U.S. patent application number 10/523771 was filed with the patent office on 2006-08-24 for exhaust system for a lean-burn ic engine.
This patent application is currently assigned to JOHNSON MATTHEY PUBIC LIMITED COMPANY. Invention is credited to Martyn Vincent Twigg.
Application Number | 20060185352 10/523771 |
Document ID | / |
Family ID | 9942027 |
Filed Date | 2006-08-24 |
United States Patent
Application |
20060185352 |
Kind Code |
A1 |
Twigg; Martyn Vincent |
August 24, 2006 |
Exhaust system for a lean-burn ic engine
Abstract
An exhaust system for a lean-burn internal combustion engine
comprises a filter (30, 36) for particulate matter and means (24)
for generating an oxidant more active than molecular oxygen for
combusting particulate matter disposed on the filter (30, 36),
wherein the filter (30, 36) comprises a mass of elongate flat,
narrow strip metal.
Inventors: |
Twigg; Martyn Vincent;
(Ermine Street, GB) |
Correspondence
Address: |
RATNERPRESTIA
P O BOX 980
VALLEY FORGE
PA
19482-0980
US
|
Assignee: |
JOHNSON MATTHEY PUBIC LIMITED
COMPANY
|
Family ID: |
9942027 |
Appl. No.: |
10/523771 |
Filed: |
August 8, 2003 |
PCT Filed: |
August 8, 2003 |
PCT NO: |
PCT/GB03/03462 |
371 Date: |
March 14, 2006 |
Current U.S.
Class: |
60/297 ; 60/299;
60/311 |
Current CPC
Class: |
B01D 2255/20723
20130101; B01D 2258/012 20130101; B01D 2255/2092 20130101; F01N
3/022 20130101; B01D 2255/1021 20130101; B01D 2279/30 20130101;
F01N 2250/02 20130101; B01D 53/944 20130101; B01D 2255/202
20130101; F01N 2410/10 20130101; F01N 3/0231 20130101; F01N 13/0097
20140603; F01N 3/2807 20130101; B01D 2255/206 20130101; B01D 53/885
20130101; B01D 46/0061 20130101; B01D 2251/104 20130101; B01J 23/42
20130101; F01N 2240/28 20130101; F01N 2330/06 20130101; F01N 3/0222
20130101; F01N 2330/12 20130101; F01N 3/2828 20130101; B01D
2258/014 20130101; B01D 2251/10 20130101; F01N 3/031 20130101; F01N
13/0093 20140601 |
Class at
Publication: |
060/297 ;
060/311; 060/299 |
International
Class: |
F01N 3/00 20060101
F01N003/00; F01N 3/10 20060101 F01N003/10; F01N 3/02 20060101
F01N003/02 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 9, 2002 |
GB |
0218540.3 |
Claims
1. An exhaust system for a lean-burn internal combustion engine
comprising a soot filter packed with a mass of elongate, flat,
narrow strip metal and a catalyst located upstream of the filter
for oxidising NO to NO.sub.2 for combusting soot collected on the
filter in NO.sub.2, wherein the catalyst is supported on a metal
substrate of the type used in the filter having a lower packing
density, to permit passage of soot particles.
2. A system according to claim 1, comprising, in order from
upstream to downstream, a plurality of metal-based filters adapted
successively to trap smaller and smaller particles.
3. A system according to claim 2, comprising at least one wall flow
filter for trapping yet smaller particles.
4. A system according to claim 2, comprising a flow-through
monolith between the or each pair of metal-based filters.
5. A system according to claim 4, wherein the or each flow-through
monolith comprises a NO oxidation catalyst, whereby to restore the
NO.sub.2 content, which had been decreased by reaction with soot in
the preceding filter.
6. A system according to claim 1, wherein the filter capacity is
sufficient to allow the soot to be combusted continuously by the
oxidant.
7. A system according to claim 1, wherein the filter capacity is
sized for accumulations of soot sufficient to increase
pressure-drop significantly before the next period of fast running
and the system includes a bypass, wherein the pressure-drop through
which is equal to the design maximum tolerated pressure-drop
through the filter, whereby to avoid engine stalling.
8. A system according to claim 7, comprising means to limit soot
emission to atmosphere located downstream of the bypass, which
means being selected from the group consisting of a filter, an
impingement collector and an oxidation catalyst.
9. A system according to claim 1, wherein the filter comprises a
regular coiled, woven or knitted structure.
10. A system according to claim 1, wherein the metal of the filter
is Type 300 or Type 400 stainless steel.
11. A system according to claim 1, wherein the metal from which the
filter is made comprises an iron alloy containing at least 11.5%
Cr, 4% Al and 0.02-0.25% minor constituents such as rare earth,
zirconium or hafnium.
12. A system according to claim 1, wherein the width of the metal
strip of the filter is up to 2 mm and its thickness is 0.2 to 0.8
times its width.
13. A system according to claim 12, wherein the flat, narrow strip
metal is a flattened wire.
14. A system according to claim 1, wherein the filter packing
carries a layer catalytic for soot oxidation.
15. A system according to claim 14, wherein the catalytic layer
comprising a washcoat and a component selected from the group
consisting of Pt and oxides of Cs and V.
16. A system according to claim 1, comprising means for generating
a component for combusting soot collected on the filter selected
from the group consisting of ozone and plasma.
17. An internal combustion engine comprising an exhaust system
according to claim 1.
18. A diesel engine according to claim 17.
19. A system according to claim 3, comprising a flow
through-monolith between the or each pair of metal-based
filters.
20. A system according to claim 19, wherein the or each
flow-through monolith comprises a NO oxidation catalyst, whereby to
restore the NO.sub.2 content, which had been decreased by reaction
with soot in the preceding filter.
21. A system according to claim 12, wherein the width of the metal
strip is in the range 0.1 to 0.5 mm.
Description
[0001] The present invention relates to an exhaust system for a
lean-burn internal combustion engine, and in particular to a system
for treating a soot-containing gas.
[0002] Whereas filtering soot from engine exhaust gas by ceramic
wall-flow filters has become well established, use of metal-based
filters is less so. Metal-based filters were disclosed inter alia
in U.S. Pat. No. 4,270,936 and U.S. Pat. No. 4,902,487 and in SAE
papers 820184 (Enga et al.) and 890404 (Cooper, Thoss). They
reached an advanced stage of development in Johnson Matthey's
`Catalytic Trap Oxidiser` (`CTO`), but appear not to have
successfully competed with wall-flow filters in the commercial
market. We have recently identified systems in which metal-based
filters can be used with advantage.
[0003] According to the invention there is provided an exhaust
system for a lean-burn internal combustion engine, which engine
comprising an exhaust gas treatment system comprising a soot filter
packed with a mass of elongate flat, narrow strip metal and means
for generating an oxidant more active than molecular oxygen
(O.sub.2) for combusting soot collected on the filter.
[0004] By "elongate" herein, we mean relative to the width of the
flat of the flat strip metal. The term "narrow" is to be
interpreted accordingly.
[0005] By "packed" herein, we also mean "compacted" and
"compressed".
[0006] The exhaust gas from such an engine typically contains the
gaseous components soot (or particulate matter (PM)) unburned
hydrocarbons (HC), carbon monoxide (CO), nitrogen oxides
(NO.sub.x), carbon dioxide (CO.sub.2), water vapour (H.sub.2O),
O.sub.2 and nitrogen (N.sub.2). The means to remove by combustion
the soot collected on the filter preferably operates continuously.
The oxidant more active than O.sub.2 is for example ozone and/or
plasma, most conveniently NO.sub.2. Such NO.sub.2 is preferably
provided, at least in part, by catalytic oxidation of the NO
component of the NOx e.g. on a NO-oxidation catalyst e.g. platinum
supported on particulate alumina upstream of the filter. Such
catalyst may be supported on a packed flat, narrow strip metal
substrate, conveniently of the type used in the filter, but at a
lower packing density, to permit passage of soot particles.
[0007] Alternatively or additionally the filter packing may carry a
layer catalytic for soot oxidation, possibly by a mechanism
involving oxidation of NO to NO.sub.2. Such soot oxidation
catalysts include supported platinum group metals, such as platinum
on alumina and/or base metals such as La/Cs/V.sub.2O.sub.5. If the
engine-out NOx available in the gas is insufficient to combust the
soot continuously, more may be introduced, e.g. by introduction of
plasma or NOx or nitric acid, possibly as gas produced by oxidation
of ammonia on-vehicle.
[0008] The ozone and/or plasma may be generated by suitable means
such as a source of UV light and/or a corona discharge device. It
is to be understood that plasma and/or ozone is capable of
oxidising NO to NO.sub.2. In one embodiment, the exhaust system
comprises both means for generating ozone and/or plasma and as NO
oxidation catalyst.
[0009] The external structure of the filter may have features
providing operational advantages. For example, it may be formed as
a monolith easily inserted into or withdrawn from a reactor shell.
Whether monolithic or not, it may be disposed as a cartridge in an
outer shell, easily insertable or withdrawable. It may be capable
of electrical conduction as a whole, thus permitting electric
heating at cold start. Such electrical conduction may be used in
constructing a monolith, by effecting local welding between
adjacent strips; if the filter is to be disposed in an outer shell.
It may contain an axial metal rod to act during such welding as one
electrode, the shell acting as the other. Further external features
are mentioned below.
[0010] The metal of the filter should be capable of withstanding
the exhaust treatment process conditions. Since the filter can be
replaceable more easily than a ceramic filter, and its material can
be recovered for re-use, the use-life of the filter need not be as
long as for a ceramic filter. It is possible to envisage replacing
the filter at the normal service interval of a vehicle.
[0011] Typically the metal is a corrosion resistant iron alloy.
Typical alloys contain nickel and chromium and minor constituents
as in Type 300 or Type 400 stainless steels. Which is used may
depend on whether the exhaust gas treatment system is required to
operate temporarily in rich conditions, in which some stainless
steels are unstable. For a wide variety of exhaust compositions a
preferred iron alloy contains at least 11.5% Cr, 4% Al and
0.02-0.25% minor constituents such as rare earth, zirconium or
hafnium. The metal in a filter may be a mixture of different
compositions, possibly including a component providing electrical
conduction bridges or a welding function.
[0012] The filter may have, wholly or domain-wise, a regular
structure, for example coiled, woven or knitted. The metal strip of
the filter may be for example up to 2, especially in the range 0.1
to 0.5 mm, wide. It should be thick enough to afford mechanical
strength in the conditions in which it is to be used. Typically its
thickness is in the range 0.2 to 0.8 of its width. Suitably its
geometric surface area per unit length is in the range 1.2 to 1.5
times that of the same weight of metal in circular cross-section.
It is suitably the product of flattening circular-section wire. The
metal in a filter unit may be a mixture of strip dimensions and may
include circular-section wire as unflattened interlengths or as
added sub-units. In one embodiment, the flat narrow, strip metal is
of flattened wire.
[0013] The level of packing can be chosen to provide a desired
level of filtration and/or backpressure in the system, and can
depend on the width and depth of the flat metal strip. However, we
believe that generally a range of packing density of from 2.5 to
30% v/v, such as 5 to 15% v/v can provide the desired result. We
have used a packing density of 10% with advantage.
[0014] A catalytic coating on the filter typically comprises a
washcoat of oxide such as alumina with possibly rare earth and an
active material especially Pt or Pd or oxides of Cs and V. The
coating may contain perovskite. If catalytic oxidation of NO is
used, the catalyst typically comprises Pt and/or Pd on such a
washcoat. If ozone is used, the generator thereof may be for
example a corona discharge tube through which air passes between
two electrodes kept at a large potential difference; or may
comprise a high-energy lamp. If plasma is used, the plasma
generator may operate for example by corona discharge, surface
plasma discharge or dielectric barrier discharge or comprise a
dielectric packed bed or electron beam reactor. It may be enhanced
by electromagnetic radiation such as microwave radiation. The
generator may treat air or the whole of the exhaust gas or part of
such gas before or after treatment.
[0015] The size of the filter(s) relative to the engine and any
arrangements to introduce additional oxidant more active than
O.sub.2 may be the subject of design features. In the simplest case
filter capacity is large enough so that soot is combusted
continuously by the oxidant, that is, with any accumulation during
slow running being quickly removed in periods of fast running; the
overall trend being continuous combustion. A less expensive filter
capacity is sized to accommodate larger accumulations of soot,
sufficient to increase pressure-drop significantly before the next
period of fast running. Such filter(s) preferably includes a
bypass, the pressure-drop through which is equal to the design
maximum tolerated pressure-drop. The bypass avoids engine stalling
or low power that would result from excessive pressure-drop, but
permits some soot emission to atmosphere. To cope with such soot
emission a second stage such as a filter or impingement collector
and/or an oxidation catalyst may be provided downstream of the
bypass. The bypass, without or with second stage filter and/or
oxidation catalyst, may be part of the filter cartridge.
[0016] The direction of gas flow through the filter and/or (if
used) oxidation catalyst can be or have a component linear or
transverse to the general flow direction. Transverse flow may be
for example symmetrical, especially inwards to an outflow header
axial in a cylindrical filter, or to a plenum in an oval-section or
rectangular filter. Alternatively one-way cross-flow may be
provided.
[0017] In a further elaboration of the process and system a
succession of filter elements presents to the gas a different
soot-treating capacity, for example collecting smaller and smaller
particles, and/or providing graded catalytic environments.
Preferably gas flow in the filter element(s) at the inlet of the
succession is, or has a component, transverse to the general
direction of flow. If the process and system includes subjecting
soot to oxidant more active than molecular oxygen, successive
filter elements may alternate with oxidation catalyst and/or with
means to provide plasma or ozone. In such succession downstream
filter element(s) and (if used) oxidation catalyst(s) may be
ceramic.
[0018] A particularly useful system comprises, in downstreamward
order, a plurality of metal-based filters for successively trapping
smaller and smaller particles and, optionally, at least one
wall-flow filter for trapping yet smaller particles. In this system
the pores of the wall-flow filter can be smaller than in
single-stage wall-flow trapping, because the preceding metal-based
filters have removed the larger particles that may have blinded or
blocked, i.e. reduced the gas flow through, them. Any or all of the
filters may be catalysed.
[0019] Instead or in addition a distinct NO-oxidation catalyst may
be disposed upstream of at least the first filter. Such catalysis
on and/or between filters can have the effect of restoring the
NO.sub.2 content, which may have had been decreased by reaction
with soot in the preceding filter. The filters and, if present,
catalysts, may be assembled as a single unit within a cartridge.
Such NO-oxidation catalysts can be supported on a flow through
substrate e.g. a ceramic or metal substrate.
[0020] According to a further aspect, the invention provides a
system according to the invention wherein the oxidant more active
than O.sub.2 is at least one of ozone, plasma or NO.sub.2.
[0021] The exhaust treatment system may include other integers as
used or proposed, for example a three-way catalyst (TWC), nitrogen
oxide (NOx) trap+regeneration means, selective catalytic reduction
(SCR) e.g. using hydrocarbon or ammonia as reductant, lean-NOx
catalysis, a sulfur oxides (SOx) trap regenerable or disposable.
The engine and system may include control gear, in use, for
controlling the operation of the exhaust system to reduce emissions
and on-board diagnosis gear as usual or adapted to novel features
of the invention.
[0022] The lean-burn engine may be any engine currently or
potentially producing a soot-containing engine. For example the
engine may be a compression ignition engine, such as diesel engine,
or a spark ignition engine such as a lean burn gasoline, e.g.
gasoline direct injection (GDI.TM.), engine. It may have exhaust
gas recirculation (EGR). It may be for light or heavy duty. To
provide for the low SO.sub.2 content of the exhaust gas, the S
content of the fuel used should be less than 500, especially less
than 50 ppm w/w S. Low sulfur fuelling and lubrication giving
exhaust gas of less than 20 ppm SO.sub.2 is preferred.
[0023] In order that the invention may be more fully understood
embodiments whereof will be described with reference to the
accompanying drawings and by reference to the illustrative Example,
wherein:
[0024] FIG. 1 shows in schematic section a diesel engine with an
exhaust system;
[0025] FIG. 2 is a trace showing exhaust gas aftertreatment
component inlet temperature and outlet temperature in the exhaust
system of a vehicle against time, also showing vehicle speed;
[0026] FIG. 3 is a schematic sectional view through an exhaust gas
treatment system component for use in the present invention;
[0027] FIG. 4 is a bar chart showing particulate mass measured over
a drive cycle for exhaust gas treatment systems 1, 2 and 3; and
[0028] FIG. 5 shows modal (second by second continuous) analysis of
tailpipe NO.sub.2 from an exhaust system comprising systems 1, 2
and 3.
[0029] Referring to FIG. 1, item 10 indicates a 4-cylinder diesel
engine having air inlet 12 and fuel inlet 14 fed with hydrocarbon
of 5 ppm sulfur content at an air/fuel weight ratio of about 30 for
steady operation but variable as routinely practised. The engine
exhaust 16 is fed to a cylindrical treatment reactor indicated
generally by 18 and having insulated internal walls 20. Fitting
snugly within walls 20 is filter cartridge 22. At the inlet end of
cartridge 22 and occupying its whole diameter is catalyst bed 24,
packed with knitted 310 stainless steel flattened wire 0.33 mm wide
and 0.2 mm thick to 6% solid by volume, carrying an alumina
washcoat and Pt at 70-100 (1.98-2.83 gm.sup.-3), possibly up to 300
(8.50 gm.sup.-3), g/ft.sup.3 of bed volume, giving low-temperature
light-off. The next downstream zone of cartridge 22 is occupied by
annular feed channel 28 surrounding first filter 30 packed with the
same flattened wire as in bed 24 but at 12% volume by volume and
carrying a washcoat and soot oxidation catalyst. Filter 30 provides
axial-inward gas flow to outlet 32. Feed channel 28 terminates
longitudinally in bypass 34, the function of which will be
explained below. The next downstream zone is second filter 36,
providing longitudinal gas flow. Axial to filter 36 is metal rod
38, the function of which is to be explained below. Filter 36 is
packed with the same flattened wire as used in bed 24 but at 16%
volume by volume and carrying a soot oxidation catalyst e.g.
La/Cs/V.sub.2O.sub.5. Filter 30 and/or 36 may be rigidified, at the
time of construction, by electric internal spot welding using
respectively the axial outlet or axial rod 38 as one electrode and
the outer boundary member as the other electrode Surrounding filter
36 is bypass channel 40. Bypasses 34 and 40 are shown shaded to
indicate the possible inclusion of flow-obstructing material to
provide balancing of pressure-drop with that of the filter when the
filter is partly soot-bearing. Instead of or in addition to the
soot oxidation catalyst on filter 36, there may be a second
oxidation catalyst, similar to 24, between the filters.
[0030] In operation, NO in the exhaust gas entering bed 24 is
largely oxidised to NO.sub.2. Soot in the gas passes through bed 24
and is held on filter 30 where it is oxidised by the NO.sub.2 to
CO. If filter 30 is under-designed or an engine upset produces
extra soot, soot accumulates in it and obstructs gas flow through
it. At a design, i.e. pre-determined, level of pressure-drop due to
such obstruction, bypass 34 permits gas to pass through the exhaust
system, so that engine operation can continue until soot-oxidising
conditions return or remedial action is taken. Likewise, if soot
accumulates in filter 36 to a design level, bypass channel 40
permits gas to pass.
[0031] Filters as 30 and 36, and possibly others in succession,
provide successively increasing geometric surface per unit volume,
to trap finer particles or bypassed particles. Such successive
filters need not include a bypass, if the entering concentration of
soot is sufficiently less than in the first filtering stage. Such
further stage(s) may include oxidation catalyst as mentioned above
to restore the content of NO.sub.2 following reduction by soot on
the preceding filter.
EXAMPLE
[0032] A 2.5 litre Audi TDI vehicle certified for European Stage 2
legislative requirements, and fuelled with 50 ppm sulphur
containing diesel fuel, was fitted with a flow through ceramic
monolith 5.66 in (144 mm) diameter and 9 in (225 mm) long with a
cell density of 400 cells per square inch (cpsi) (62 cells
cm.sup.-2) and 6 mil (thousandths of an inch) (0.15 mm) wall
thickness. The vehicle was placed on a standard chassis rolling
road dynamometer and, after 20 seconds idling was accelerated to
120 kph in 100 seconds and maintained at this speed for the
remainder of the test. After a further 300-400 seconds the inlet
temperature to the catalyst system attained a stable temperature of
330-350.degree. C. The vehicle was then run for a period of 20
minutes at this temperature (FIG. 2). During the 20 minute period
particulate was collected on two sets of filter papers by the
standard method (one set for each 10 minute period) to enable an
average particulate weight for the test to be calculated. During
the same 20 minute period Nitrogen Oxides (NO and NO.sub.2) were
measured in the feed gas to the monolith, and the tail pipe gas
after the monolith by chemiluminescent analysis and Fourier
Transform Infra Red (FTIR) respectively. This was labelled System
1.
[0033] The flow through monolith was removed from the vehicle and
replaced by a 5.66 in (144 mm) diameter and 4 in (100 mm) long flow
through monolith of the same cell density and wall thickness coated
with a platinum catalyst at 75 gft.sup.-3 (2.6 g litre.sup.-1)
followed by a bare flow through monolith 5.66 in (144 mm) diameter
and 4 in (100 mm) long. The identical test cycle was conducted and
the measurements repeated. This was labelled System 2.
[0034] The oxidation catalyst was replaced by one 5.66 (144 mm)
diameter and 3 in (76 mm) long flow through monolith coated with
platinum at 75 g ft.sup.-3 (2.6 g litre.sup.-1), and the bare
monolith was replaced by a particulate trap of novel design. This
consisted of a packed bed of knitted, stainless steel flattened
wire, 0.10 mm wide and 0.05 mm thick, occupying the whole diameter
of the rear face of the catalyst and abutting against it. The total
length of the wire bed was 4 in (100 mm) and the packing density
was 10% v/v. This was followed by a 5.66 in (144 mm) diameter and
lin (25.4 mm) long flow through monolith coated with platinum at 75
g ft.sup.-3 (2.6 g litre.sup.-1) ("catalyst slice") abutted against
the rear face of the knitted wire substrate. This catalyst was
followed in turn by a second knitted wire substrate and a bare
monolith, having the same dimensions as the preceding first knitted
wire substrate and catalyst slice. The arrangement is shown in FIG.
3. Therefore the total volume and aspect ratio of catalysed flow
through monolith was the same as that of System 2. This last system
was labelled System 3. The identical drive cycle and measurements
were repeated as for Systems 1 and 2.
[0035] FIG. 4 summarises the particulate mass measured over the
drive cycle for the three systems. Thus a lowering of particulate
from the "baseline" System 1 by the addition of oxidation catalyst
is obtained in System 2 and a further improvement with the addition
of the packed wire bed which retains a proportion of the soot
allowing NO.sub.2 exiting the first catalyst, to react with it. It
can be seen that the conversion efficiency of System 2 relative to
system 1 is 13%, whereas the conversion efficiency of System 3
relative to System 1 is 38%.
[0036] FIG. 5 shows modal (second by second continuous) analysis of
NO.sub.2 at the tailpipe downstream of the three systems. System 1,
with a bare monolith has very low NO.sub.2 emissions similar to
those from the engine. Higher NO.sub.2 concentrations are measured
after System 2 because NO is oxidised over the catalyst, but there
is only a small amount of reaction with soot. In System 3 NO.sub.2
formed over the first oxidation catalyst reacts with soot collected
in the first filter bed. The NO not oxidised over the first
catalyst passes through the first filter bed and is oxidised to
NO.sub.2 over the second catalyst. There may also be some
re-oxidation of NO formed from reaction between
NO.sub.2+C.fwdarw.NO+CO. This NO.sub.2 together with any NO.sub.2
not reacted in the first filter reacts with soot collected in the
second filter bed resulting in lower soot and NO.sub.2 tailpipe
levels, compared to System 2. Turbulent flow, initiated in the gas
stream by its passage through the filter bed, enhances the
reactions of NO.sub.2 with the soot and the oxidation of NO over
the second catalyst.
* * * * *