission quantities in relation to a reference catalyst, in which the closely integrated filter was exchanged for a TWC coated on a direct flow substrate monolith at a charge with reactive coating and identical precious metal, differential back pressure and conversion efficiency for HC, CO and NOx gas emissions were determined between sensors mounted upstream and downstream of the filter (or reference catalyst). Only the conversion of hydrocarbons other than methane (NMHC) is reported in Table 5.
[00117] The results in Table 5 demonstrate that the 38 micron filter had significantly lower levels of particle removal (bordering the limit established for this vehicle application) and lower back pressure than the 20 microns. The 20 micron filter gave good levels of particle reduction with a moderate increase in back pressure. Both samples had good TWC activity at a reactive coating load of 2.4 g / in3 (146.4 mg / cm3). Both samples demonstrated a greater reduction in the amount of particle and increased back pressure compared to the samples of 1.6 g / in3 (97.6 mg / cm3) described in Example 4.
Table 5. Comparison of the reduction in the amount of particle, back pressure (BP) and TWC activity for filters with different pore size 1 See footnote for Table 3. Example 6
[00118] Cordierite wall flow filter substrates of 118 x 60 mm, 360 cells per square inch having 5 thousandths of an inch of cell wall thickness (360/5) with a nominal average pore size of 13 microns and 48% porosity were coated with a TWC coating in 0.4 and 0.8 g / in3 reactive coating loads (24.4 and 48.8 mg / cm3). Each sample had a precious metal charge of 85 g / ft3 (3.0 mg / cm3) (Pd: Rh 16: 1). Higher reactive coating loads were not evaluated because the resulting back pressure was expected to be much higher for the Euro 4 passenger car in this test. A new filter (ie not aged) was installed in a position closely integrated in a Euro 6 passenger car with a 1.4 L gasoline direct injection engine. Each filter was rated for a minimum of three driving cycles MVEG-B, which measure the reduction in particle emission amounts over a reference catalyst, where the closely integrated filter has been replaced by a TWC coated over a direct flow substrate monolith at a reactive coating charge and identical precious metal and differential back pressure and conversion efficiency for gaseous emissions of HC, CO and NOx were determined between sensors mounted upstream and downstream of the filter (or reference catalyst). Only the conversion of hydrocarbons other than methane (NMHC) is reported in Table 6.
[00119] The results in Table 6 demonstrate that the 13 micron filter prepared with a reactive coating load of 0.8 g / in3 (48.8 mg / cm3) gave moderate levels of particle removal (bordering on the limit) established for this vehicle application) but had extremely high back pressure. The reduction of the reactive coating load to 0.4 g / in3 (24.4 mg / cm3) gave more acceptable back pressure but a smaller reduction in the emissions of the particle amount. Such low reactive coating levels would not be expected to provide sufficient TWC activity to achieve Euro 6 emission standards.
Table 6. Comparison of the reduction in the amount of particle and back pressure (BP) in different reactive coating loads Example 7
[00120] A Euro 5 passenger car with a 2.0 L direct injection gasoline engine equipped with a fully formulated TWC coated on a direct flow substrate monolith in the closely integrated position has been tested in MVEG driving cycles -B and FTP 75 (Federal Test Procedure). The amount of particles emitted in the MVEG-B conduction cycle was measured according to the PMP methodology. The mass of particulate matter emitted in the FTP 75 conduction cycles was measured following standard protocols. A cordierite wall flow filter with 125 x 120 mm, 300/12, a nominal average pore size of 12 microns and a porosity of 55% coated with a TWC coating at a reactive coating load of 0.8 g / in3 (48.8 mg / cm3) and a precious metal charge of 20 g / ft3 (0.7 mg / cm3) (Pd: Rh 3: 1) was then adapted to the position under the floor, ie downstream of direct flow substrate monolith. The mass and amount of particulate from the emission measurements were repeated.
[00121] The results in Table 7 demonstrate that fitting the additional coated filter reduced emissions of particle quantity in the MVEG-B cycle by ~ 99% and reduced the particulate mass emitted in the FTP 75 cycle by ~ 75% in compared to the direct flow TWC only system. Depending on which PM CARB emission standard is adopted, the figure of 2.7 mg PM / mile (1.7 mg PM / km) would fail this standard.
Table 7. Effect of the filter fitting on the amount and mass of particulate in emissions Example 8
[00122] The invention was demonstrated using patented kinetic three-way catalyst and filter models. The models use kinetic reaction coefficients, substrate specifications and reactive coating and off-engine exhaust gas temperatures and empirically measured exhaust gas component concentrations from the European MVEG-B emission test cycle to predict catalyst temperatures and exhaust pipe emissions in a vehicle. For this experiment emissions and temperatures outside the engine of a 1.4 L direct injection gasoline vehicle in line with Euro 5 were used as input data to model aged systems that comprise a closely integrated three-way catalyst followed by a gasoline filter coated with a three-way catalyst under the floor (ceramic wall flow filter having 300 cells per square inch (46 cells per square centimeter), mean pore diameter of 20 micrometers, 64% porosity; circular cross, 118.4 mm in diameter and 114.3 mm in length; 2.4 g in-3 (146.4 mg cm-3) of reactive coating load; 16 Pd: Rh at 85 g ft-3 ( 3.0 mg cm-3) A system comprising a commercially available, 1.25 L, closely integrated, three-way catalyst (400 cells per square inch, 118.4 mm diameter circular cross section, 114.3 mm diameter axial length) (90% of engine displacement; also 19 Pd: Rh at 60 g ft-3 (2.1 mg cm-3); 3.5 g in-3 (213.5 mg / cm3) of reactive coating charge) was compared with a 0.625 L catalyst (45% engine displacement) having the same metal composition and charge as the platinum group and cell density and substrate diameter but half the length (57.15 mm) of the 1.25 L catalyst (essentially the 1.25 L closely integrated three-way catalyst cut in half its axial length).
[00123] During the extra-urban section of the European driving cycle (EUDC, from 1000 seconds onwards) the TWC at half the volume allowed hydrocarbons to pass by more than five times the commercially available TWC rate (see Table 8). The model predicted that the passage of additional TWC hydrocarbon at half the volume could generate a greater exotherm when converted to the downstream filter, increasing peak bed temperatures by 515 ° C (for the commercially integrated 1.25 L TWC) available) to 540 ° C (see Table 8). The inventors concluded that this temperature increase could provide a useful benefit in the passive regeneration of soot collected in the filter under oxygen-rich conditions such as a fuel cut.
[00124] The commercially available TWC closely integrated (1.25 L) comprised 59% of the total TWC reactive coating mass in the exhaust system, ie within the claimed range, whereas the TWC closely integrated reactive coating mass half of the volume comprised 42% of the total reactive coating mass of TWC in the exhaust system. It can be seen from the trend in temperature under the peak floor reported for these two filters (see Table 8) that increasing the reactive coating mass of TWC in the closely integrated TWC in relation to the total reactive coating mass of TWC in the system exhaust system reduces the peak temperature of the filter under the floor. These data strongly suggest that where the reactive coating mass of three-way catalyst on the upstream substrate monolith was> 75% of the total reactive coating mass of three-way catalyst in the exhaust system, the temperature of the filter under the peak floor would be even lower than for the commercial 1.25 L TWC.
Table 8. Effect of the volume reduction of the TWC catalyst closely integrated on the peak temperature of the gasoline soot filter under the floor.
[00125] In order to avoid any doubt, the total contents of all documents of the prior art mentioned here are incorporated by reference.

权利要求:
Claims (15)
[0001]
1. Exhaust system (14) for a positive combustion vehicle internal combustion engine (12), characterized by the fact that it comprises a filter (20) for the filtration of the particulate matter of exhaust gas emitted from the engine, whose filter comprising a porous substrate having inlet and outlet surfaces, in which the inlet surfaces are separated from the outlet surfaces by a porous structure containing pores of a first medium pore size, in which the porous substrate is coated with a reactive coating of three-way catalyst comprising a plurality of solid particles in which the porous structure of the porous substrate subjected to the reactive coating contains pores of a second medium pore size, and in which the second medium pore size is smaller than the first size of medium pore and a reactive three-way catalyst coating disposed on a separate substrate monolith (18) located upstream of the filter, where one m The three-way catalyst reactive coating layer on the upstream substrate monolith is <75% of the total three-way catalytic reactive coating mass in the exhaust system.
[0002]
2. Exhaust system according to claim 1, characterized by the fact that the reactive coating mass of three-way catalyst (TWC) on the upstream substrate monolith is <70% of the total reactive coating mass of TWC in the system .
[0003]
Exhaust system according to claim 1 or 2, characterized by the fact that the separate substrate monolith located upstream of the filter is a direct flow substrate monolith.
[0004]
Exhaust system according to any one of claims 1 to 3, characterized by the fact that a first average pore size of the porous structure of the porous substrate is 8 to 45 pm.
[0005]
Exhaust system according to any one of claims 1 to 4, characterized in that the reactive coating load on the filter is> 0.50 g in-3 (0.03 g cm-3).
[0006]
Exhaust system according to any one of claims 1 to 5, characterized in that it comprises a reactive surface coating, wherein a layer of reactive coating substantially comprises the surface pores of the porous structure and the pores of the porous substrate subjected to the reactive coating are defined in part by the spaces between the particles (interparticle pores) in the reactive coating.
[0007]
Exhaust system according to claim 6, characterized in that the average interparticle pore size of the reactive porous coating is 5.0 nm to 5.0 pm.
[0008]
Exhaust system according to any one of claims 1 to 7, characterized in that the average size of solid reactive coating particles is greater than the first average pore size.
[0009]
9. Exhaust system according to claim 8, characterized by the fact that the average size of the solid reactive coating particles is in the range of 1 to 40 pm.
[0010]
Exhaust system according to any one of claims 1 to 5, characterized in that the pores on a surface of the porous structure comprise a pore opening and the reactive coating causes a narrowing of substantially all the pore openings of the surface .
[0011]
Exhaust system according to any one of claims 1 to 5, characterized by the fact that the reactive coating accommodates substantially within the porous structure of the porous substrate.
[0012]
Exhaust system according to claim 10 or 11, characterized in that the average size of solid reactive coating particles is less than the average pore size of the porous substrate.
[0013]
Exhaust system according to any one of claims 1 to 12, characterized by the fact that the reactive coating is coated on the entrance surfaces, exit surfaces or both the entrance and exit surfaces.
[0014]
Exhaust system according to any one of claims 1 to 13, characterized by the fact that the porous substrate is a ceramic wall flow filter, a metallic filter or a ceramic foam.
[0015]
15. Method for trapping and combining particulate matter (PM) from exhaust gas emitted from a positive ignition engine (12) by deep filtration through the use of the exhaust system as defined in claim 1, characterized by the fact that it comprises directing the gas exhaust gas containing the PM within an exhaust system (14), contact the exhaust gas containing the PM with a reactive coating of three-way catalyst disposed on a substrate monolith (18) within the exhaust system, contact gas exhaust containing the PM with a filter (20) in the exhaust system downstream of the three-way catalyst substrate monolith, whose filter comprising a porous substrate having inlet and outlet surfaces, where the inlet surfaces are separated from the surfaces by a porous structure containing pores of a first medium pore size, where the porous substrate is coated with a reactive three-way catalyst coating that comprises a plurality of solid particles, in which the porous structure of the porous substrate subjected to the reactive coating contains pores of a second medium pore size, and in which the second medium pore size is smaller than the first medium pore size, in that a reactive coating mass of three-way catalyst on the substrate monolith is <75% of the total reactive coating mass of three-way catalyst in the exhaust system.

类似技术:

---

公开号 | 公开日 | 专利标题

---

JP6687666B2|2020-04-28|Exhaust system for vehicle positive ignition internal combustion engine

---

BR112012015467B1|2020-09-29|EXHAUST SYSTEM FOR A VEHICLE POSITIVE IGNITION INTERNAL COMBUSTION ENGINE AND METHOD TO HOLD AND COMBURE PARTICULATED EXHAUST GAS MATTER

---

US9415344B2|2016-08-16|Method and system using a filter for treating exhaust gas having particulate matter

---

JP2018128020A|2018-08-16|Positive ignition engine and exhaust system comprising catalyzed zone-coated filter substrate

---

BR112015026879B1|2021-10-13|EXHAUST SYSTEM FOR POSITIVE IGNITION INTERNAL COMBUSTION ENGINE, POSITIVE IGNITION ENGINE, VEHICLE, SIMULTANEOUS CONVERSION METHOD OF NITROGEN OXIDES AND PARTICULATED MATTER

---

BR112014026385B1|2021-11-03|CATALYZED FILTER, EXHAUST SYSTEM FOR A POSITIVE-IGNITION INTERNAL COMBUSTION ENGINE AND METHOD FOR SIMULTANEOUSLY CONVERTING CARBON MONOXIDE, HYDROCARBONS, NITROGEN OXIDES AND PARTICULATED MATTER IN THE EXHAUST GAS OF A MOTOR EXHAUST

同族专利:

---

公开号 | 公开日

---

DE102010056223A1|2011-07-28|

---

GB201021957D0|2011-02-02|

---

GB2476585A|2011-06-29|

---

JP2017006904A|2017-01-12|

---

GB2476585B|2014-04-09|

---

WO2011077168A1|2011-06-30|

---

CN110043350A|2019-07-23|

---

EP2516044A1|2012-10-31|

---

EP3372301A1|2018-09-12|

---

EP2516044B1|2018-04-25|

---

RU2548997C2|2015-04-20|

---

CN110030064A|2019-07-19|

---

JP2013515902A|2013-05-09|

---

BR112012015467A2|2016-03-15|

---

CN102762283A|2012-10-31|

---

RU2012131517A|2014-01-27|

---

KR20120113234A|2012-10-12|

---

KR101718574B1|2017-04-04|

引用文献:

---

公开号 | 申请日 | 公开日 | 申请人 | 专利标题

---

---

ES2104943T5|1991-10-03|2005-04-16|Toyota Jidosha Kabushiki Kaisha|PURIFICATION DEVICE OF EXHAUST GASES OF AN INTERNAL COMBUSTION ENGINE.|

---

GB9805815D0|1998-03-19|1998-05-13|Johnson Matthey Plc|Manufacturing process|

---

FI107828B|1999-05-18|2001-10-15|Kemira Metalkat Oy|Systems for cleaning exhaust gases from diesel engines and method for cleaning exhaust gases from diesel engines|

---

GB2350804A|1999-06-12|2000-12-13|Johnson Matthey Plc|Removing particulate matter from gas by thermophoresis and combustion|

---

US6306335B1|1999-08-27|2001-10-23|The Dow Chemical Company|Mullite bodies and methods of forming mullite bodies|

---

JP2001221038A|1999-12-13|2001-08-17|Ford Global Technol Inc|Muffling type exhaust converter|

---

DE10020170C1|2000-04-25|2001-09-06|Emitec Emissionstechnologie|Process for removing soot particles from the exhaust gas of internal combustion engine comprises feeding gas through collecting element, and holding and/or fluidizing until there is sufficient reaction with nitrogen dioxide in exhaust gas|

---

JP4439910B2|2001-08-01|2010-03-24|ジョンソン、マッセイ、パブリック、リミテッド、カンパニー|Gasoline engine with exhaust mechanism for burning particulate matter|

---

US7832203B2|2001-10-27|2010-11-16|Johnson Matthey Public Limited Company|Exhaust system for a lean burn internal combustion engine|

---

JP4333160B2|2003-02-24|2009-09-16|トヨタ自動車株式会社|Exhaust gas purification system for internal combustion engine|

---

JP2004346877A|2003-05-23|2004-12-09|Toyota Motor Corp|Exhaust emission control device of internal combustion engine|

---

RU2350379C2|2003-08-29|2009-03-27|Дау Глобал Текнолоджиз Инк.|Diesel exhaust filter|

---

JP4239864B2|2004-03-19|2009-03-18|トヨタ自動車株式会社|Diesel exhaust gas purification device|

---

US7959868B2|2004-04-12|2011-06-14|Toyota Jidosha Kabushiki Kaisha|Exhaust gas purifying apparatus|

---

JP2006110485A|2004-10-15|2006-04-27|Johnson Matthey Japan Inc|Exhaust gas catalyst and exhaust gas trteatment apparatus using the catalyst|

---

JP2007275704A|2006-04-03|2007-10-25|Johnson Matthey Japan Inc|Exhaust gas catalyst and exhaust gas treating device using the same|

---

FR2906483B1|2006-09-29|2009-06-05|Peugeot Citroen Automobiles Sa|MONOLITHIC SUPPORT FOR OXIDATION CATALYST ELEMENT, OXIDATION CATALYST ELEMENT COMPRISING IT, EXHAUST LINE EQUIPPED AND VEHICLE COMPRISING IT.|

---

EP3300791B1|2007-04-26|2019-03-27|Johnson Matthey Public Limited Company|Transition metal/zeolite scr catalysts|

---

EP2158956B1|2007-04-27|2014-10-08|NGK Insulators, Ltd.|Honeycomb filter|

---

EP2009265B1|2007-06-05|2018-10-03|Delphi International Operations Luxembourg S.à r.l.|Compression-ignition internal combustion engine system|

---

JP2009074426A|2007-09-20|2009-04-09|Toyota Motor Corp|Controller of internal combustion engine|

---

DE102007046158B4|2007-09-27|2014-02-13|Umicore Ag & Co. Kg|Use of a catalytically active particulate filter for the removal of particles from the exhaust gas of combustion engines operated with predominantly stoichiometric air / fuel mixture|

---

AT457813T|2007-09-28|2010-03-15|Umicore Ag & Co Kg|REMOVAL OF PARTICLES FROM THE EXHAUST GASES OF INTERNAL COMBUSTION ENGINES OPERATED BY STOCKWOMATIC AIR / FUEL MIXING|

---

US20090173063A1|2008-01-07|2009-07-09|Boorse R Samuel|Mitigation of Particulates and NOx in Engine Exhaust|

---

EP2318673B1|2008-02-05|2019-09-18|BASF Corporation|Gasoline engine emissions treatment systems having particulate traps|

---

JP5291966B2|2008-03-25|2013-09-18|日本碍子株式会社|Catalyst support filter|

---

JP2009226375A|2008-03-25|2009-10-08|Ngk Insulators Ltd|Catalyst carrying filter|

---

JP5139146B2|2008-05-14|2013-02-06|本田技研工業株式会社|Exhaust gas purification device for internal combustion engine|

---

GB0903262D0|2009-02-26|2009-04-08|Johnson Matthey Plc|Filter|GB0903262D0|2009-02-26|2009-04-08|Johnson Matthey Plc|Filter|

---

EP2650042B2|2012-04-13|2020-09-02|Umicore AG & Co. KG|Pollutant abatement system for gasoline vehicles|

---

GB201207313D0|2012-04-24|2012-06-13|Johnson Matthey Plc|Filter substrate comprising three-way catalyst|

---

GB2503243A|2012-06-18|2013-12-25|Johnson Matthey Plc|Combined particulate filter and hydrocarbon trap|

---

CN104968415B|2013-02-04|2017-03-22|庄信万丰股份有限公司|Exhaust system with a reformer catalyst|

---

GB201302686D0|2013-02-15|2013-04-03|Johnson Matthey Plc|Filter comprising three-way catalyst|

---

GB2512648B|2013-04-05|2018-06-20|Johnson Matthey Plc|Filter substrate comprising three-way catalyst|

---

GB2513364B|2013-04-24|2019-06-19|Johnson Matthey Plc|Positive ignition engine and exhaust system comprising catalysed zone-coated filter substrate|

---

CN107923287B|2015-06-12|2021-06-25|巴斯夫公司|Exhaust gas treatment system|

---

WO2017034470A1|2015-08-27|2017-03-02|Scania Cv Ab|Method and exhaust treatment system for treatment of an exhaust gas stream|

---

JP6934311B2|2016-06-02|2021-09-15|株式会社キャタラー|Exhaust gas purification filter|

---

WO2017209083A1|2016-06-02|2017-12-07|Cataler Corporation|Exhaust gas purification filter|

---

US9951669B2|2016-09-29|2018-04-24|Ford Global Technologies, Llc|Method and system for a HC trap|

---

GB2557673A|2016-12-15|2018-06-27|Johnson Matthey Plc|NOx adsorber catalyst|

---

DE102019101487A1|2019-01-22|2020-07-23|Volkswagen Aktiengesellschaft|Arrangement of at least two exhaust system components close to the engine for an internal combustion engine of a motor vehicle and motor vehicle|

法律状态:
2018-04-10| B06F| Objections, documents and/or translations needed after an examination request according art. 34 industrial property law|

---

2018-12-11| B06T| Formal requirements before examination|

---

2019-07-16| B07A| Technical examination (opinion): publication of technical examination (opinion)|

---

2020-05-05| B09A| Decision: intention to grant|

---

2020-09-29| B16A| Patent or certificate of addition of invention granted|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 23/12/2010, OBSERVADAS AS CONDICOES LEGAIS. |

优先权:

---

申请号 | 申请日 | 专利标题

---

GB0922612.7|2009-12-24|

---

GBGB0922612.7A|GB0922612D0|2009-02-26|2009-12-24|Filter|

---

GB1003244.9A|GB2468210B|2009-02-26|2010-02-26|Catalysed filter for a positive ignition engine|

---

GB1003244.9|2010-02-26|

---

GBGB1014027.5A|GB201014027D0|2009-02-26|2010-08-23|Exhaust system for a vehicular positive ignition internal combustion engine|

---

GB1014027.5|2010-08-23|

---

PCT/GB2010/052209|WO2011077168A1|2009-12-24|2010-12-23|Exhaust system for a vehicular positive ignition internal combustion engine|

---