CN102762831A - 用于具有“停止-启动”压缩点火发动机的车辆的排气系统 - Google Patents
用于具有“停止-启动”压缩点火发动机的车辆的排气系统 Download PDFInfo
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- F01N2330/60—Discontinuous, uneven properties of filter material, e.g. different material thickness along the longitudinal direction; Higher filter capacity upstream than downstream in same housing
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Abstract
车辆包含压缩点火发动机,所述车辆提供有发动机管理装置并且具有用于废气后处理的催化剂,其中所述发动机管理装置设置为当使用时用于检测空闲状态,并且当确定存在空闲状态时,完全停止发动机,其中所述催化剂包含涂有包含一种或多种贵金属的催化载体涂层的蜂窝状基材整料,所述催化载体涂层排列在第一上游载体涂层区和第二下游载体涂层区之间,其中第一载体涂层区中的热质量与第二载体涂层区中的热质量不同,并且其中在第一上游载体涂层区中的载体涂层与在第二下游载体涂层区中的载体涂层实质上邻接。
Description
本发明涉及一种用于车辆压缩点火内燃发动机(例如柴油发动机)的排气系统,特别是,本发明涉及一种用于包含所谓的发动机“停止-启动”系统的车辆的排气系统。
来自车辆和内燃发动机的排放通常为全世界日益紧缩的规章的主题。对与CO2排放相关的全球变暖的关注在许多国家导致财政鼓励,以降低来自车辆的CO2排放。因此,越来越多的私人汽车和轻型商用车辆由轻型柴油发动机提供动力,轻型柴油发动机具有相对低的燃料消耗和相对低的CO2排放。
对于汽油火花点火发动机和压缩点火(例如,柴油)发动机两者,用于改进燃料消耗和排放两者的策略之一是“停止-启动(stop-start)”。使用停止-启动系统,当车辆停止多于几秒时,发动机完全停止。当司机需要再次起动时,例如,压下离合器、移动齿轮杆、转动动力方向盘、或者在自动或半自动车辆中转换到“行驶”时,引起发动机再次启动。虽然这引起对电池和起动电机更大的载荷,因此这些需要升级,但存在显著的节省。取决于采用的停止-启动系统,在新欧洲行驶循环(New European Drive Cycle)下的测试中,该节省可达到燃料消耗的最多5%和CO2排放的最多8%。城市权力机构热衷于降低城镇排放,并且远离繁重的交通,因此停止-启动系统可能包括在许多新的车辆中。
轻型柴油发动机变得日益有效,其中电子控制模块和喷射技术与机械改进相组合。这意味着废气温度远低于汽油发动机或重型(卡车和公共汽车)柴油发动机。在轻型载荷下,例如在城市应用中,并且当齿轮“滑行”时,这种最近设计的轻型柴油发动机使用很少燃料或不使用燃料,并且废气温度可能不大于约100-200℃。且不论这些低温度,在新欧洲行驶循环期间、在真实城市行驶状态、低速加速和稳态行驶状态期间,先进的催化剂技术可实现点火(light-off)。“点火”可定义为催化剂以期望的转化活性催化反应的温度。例如“CO T50”为具体的催化剂以至少50%的效率引起进料气体中的一氧化碳转化为例如CO2的温度。类似地,“HC T50”为烃(可能是特定的烃例如辛烷或丙烯)以80%或更大的效率转化为例如水蒸汽和CO2的温度。
然而,在某些情况下,低废气温度可意味着柴油机氧化催化剂(DOC)可能不能有效操作。也就是,DOC可能不能实现或保持“点火”。
对于未配备发动机“停止-启动”系统的车辆,在这种轻型载荷状态下由于发动机的操作引起的另外的问题在于,虽然发动机在操作,相对冷的废气(包含大多数空气)持续从发动机通过DOC或其它催化剂。该冷气体的流动可冷却DOC至低于点火温度。当再次施加载荷时,例如当加速时,催化剂不能立即满足污染物气体的期望的转化,结果是污染物的排放可能超过规定的水平一段时间。不久以后,较高温度废气再次使催化剂温度升高超过点火温度。
一种已知的DOC设计公开于我们的WO 2007/077462,并且包含流通式整料,包括(从上游到下游计数)第一、第二和第三含铂族金属的载体涂层(washcoat)区。在第一和第三区中的每一个的铂族金属负载大于在第二区的铂族金属负载,第二区在空间上置于第一和第三区之间。第三区(当使用时置于最远离发动机的区)可包括比起第一和第二区具有更高热质量的载体涂层,例如通过使用更厚的载体涂层或具有固有较高热质量的载体涂层材料,例如致密氧化锆。致密氧化锆的密度可为3.5 g/cm3。该三区排列设计成以在总体降低的总铂族金属成本下保持催化剂性能。
相对于在空闲时保持运转的传统的柴油发动机,对于配备“停止/启动”技术的车辆柴油发动机,在行驶循环期间,由于催化剂在空闲时未通过与相对冷的废气接触而冷却,通常催化剂温度变化更小。本发明人现已设计用于处理来自配备这种“停止/启动”技术的柴油机车辆的废气的具有改进的活性的柴油机氧化催化剂。特别是,本发明人已设计平衡以下竞争需求的排列:低催化剂点火温度以尽可能快地处理冷-启动排放,和“灭火(light out)”,其中在冷-启动后催化剂已“灭火”之后在行驶循环的冷却器阶段期间,催化剂可能下降低于期望的活性。
本发明提供包含压缩点火发动机的车辆,所述车辆提供有发动机管理装置并且具有用于废气后处理的催化剂,其中所述发动机管理装置设置成当使用时用于检测空闲状态,并且当确定存在空闲状态时,完全停止发动机,其中所述催化剂包含涂有包含一种或多种贵金属的催化载体涂层的蜂窝状基材整料,所述催化载体涂层排列在第一上游载体涂层区和第二下游载体涂层区之间,其中第一载体涂层区中的热质量与第二载体涂层区中的热质量不同,并且其中在第一上游载体涂层区中的载体涂层与在第二下游载体涂层区中的载体涂层实质上邻接。
优选的压缩点火发动机通过柴油机燃料提供动力,但是其它形式的燃料也是可能的,包括天然气(NG)和柴油和生物燃料或费-托过程衍生燃料的共混物。
蜂窝状基材整料可由陶瓷材料制成,例如堇青石或碳化硅或金属例如Fecralloy?。该排列优选为所谓的流通式构造,其中多个通道平行地从敞开的入口端延伸至敞开的出口端。然而,蜂窝状基材整料还可采用过滤基材的形式,例如所谓的壁流过滤器或陶瓷泡沫。
在一个实施方案中,在第一上游载体涂层区中的热质量大于在第二下游载体涂层区中的热质量。然而,在目前优选的实施方案中,在第一上游载体涂层区中的热质量小于在第二下游载体涂层区中的热质量。
在前述实施方案的任一个中,蜂窝状基材整料具有总长度。在实施方案中,第一上游载体涂层区在上游端通过蜂窝状基材整料的入口端限定,并且在下游端通过从入口端测量的基材整料总长度的10%-90%,任选15%-80%,例如20%-30%或20%-40%的点限定。在优选的实施方案中,入口区的长度小于出口区的长度。
低载体涂层负载的期望的特征在于,其相对低的热质量能使其更快速加热,因此在冷-启动后更有效地“点火”。然而,由于较低的热质量,催化剂还可更快速地冷却,关于这一点,在初始加温之后(即,“点火”后)在行驶循环中间“灭火”是不期望的特征。较高的载体涂层负载的优点在于,存在更多的负载材料来负载贵金属,并且更高的贵金属分散是可能的。较高的载体涂层负载可提供使用时对热老化更大的抗性,即,更高的耐热性。
在一个具体的实施方案中,第一或第二区分别相对于第二或第一区不同的热质量通过比其它区中所使用的更厚的载体涂层提供。在该实施方案中,在较厚的载体涂层中的载体涂层负载可为4-10 gin-3,例如5-8 gin-3。相反,在其它区中,在相对较薄的载体涂层中的载体涂层负载可为1-3.5 gin-3,例如2-3 gin-3。
或者,根据另一个实施方案,第一或第二区分别相对于第二或第一区不同的热质量可通过密度为至少3.50 gcm-3的载体涂层组分提供。具有合适密度的材料可选自致密α氧化铝、致密氧化镧、致密氧化铈II、致密氧化铈III和致密氧化锆。
在优选的实施方案中,按单位重量的贵金属/单位体积的载体涂层测量,在第一上游载体涂层区中的总贵金属负载大于在第二下游载体涂层区中的总贵金属负载。
在一个实施方案中,例如,第一上游载体涂层区占蜂窝状基材整料的总贵金属负载的55-90%。在另一个实施方案中,第一上游载体涂层区占蜂窝状基材整料的总贵金属负载的60-80%。
在蜂窝状基材整料上的总贵金属负载可为15-300 gft-3,例如30-150 gft-3,例如,40-120 gft-3。
用于本发明的贵金属包括选自铂、钯、铑、金、银中的一种或多种或它们的任意两种或更多种的混合物。用于本发明的贵金属的优选的实施方案子集为铂族金属。
贵金属的特别优选的选择包括铂本身、钯本身、铂和钯二者的混合物(任选作为合金存在)或钯和金的组合,作为混合物、合金或混合物和合金二者。
在一个具体的实施方案中,在第一上游区中的贵金属或贵金属的组合与在第二下游区中的贵金属或贵金属的组合不同。
通常,所述或每一种贵金属在高表面积耐火氧化物组分上负载。合适的贵金属载体组分包括氧化铝、二氧化硅、无定形硅铝酸盐、分子筛例如硅铝酸盐沸石、二氧化钛、氧化镁、铝酸镁、二氧化铈、氧化锆等,以及它们的任意两种或更多种的混合物、复合氧化物和混合氧化物,任选被一种或多种稀土元素稳定。特别优选的混合氧化物包括二氧化铈-氧化锆,其(取决于二氧化铈的含量)还可包括一种或多种稀土金属和掺杂二氧化硅的氧化铝。
用于本发明的催化剂可在车辆上位于任何方便的点,考虑在车辆上的包装和空间限制。常见的位置是在尽可能接近发动机排气集管的紧密连接位置,以利用可能的最热废气温度。常见的备选的位置包括所谓的“地板下”位置。
为了可更充分地理解本发明,仅通过举例的方式并且参考附图,提供以下实施例,其中:
图1为比较在MVEG-B欧洲行驶循环上运行的来自2.4升欧IV台式安装的车辆柴油发动机的废气的计算机模型化质量流量、紧密连接的DOC入口温度、一氧化碳和烃含量相对时间绘制的图。
实施例
以下实施例代表计算机模型的结果,其中尺寸为143×98×135 mm并且体积为1.50 L的圆柱形400胞孔/平方英寸堇青石流通式蜂窝状整料基材整个涂有具有低(2.5gin-3)或高(7.0gin-3)载体涂层负载和均匀铂负载(比较实施例)的均质柴油机氧化催化剂载体涂层。使用相同的空蜂窝状基材整料制备本发明的分区的柴油机氧化催化剂,并且示于表1。
制备分区的蜂窝状基材整料的方法为本领域已知的,并且包括本申请人的WO 99/47260,即,包括以下步骤:(a) 在载体顶上定位容纳装置,(b) 在所述容纳装置内投入预定量的液体组分,顺序为(a)然后(b)或者(b)然后(a),和(c) 通过施加压力或真空,将所述液体组分吸入至少一部分载体中,和在载体内保留实质上所有的所述量。
在表1的“载体涂层负载”栏中所示的百分比数字代表从基材整料的入口端测量的相对于总基材长度的第一上游区(远左手栏)和第二下游区的长度。“Pt负载”栏从左到右分别代表第一上游区(左手栏)和第二下游区的铂金属负载。CO(g)和HC(g)数字用于在柴油机氧化催化剂的出口处测量的存在的一氧化碳和烃。“归一化CO(g)转化”和“归一化HC(g)转化”为相对于均质涂布的负载的低载体涂层40gft-3 (比较实施例2)。在所有实施例中的总铂含量恒定。
使用在实际尽可能接近发动机排气集管(考虑车辆上的空间限制)的所谓的紧密连接的位置中安装的车辆测力计,记录来自2.4升欧IV台式安装的车辆柴油发动机的废气的质量流量、温度和发动机外一氧化碳(CO(g))和总烃(HC(g))含量,并且使用模型化的催化剂构造,用这些数据构造计算机模型。虽然所用的发动机未配备“停止-启动”技术,通过无论何时MVEG-B欧洲行驶循环达到空闲时关闭发动机,来模仿这种系统的效果。废气中的质量流量、催化剂入口温度、一氧化碳(CO)和总烃(THC)含量的结果示于图1。
结果示于表1,由该表可见,在整个MVEG-B循环期间,使用均质高载体涂层负载(比较实施例1)代替均质低载体涂层负载(比较实施例2)降低CO和HC转化。该结果的一个似是而非的解释是,由于催化剂提高的热质量,在测试开始时,对于CO和HC转化,催化剂点火较慢
表1
当基材整料的上半部分涂有低载体涂层负载而下半部分保持涂有高载体涂层负载,不调节区之间的相对铂金属负载(实施例3)时,实现CO氧化的改进。对于测试的车辆,该构造的反向排列(其中上游50%区负载高载体涂层,而下半部分负载低载体涂层(即,实施例4))得到比对照更差的活性。然而,测试的车辆具有特别冷-运转的发动机,本发明人仍相信实施例4的构造可特别用于具有更热运转的发动机的车辆(不同的车辆制造商提供的产品的MVEG-B循环废气温度可不同)。因此,仍认为实施例4的构造落入本发明的范围内。然而,表1中所示的其余的结果(即,对于实施例5-8(含))集中于特征为低负载的上游区但是上游区的长度和铂金属负载不同的构造。
可见,通过将上游低载体涂层负载区的长度缩短至25% (实施例5),比起实施例4的构造,得到CO氧化的进一步改进。其余的实施方案(实施例6-8(含))保持25%长度入口区低载体涂层负载/75%长度出口区高载体涂层负载排列,并且研究了改变两个区之间的铂金属负载划分。
相对于较低的(20g/ft3)出口区铂负载,较高(100g/ft3)入口区铂负载得到改进的CO转化,但是HC转化比均质负载的实施方案稍差(参见表1对于实施例6的结果)。然而,进一步迭代铂划分(70g/ft3上游区/30g/ft3下游区(实施例7);以及85g/ft3上游区/25g/ft3下游区(实施例8))得到与均质负载的催化剂类似的HC转化结果,但是,相对于较高PGM负载的上游区实施方案(即,100g/ft3上游区实施方案),出乎意料地改进CO转化。
为了避免任何疑惑,本文引用的文件的整个内容通过引用结合到本文中。
Claims (15)
1. 一种车辆,所述车辆包含压缩点火发动机,所述车辆提供有发动机管理装置并且具有用于废气后处理的催化剂,其中所述发动机管理装置设置成当使用时用于检测空闲状态,并且当确定存在空闲状态时,完全停止发动机,其中所述催化剂包含涂有包含一种或多种贵金属的催化载体涂层的蜂窝状基材整料,所述催化载体涂层排列在第一上游载体涂层区和第二下游载体涂层区之间,其中第一载体涂层区中的热质量与第二载体涂层区中的热质量不同,并且其中在第一上游载体涂层区中的载体涂层与在第二下游载体涂层区中的载体涂层实质上邻接。
2. 权利要求1的车辆,其中在第一上游载体涂层区中的热质量大于在第二下游载体涂层区中的热质量。
3. 权利要求1的车辆,其中在第一上游载体涂层区中的热质量小于在第二下游载体涂层区中的热质量。
4. 权利要求1、2或3的车辆,其中所述蜂窝状基材整料具有总长度,其中第一上游载体涂层区在上游端通过蜂窝状基材整料的入口端限定,并且在下游端通过从入口端测量的基材整料的总长度的10%-90%的点限定。
5. 前述权利要求中任一项的车辆,其中第一或第二区分别相对于第二或第一区不同的热质量通过比其它区中所使用的更厚的载体涂层提供。
6. 权利要求5的车辆,其中通过4-10 gin-3的载体涂层负载提供所述更厚的载体涂层。
7. 权利要求5或6的车辆,其中在其它区中的相对更薄的载体涂层的载体涂层负载为1-3.5 gin-3。
8. 权利要求1-4中任一项的车辆,其中第一或第二区分别相对于第二或第一区不同的热质量通过密度为至少3.50 gcm-3的载体涂层组分提供。
9. 权利要求8的车辆,其中所述载体涂层组分选自致密α氧化铝、致密氧化镧、致密氧化铈II、致密氧化铈III和致密氧化锆。
10. 前述权利要求中任一项的车辆,其中按单位重量的贵金属/单位体积的载体涂层测量的在第一上游载体涂层区中的总贵金属负载大于在第二下游载体涂层区中的总贵金属负载。
11. 权利要求10的车辆,其中第一上游载体涂层区占蜂窝状基材整料的总贵金属负载的55-90%。
12. 前述权利要求中任一项的车辆,其中在蜂窝状基材整料上的总贵金属负载为15-300 gft-3。
13. 前述权利要求中任一项的车辆,其中所述一种或多种贵金属选自铂、钯、铑、金、银和它们的任意两种或更多种的混合物。
14. 权利要求13的车辆,其中所述贵金属为铂、钯、铂和钯的混合物或钯和金的组合。
15. 权利要求13或14的车辆,其中在第一上游区中的贵金属或贵金属的组合与在第二下游区中的贵金属或贵金属的组合不同。
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Application Number | Priority Date | Filing Date | Title |
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GB0922194.6 | 2009-12-21 | ||
GBGB0922194.6A GB0922194D0 (en) | 2009-12-21 | 2009-12-21 | Improvements in emission control |
PCT/GB2010/052148 WO2011077125A1 (en) | 2009-12-21 | 2010-12-20 | Exhaust system for a vehicle having a "stop- start" compression ignition engine |
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CN102762831A true CN102762831A (zh) | 2012-10-31 |
CN102762831B CN102762831B (zh) | 2015-06-17 |
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US (1) | US9273583B2 (zh) |
EP (1) | EP2516812B1 (zh) |
JP (1) | JP5963202B2 (zh) |
KR (1) | KR101744364B1 (zh) |
CN (1) | CN102762831B (zh) |
BR (1) | BR112012015197B1 (zh) |
DE (1) | DE102010063714C5 (zh) |
GB (2) | GB0922194D0 (zh) |
RU (1) | RU2554158C2 (zh) |
WO (1) | WO2011077125A1 (zh) |
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US9266092B2 (en) | 2013-01-24 | 2016-02-23 | Basf Corporation | Automotive catalyst composites having a two-metal layer |
US9932876B2 (en) | 2015-11-11 | 2018-04-03 | Ford Global Technologies, Llc | Systems and method for exhaust warm-up strategy |
US11161098B2 (en) * | 2018-05-18 | 2021-11-02 | Umicore Ag & Co. Kg | Three-way catalyst |
GB2581776B (en) * | 2019-02-19 | 2022-08-17 | Jaguar Land Rover Ltd | Catalytic converter core having first and second regions with different thermal inertia |
US11624333B2 (en) | 2021-04-20 | 2023-04-11 | Kohler Co. | Exhaust safety system for an engine |
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Also Published As
Publication number | Publication date |
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DE102010063714A1 (de) | 2011-09-01 |
RU2554158C2 (ru) | 2015-06-27 |
JP2013515201A (ja) | 2013-05-02 |
EP2516812A1 (en) | 2012-10-31 |
GB0922194D0 (en) | 2010-02-03 |
WO2011077125A1 (en) | 2011-06-30 |
BR112012015197A2 (pt) | 2016-04-26 |
DE102010063714B4 (de) | 2014-05-15 |
RU2012131219A (ru) | 2014-01-27 |
DE102010063714C5 (de) | 2018-03-29 |
GB2476390B (en) | 2014-01-15 |
EP2516812B1 (en) | 2018-10-10 |
US20110146251A1 (en) | 2011-06-23 |
GB201021497D0 (en) | 2011-02-02 |
KR20120113231A (ko) | 2012-10-12 |
KR101744364B1 (ko) | 2017-06-07 |
GB2476390A (en) | 2011-06-22 |
US9273583B2 (en) | 2016-03-01 |
BR112012015197B1 (pt) | 2021-02-02 |
CN102762831B (zh) | 2015-06-17 |
JP5963202B2 (ja) | 2016-08-03 |
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