CN1787869B - 陶瓷柴油发动机废气过滤器 - Google Patents

陶瓷柴油发动机废气过滤器 Download PDF

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Publication number
CN1787869B
CN1787869B CN038257289A CN03825728A CN1787869B CN 1787869 B CN1787869 B CN 1787869B CN 038257289 A CN038257289 A CN 038257289A CN 03825728 A CN03825728 A CN 03825728A CN 1787869 B CN1787869 B CN 1787869B
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filter
engine exhaust
fiber block
filter base
base
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CN038257289A
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CN1787869A (zh
Inventor
戈登·S.·奥尔沃德
小罗伯特·A.·迪基亚拉
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GEO2 Technologies Inc
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GEO2 Technologies Inc
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
    • B01D39/00—Filtering material for liquid or gaseous fluids
    • B01D39/14—Other self-supporting filtering material ; Other filtering material
    • B01D39/20—Other self-supporting filtering material ; Other filtering material of inorganic material, e.g. asbestos paper, metallic filtering material of non-woven wires
    • B01D39/2068—Other inorganic materials, e.g. ceramics
    • B01D39/2082—Other inorganic materials, e.g. ceramics the material being filamentary or fibrous
    • B01D39/2086—Other inorganic materials, e.g. ceramics the material being filamentary or fibrous sintered or bonded by inorganic agents
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    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01D—SEPARATION
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    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B01D39/14—Other self-supporting filtering material ; Other filtering material
    • B01D39/20—Other self-supporting filtering material ; Other filtering material of inorganic material, e.g. asbestos paper, metallic filtering material of non-woven wires
    • B01D39/2068—Other inorganic materials, e.g. ceramics
    • B01D39/2082—Other inorganic materials, e.g. ceramics the material being filamentary or fibrous
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    • B01D46/52—Particle separators, e.g. dust precipitators, using filters embodying folded corrugated or wound sheet material
    • B01D46/521—Particle separators, e.g. dust precipitators, using filters embodying folded corrugated or wound sheet material using folded, pleated material
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B01D—SEPARATION
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    • B01D53/34—Chemical or biological purification of waste gases
    • B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
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    • D—TEXTILES; PAPER
    • D04—BRAIDING; LACE-MAKING; KNITTING; TRIMMINGS; NON-WOVEN FABRICS
    • D04H—MAKING TEXTILE FABRICS, e.g. FROM FIBRES OR FILAMENTARY MATERIAL; FABRICS MADE BY SUCH PROCESSES OR APPARATUS, e.g. FELTS, NON-WOVEN FABRICS; COTTON-WOOL; WADDING ; NON-WOVEN FABRICS FROM STAPLE FIBRES, FILAMENTS OR YARNS, BONDED WITH AT LEAST ONE WEB-LIKE MATERIAL DURING THEIR CONSOLIDATION
    • D04H1/00—Non-woven fabrics formed wholly or mainly of staple fibres or like relatively short fibres
    • D04H1/40—Non-woven fabrics formed wholly or mainly of staple fibres or like relatively short fibres from fleeces or layers composed of fibres without existing or potential cohesive properties
    • D04H1/42—Non-woven fabrics formed wholly or mainly of staple fibres or like relatively short fibres from fleeces or layers composed of fibres without existing or potential cohesive properties characterised by the use of certain kinds of fibres insofar as this use has no preponderant influence on the consolidation of the fleece
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Abstract

本发明提供了一种改进的、高效的和可再生的废气排放过滤器和过滤器系统，所述废气排放过滤器和过滤器系统结合使用了无机非机织纤维的过滤器元件。通过所述过滤器元件的交织性并由于施加到所述过滤器元件的包括微观强化的面积增加，该过滤器能够捕获废气污染物和微粒。所述过滤器的寿命延长，并且因所述过滤器元件可以承受高温而能够燃烧更大百分数的捕获微粒。所述过滤器元件由机械加工或成型为过滤器基底的非机织纤维块形成。所述过滤器元件可以具有多个涂层和涂敷的催化剂，并且可以包装在绝缘体和箱体中。所述改进的废气排放过滤器对柴油发动机废气尤其适用。

Description

陶瓷柴油发动机废气过滤器
本申请包括受到版权保护的材料。该版权拥有者不反对复制本专利的在美国专利商标局申请或记载的内容，但是拥有所有权利。
技术领域
本发明涉及废气排放过滤领域。更具体地说，本发明涉及一种过滤发动机排放的废气的系统和/或设备。
背景技术
全球道路上数百万的汽车和卡车是空气污染的主要来源。为了使污染最小化，许多国家制订了清洁空气的法律，从而限制车辆产生的污染。汽车生产者为了降低这种污染采用的一种方法是使用催化净化器，该净化器处理车辆的废气，从而减少了一些污染物。理论上，车辆按空气与燃料之比设计，这样使用燃烧室内的空气中的所有氧气将所有燃料燃烧。然而，在驱动期间理想的空气-燃料混合物发生变化。典型汽车发动机的主要排放物包括氮气、二氧化碳和水蒸气。刚刚提到的这些排放物都相对良好。然而，该燃烧过程绝不是完美的，还产生少量更有害的排放物。这些有害的排放物是EPA确定为“关键污染物”的六种主要污染物中的一部分。
这六种关键污染物包括：(1)臭氧；(2)挥发性有机化合物(VOCs)；(3)二氧化氮(NO2)；(4)一氧化碳(CO)；(5)微粒物质(PM)；和(6)二氧化硫(SO2)。臭氧是由污染物的化学反应产生的并包括VOCs和Nox。另外，地面臭氧是烟雾中的主要组分。VOCs(挥发性有机化合物)是从工厂或家庭使用的燃烧燃料(汽油、油、木材、煤、天然气等)、溶剂、油漆胶水和其它产品释放的。汽车产生大量VOCs污染物。VOCs还包括化学物质例如苯、甲苯、二氯甲烷和甲基氯仿。二氧化氮(NO2)是NOx污染物的一种并且是形成烟雾的化学物质。NO2是燃烧汽油、天然气、煤、油等产生的。汽车产生大量NO2污染物。一氧化碳(CO)是燃烧汽油、天然气、煤、油等产生的，并且汽车产生大量CO污染物。微粒物质(PM)-10可以是粉尘、烟尘和煤灰，通过燃烧木材、柴油和其它燃料产生。加工厂、农业行为例如耕作和燃烧田地以及没有铺柏油的道路的使用都产生大量PM污染物。最后，二氧化硫(SO2)是燃烧油，特别是美国东部的高硫煤，以及工业加工过程(纸、金属)产生的。
通常催化净化器使用催化剂提高或帮助过滤发动机废气，从而减少关键污染物的量。典型的催化净化器使用两种不同的催化剂，还原催化剂和氧化催化剂。大多数催化剂过滤器由涂布或浸渗金属催化剂例如铂、铑或钯的陶瓷结构组成。最理想的催化剂废气过滤器是使催化剂具有与废气流接触的最大的表面积同时由于这些催化剂的成本高因此使催化剂的所需量最小的结构。
由图1看出，现有技术的催化净化器100包括还原催化剂102和氧化催化剂104。当废气进入催化净化器100时它经过滤并与还原催化剂102接触。还原催化剂102通常使用铂或铑帮助将排放物中的氧化氮转变成不太有害的物质。这些氧化氮分子与催化剂接触，催化剂立刻保留氮原子而以O2的形式释放氧.氮原子与粘附在催化剂上的其它氮原子成键形成N2。
废气然后经氧化催化剂104处理，使未燃烧的烃和一氧化碳再燃烧。(氧化催化剂有助于一氧化碳(CO)和烃与废气中的剩余氧反应。)净化器的主要结构是具有小管的多孔蜂窝。图3显示了一种加入蜂窝催化剂结构的陶瓷废气过滤器的实例。
柴油发动机(其中仅压缩即可点火)的废气排放近来受到全球关注，所述废气除了有毒气体之外，还含有大量有害微粒。生产厂家对柴油发动机采用已知的催化净化器技术，认为一种解决方法对所有类型的化石燃料污染都起作用。遗憾的是，关于排放标准的规章已超出了传统催化净化器工艺的物理和经济限度。柴油发动机排放物与汽油排放物不同，特别是在于产生更大量的微粒物质。为此，现有的废气排放捕获、燃烧和氧化工艺不能满足提高的柴油发动机排放标准的要求。
已开发满足柴油发动机这些新排放标准的工业方法可以分成两种可行类型：(1)具有蜂窝构型的传统单片催化净化器；和(2)无机纤维筒。众所周知，微粒物质，以未燃烧的烃的废气排放的形式，需要经捕获和完全燃烧。这种捕获是通过将一多孔隔膜放置在出口排放的通道中，通过表面张力使微粒物质粘附或附着在隔膜上。该多孔隔膜能够使伴随的气体尽可能没有限制地通过这些孔。该隔膜类似于用于捕获飞虫的蜘蛛网。
一旦捕获微粒物质之后，需要通过在氧化环境下升高微粒温度来将微粒完全燃烧。微粒的燃烧可以通过利用出口废气的已有温度和/或提供辅助的热源来完成。已知的问题是完成燃烧所需的温度也必需使停留于隔膜表面上的微粒物质保持长时间。该时间称之为停留时间。
图2提供了在不同温度下燃烧微粒物质(煤灰块)所需的停留时间。如图2所示，在600K下燃烧具有0.9煤灰块的煤灰块的停留时间要比在1200K下的停留时间长得多。停留时间越长，能够通过的体积就越小，并且更多微粒聚集在隔膜孔上并堵塞孔的危险性就越大。陶瓷材料过热至其熔点由此阻断或堵塞隔膜的孔也造成堵塞。为了防止堵塞，需要闭塞或饱和更多表面积。可以使用的方案必需考虑，温度：(1)提供最低停留时间；(2)从热危害的角度是最安全的；(3)使用最小量的辅助能量；和(4)生产成本便宜。增加温度需要附加能量。而且，一定量的能源与材料接触经传热传导、带走或引导走。不同物质的化学性质决定了导热性的水平。另外，过滤器介质的导热性决定了废气排放过滤器的效率。优选低的导热性，这是由于产生的大量热量反射回来，如果过滤器的固体部分不将热量带走或引导走，那么热量将留在孔隙中。导热性越低，热量损失越低。较低的热量损失使获得催化转化所需温度范围的所需能量较低，从而能量效率较高。
由于所有材料有一定的导热性，因此优选使该影响最小化。通过选择传导性较低的材料或者使用少量该材料，可以使传导性最小化。
正如前面结合图2讨论的，较高温度可以使微粒物质在较短的停留时间燃烧掉，因此，优选增加热量。将过滤器移动到距离燃烧室或发动机越近或者添加辅助热源，可以提供增加的热量。然而，传统催化净化器过滤器元件在这些位置不能经受高温和增加的振动冲击。另外，应用于传统过滤器元件的一些催化剂在高温(即，高于500℃)下工作效率低或者将停止作用。因此，需要一种过滤器元件，它能够放置在极高温度(即，大于500℃)下，例如在燃烧室附近，更耐振动形变，并且仍然具有相同或者增加的微粒物质燃烧效果。在没有催化剂下获得相同微粒物质燃烧效果的能力也将显著节约催化剂和涂布成本。
另外，加入应用于过滤器上的氧化催化剂涂层可以在较低和更合理的温度下提供相同的燃烧和氧化效果。正如前面所述的，优选金属氧化催化剂例如铂、钯或铑。最终结果是催化涂层降低了烃燃烧温度范围，使得过滤器和发动机之间能够保持更灵活且合理的距离。
提供改进的废气排放系统所需的特性包括具有最小的块和最大的表面积的过滤器。直接影响和决定主要特征的附加特征是导热性、热膨胀性、热冲击性、振动冲击性、应力耐受性、孔隙率、渗透性、重量、制造成本、易加工性、耐用性以及其它。
如图3所示，为了增加这些催化净化器的表面积，在陶瓷过滤器元件300内形成蜂窝构型或结构302。该蜂窝结构302是用挤出法形成的，其中生成主轴与挤出作用平行的长管。这些管的开口面对进入的废气气流。当排放物进入管时，微粒将沿管的内部隔膜沉积。蜂窝构型302大大增加了表面积，这样能够使更多微粒沉积在较小体积中。
在内部燃烧排放-过滤市场上，汽车或汽油发动机催化净化器是主要技术。现有催化净化器技术主要以高温陶瓷，例如堇青石(2MgO-2A12O3-5SiO2)或碳化硅(SiC)为基础。这些陶瓷经常以浆液形式挤入蜂窝结构中，然后热固化成坚硬的挤出物形式。对堇青石或碳化硅有物理限制。另外，连续改进该挤出方法制得更薄的隔膜，从0.6-1.0mm到0.2-0.4mm，降低了堵塞。在30多年的改进之后，在经济催化应用方面获得接近物理极限的挤出工艺。
堇青石在汽车业的催化净化器历史中已普遍应用，并且在汽车污染控制的早期起到很好的作用。然而，随着全球颁布的新和更严格的规章，以目前构型的堇青石不能提供足够的排放控制。蜂窝隔膜越薄越能经济地挤出。化学上，陶瓷密度已从60％多降低至低于40％。为了使这些过滤器能够容纳柴油发动机产生的增加体积的微粒，必需增加过滤器大小，这样使得车辆重量、制造成本和操作成本增加。用堇青石过滤器捕获的微粒的百分数为约73％，但是由于堵塞，长时间下它将连续降低。在过滤器开始使用时，陶瓷是100％清洁的，但是剩下27％未捕获的微粒将聚集在隔膜壁上，并且过滤器最终将不能操作。过滤器的失效约为100,000英里，这与厂商推荐的过滤器替换安排一致。
在一些情况下，堇青石用碳化硅替换，这是由于碳化硅具有优异的耐热性。压缩点火发动机废气温度可能大于点火火花的温度，因此对柴油发动机而言较高的操作温度使得碳化硅优于堇青石。堇青石在约1,400℃下开始分解，而碳化硅可以经受高达约2,000℃的温度。然而，碳化硅具有较大的热膨胀并且成本较高。碳化硅也比堇青石重得多并且任意附加的重量对车辆性能都是有害的。通过加入无机纤维，碳化硅催化净化器可以经化学改性而增加孔隙率。最终结果微粒过滤略有提高，为约80％，它转化成过滤器寿命是在约120,000英里之后需要替换过滤器。
堇青石和碳化硅过滤器都具有差的耐振动和热冲击性。这样，这些过滤器不能立即紧靠发动机废气歧管放置或者放置于其内，而这是利用该处高温的最佳位置，之后因废气管材的高热传导性能的辐射冷却导致温度降低。发动机振动和存在于废气歧管附近和其内的温度的快速改变将使过滤器材料疲劳并显著缩短过滤器的寿命，从而导致过滤器失效。
用于制造过滤器的挤出法也限制了在沿挤出主轴形成的接近圆柱体的过滤器形状.这种形状限制对以前的排放标准不是问题.然而，设计过滤器达到接近零排放性能的要求可能需要非线性和/或非圆柱形过滤器设计和车辆一体化.
无机纤维筒是由化石燃料能量厂过滤器系统开发的。能量厂，特别是燃煤厂，产生大量微粒物质。通过将排放物经过一系列一端密封并且包装在无机纤维层内的管除去微粒。这些包装的管称之为筒。在一些情况下，这些包装管由于其视觉上类似于蜡烛而将其称之为蜡烛过滤器。当它们在固定的开放环境下且对小的空间构型没有要求、并且对热量安全性的要求也很低时是有效的。
筒的基本功能是把废气导入到一系列一端堵塞的管内。每个管是多孔的并且管外部覆盖有无机纤维的层。通过围绕管包装纱线或织物形式的纤维将这些无机纤维固定到管的外部。用无机粘合剂将该包围的纤维材料固定并硬化，然后加热固化。
将几个筒以其主轴彼此平行地成串放置。堆叠筒的主轴与废气排放气流垂直地放置迫使这些气体进入并通过管内部，然后通过纤维覆盖物以废气离开。将大的蜡烛过滤器按比例缩小为车辆废气筒构型具有相当大的挑战。首先，这些过滤器筒的制备非常费力，建造和安装成本贵。第二，在移动环境下，零件，例如板、管、螺杆和每个筒的安装支架的所有不同相互作用对振动冲击的耐受性在长时间内可能产生疲劳。此外，过滤器装配中筒彼此的相互作用产生疲劳和故障。第三，最终产物仍然保持相对大的体积而且对按比例缩小有一定的限制。第四，表面积基本上等于或者小于传统催化净化器。第五，所有不同零件的重量仍很大。最后，捕获和燃烧的微粒量和所需的停留时间在过滤和性能上没有显著的提高。总之，将无机纤维筒用于发动机废气过滤的系统太费劲和复杂，从而用于汽车中在经济上是不成功的。然而，使用无机纤维的确具有积极性能。例如，纤维的热膨胀和导热性非常低。另外，用于燃烧过程的块的数量合适。
因此，需要一种改进的废气过滤器，它提供可以成型以形成提供大量表面积的经济和多孔的物质，该物质热膨胀和导热性低并在过滤器中可以承受高水平的热和振动。
发明内容
因此，本发明涉及一种改进的陶瓷废气过滤器，基本上克服了以前过滤器因其限制和缺陷所引起的一个或多个问题。
本发明提供了一种改进的废气过滤器，其热膨胀和导热性低，可以粘附微粒的表面积大，它使用可以经受高温的低密度化合物-这样使得过滤器可以成型或挤出为许多形状和外观，用于发动机废气中的有害副产物的高效物理过滤和催化转化。
在以下说明书中描述了本发明的其它特征和益处，并且一部分从该描述中是显而易见的，或者可以通过本发明的实施了解到。本发明的目的和其它优点将通过所述说明书和权利要求书以及附图特别指出的结构实现和达到。
为了实现这些和其它优点并符合本发明的目的，正如实施和广义所述的，在本发明的一个方面，提供了一种发动机废气过滤器元件，包括：包含许多非机织无机纤维的过滤器基底；在所述过滤器基底内形成的至少一个区域；和施加到所述过滤器基底的内部的至少一种面积增加.所述许多非机织无机纤维可以包括氧化铝-氧化硼(boria)-二氧化硅纤维.许多非机织无机纤维可以包括氧化铝-氧化锆纤维.许多非机织无机纤维可以包括氧化铝-氧化物纤维.许多非机织无机纤维可以包括二氧化硅-氧化物纤维.发动机废气过滤器元件可以具有一涂覆到所述发动机废气过滤器元件的外表面上的涂层或催化剂.催化剂可以是铂、钯或铑基的.发动机废气过滤器元件可以包括一个或多个加热元件.该加热元件可以与所述过滤器基底成为一体或者提供在所述过滤器基底之外.过滤器元件可以包括多个彼此密度不同的区域.过滤器元件可以具有至少一种面积增加，并且面积增加可以是微观强化.微观强化可以是在所述过滤器基底内的多个纳米管的形式.过滤器元件可以包装在至少一个绝缘层内和包含在一箱体内.
在本发明的另一方面，提供了发动机废气过滤器元件的制备方法，包括步骤：将许多无机非机织纤维与胶体溶液混合以形成至少一浆液；将所述至少一浆液抽真空在一模具中形成纤维块；固化所述纤维块；将所述纤维块加工成过滤器基底；和对所述过滤器基底的内部实施微观强化。附加步骤可以包括对所述过滤器元件的外表面涂覆一涂层和/或向所述过滤器元件涂覆一催化剂。加热元件可以插入或应用于过滤器元件。纤维毛坯可以在无氧室中形成并且在纤维毛坯形成期间可以暴露于氢气或氮气中。过滤器元件的制备可以包括步骤：向该浆液配方施加一粘合剂；在大于500℃的温度下固化纤维毛坯或在约1000℃的温度下固化纤维毛坯。该方法可以包括在固化之后骤冷毛坯的步骤。此外，表面积增加可以在包括外观强化的过滤器元件上或内进行。另一步骤可以包括对所述过滤器基底的所述内部穿孔以形成所述至少一种面积增加或对所述过滤器基底内部钻孔以形成所述至少一种面积增加。
在本发明的另一方面，提供了一种发动机废气过滤器系统，包括：具有与发动机废气相连的入口端和出口端的箱；装在所述箱内具有包含许多非机织无机纤维的过滤器基底的过滤元件；在所述过滤器基底内形成的至少一个区域；和施加到所述过滤器基底的内部的至少一种面积增加。该发动机废气过滤器系统可以包括许多非机织无机纤维，这些纤维包括氧化铝-氧化硼-二氧化硅纤维、氧化铝-氧化锆纤维、氧化铝-氧化物纤维或二氧化硅-氧化物纤维。发动机废气过滤器系统可以包括一个或多个涂覆到该发动机废气过滤器元件的外表面上的涂层或催化剂。催化剂可以是铂、钯或铑基的。发动机废气过滤器系统可以包括至少一个加热元件，它与过滤器基底成为一体或附在其外部。过滤器元件可以包括多个彼此密度不同的区域并且可以具有施加于过滤器元件上的表面积增加。该表面积增加可以是微观的并且可以是在过滤器基底内的许多纳米管。过滤器元件可以包装在至少一个绝缘层内。过滤器元件和或过滤器系统设备可用于柴油或汽油驱动发动机。
应理解的是，前面的概述和下面的详细描述都是列举和解释性的，并且打算对要求保护的本发明提供进一步解释。
附图简述
这些附图，它们包括提供进一步理解本发明并加入和构成本说明书的一部分，描述了本发明的实施方式并且与说明书一起用于解释本发明的原理。
在这些附图中：
图1是典型催化净化器的纵向横截面图。
图2是显示在不同温度下燃烧微粒物质所需的停留时间的图。
图3是加入蜂窝结构的典型陶瓷废气过滤器的横截面图。
图4是本发明的废气过滤器的纵视图。
图5是本发明的改进的废气过滤器系统的横截面图。
图6是可以形成本发明的过滤器元件的锥形入口和出口管的横截面纵视图。
图7是可以在本发明的过滤器元件内形成的表面积增加以及入口和出口管的微观图。
具体实施方式
现在详细描述本发明的优选实施方式，附图中所述的实施例。
本发明涉及一种发动机的废气排放系统，特别适用于柴油发动机。本发明提供了一种废气排放系统，它可以描述为新型的第三类催化净化器，利用了以前催化净化器的特征并改进了这些特征。本发明使用传统催化净化器和无机纤维筒的特征，同时改进了它们的限制，扩大了它们的能力，并提供了新的性能。
不是采用挤出陶瓷或者围绕多孔管包裹纱线或织物，用于本发明的过滤器的基底是通过普通溶胶-凝胶法制得的。这是通过首先拉伸(经真空或重力拉伸)无机纤维和胶体溶液的充分混合的溶胶在过滤器模具中产生溶胶-毛坯或毛坯。
在一优选实施方式中，无机纤维的组分将由3个组分组成，包括玻璃纤维、氧化铝纤维和硼硅酸铝纤维。所述玻璃纤维占无机纤维混合物的大约50-90(％)，氧化铝纤维占无机纤维的大约5-50(％)，并且硼硅酸铝纤维占无机纤维混合物的大约10-25(％)。无机纤维混合物和毛坯具有大约3632°F的熔点。
过滤器模具可以为任意形状，例如圆柱体、块、锥体、球形、自由形式或任意其它可以想象的对称或不对称形状。还应注意的是，如果需要的话，在该过程期间可以化学和物理地改变溶胶-毛坯的密度。
注入或混合多个(两个或多个)浆液配方，并改变拉伸的真空速率(多次)，使毛坯的一些区域比其它区域密集和/或通过化学改变使一些区域具有不同的物理性能。通过使用不同浆液配方和模制技术，可以将这些毛坯层压。另外，毛坯并不仅限于平行的平面层，例如蛋糕状的层，而是这些毛坯可以形成水平、成角度、球形、锥形和自由形式的层等等。
过滤器毛坯也可以通过将一个或多个预先制备的不同密度或化学组成的溶胶-毛坯放置在模具内的任意位置，并以固化或未固化的任意构型放置在另一溶胶-毛坯内形成。这些核芯可以手工放置在溶胶-毛坯内或者注入核芯内。结果是形成不同密度的核芯或多个核芯。这些核芯和毛坯的形状并不限于成层的核芯的组合。它可以在核芯内产生核芯，如此往复。该过程可以根据需要无限次地重复，获得无限制形状的独特组合数量的毛坯。
因此，不仅毛坯的形状和大小可以改变，而且在密度、层压、与其它毛坯组合和无限制的组合次数方面也可以改变。通过改变浆液配方或模制期间的真空度，毛坯可以具有分级的或不同的层或不同化学组成和密度的核芯。根据需要这些毛坯可以具有一个或多个彼此具有独特形状、位置和物理性能的区域。这些区域可以根据需要改变以改变强度、导热或导电性、催化剂粘合能力、热膨胀性、振动和热冲击性、重量、孔隙率和渗透性、噪声减弱性或任意其它优选的性能。与当今现有的技术相比，这些组合是无限的。
溶胶-毛坯形成或模制后，立即烘干足够的时间直到去除可能含有的任意水分.然后将该干燥的毛坯在溶胶-凝胶粘合剂、优选氧化铝溶胶-凝胶粘合剂中于不同温度下浸泡几天，这些毛坯“芯吸”(吸收)粘合剂溶液进入毛坯.然后将浸泡的毛坯放置在填充有氨气的室(大塑料袋)中.也可以将氮和氢气与氨气一起加入.实际上，可以加入任意气体，只要保持降低氧和无氧的环境.优选，气体以恒定流速提供直到浸透的溶胶-毛坯形成凝胶-毛坯.此时关闭气体并将凝胶-毛坯暴露于大气，让气体溢出.
然后在中等至低的温度下在开放空气烘箱中加热固化凝胶-毛坯以去除剩余一部分液体。接下来，在高温下加热固化凝胶-毛坯并在几小时内递增温度直到达到所需温度。在达到并保持最大温度之后，将凝胶-毛坯快速骤冷。最终结果是形成硬的无机纤维毛坯。再次，该热固化毛坯的过程可以随使用的温度、固化时间、骤冷的温度和时间、温度递增量和温升定时改变而改变并提供另一改变密度及上面所列其它物理性能的方法。
尽管毛坯组成对化学、热、热冲击和振动冲击有很大的弹性，但是硬度非常低。这样低的硬度使得加工时对工具的阻力或磨损很小或者最小。尽管最终毛坯具有低的硬度或毛坯柔软，但是它是非常耐用的。以Moh氏硬度标度，毛坯硬度经常在0.5和1.0之间(或者以Knoop硬度标度在1-22之间)-其中滑石是最软的，为1(1-22Knoop硬度)和金刚石是最硬的，为10(8,000-8,500Knoop)。例如，碳化硅具有8.5的Moh氏硬度(或者2,000Knoop)。由于毛坯材料非常软，它易于加工、造型或成型。与其它已知物质相比，毛坯与聚苯乙烯泡沫或轻木木材一样软并易于加工或造型。毛坯以粗块的形式可以容易地切割或锯成预定形状，然后砂磨、车削或加工成最终所需成型的预制坯。可以容易地对该预制坯成型、砂磨、车削或加工赋予无限制的成型能力。该加工可以是在车床上车削成圆柱体，用键孔锯、带锯或竖锯锯成型，砂磨成型或削光表面或对其它固体材料常用的任意其它加工方法。毛坯和预制坯可以以加工金属、木材或塑料相同的精度加工成非常精确的公差。毛坯外部的加工性和基底的再加工的可能性是无限的。
毛坯内部也易于加工。对废气入口和出口管的穿孔与用杆对毛坯穿孔一样容易。该穿孔过程需要最小力并且与传统制备技术相比，相当大地节省了成本。其容易程度与按铅笔通过聚苯乙烯泡沫帽一样。该管可以用钻孔压机钻孔、水钻孔、气钻孔或者通过任意其它方法。如果需要的话，管的直径可以是微观级的，并且甚至低于1纳米(百万分之一米)。由于管可以穿孔，因此管的形状并不限于平行管。管可以是圆锥形或者甚至是不对称的。另外，管并不限于线性的。管可以是螺旋形、弯曲的、有角度的或者甚至不规则的并且在每一管内的方向、取向和/或直径可以变化。当用激光切割时管可以是砂漏状的。管构型仅仅受到雕刻管的工艺的限制。
如果需要的话，目前钻孔或产生表面增加的优选方法是使用每秒可以切割多达2000个比微粒小的直径的孔的脉动激光器。另一精确的钻孔管或产生表面增加的方法是机械商店普通常见的CNC(计算机数字控制)钻孔。CNC钻孔慢得多并且在每天需要制备成千上万个过滤器的加工环境中不是经济可行的。激光钻孔可以使用各种激光器或者先进的钻孔工艺，包括：二极管泵送固态激光钻孔(DPSSL)；化学激光器(例如CO2)；电子束钻孔(EB钻孔)；或电极钻孔机(EDM)。
基底的外表面也可以通过用上述无机纤维与堇青石或富铝红柱石或粉末的任意其它的组合的任一组合的液体硬化液刷、浸泡或喷雾来硬化，以防基底受到猛烈的外部冲击。优选，然后将外涂层热固化。
一旦基底成型为其最终尺寸，可以使用已知技术和方法，例如公开于美国专利5,244,852和美国专利5,272,125的涂覆钯-铂基催化剂的方法(将这两篇专利的教导全文加入本文作为参考)，涂覆一个或多个催化剂，另外，催化剂并不限于贵金属、贵金属的组合或者仅限于氧化催化剂.可以涂覆任意催化剂涂层.在卡车和汽车加工制造业都使用催化剂的不同组合和制品.厂商例如Ford、GM、Toyota，对每一车辆都有一独特的催化剂配方.这是由于每一车辆具有许多重量和发动机性能要求.厂商对相同车辆也有不同的催化剂配方，这取决于车辆将销售或领得执照的地方(即加拿大、美国、加利福尼亚、墨西哥).为此大多数厂商自己处理催化剂涂层的涂覆.
也可以涂覆其它涂层(非催化剂)。这些其它或辅助涂层或薄板可以通过刷、喷射、芯化或者任意其它普通方法涂覆。涂层、薄板或洗涤涂层有助于催化剂粘合。
此外，一些催化剂可以具有用作热源的能力。然而，大多数贵金属基催化涂层不是连续的并且与涂覆到表面上的催化剂块或片更相似。为了使电流流过整个催化剂，需要一种改进的催化剂或其它涂层或催化剂。该改进的催化剂可能包括或者已加入第二金属，当将其涂覆形成薄膜时使得电流流过，使催化剂能够起加热源的作用。
如图4所示，显示了本发明的过滤器基底400。该过滤器基底400在外壁402上具有硬涂层404。就图4中所述的样品而言，硬涂层由细碎的堇青石和无机纤维组成。还将一粉末刷在过滤器基底400上并以前面所述的典型溶胶-凝胶方式固化。硬涂层保护并使过滤器基底绝缘，同时不改变其尺寸。
也可以将辅助的加热元件应用到过滤器基底或废气过滤系统。正如前面结合图2讨论的，高温降低停留时间或燃烧捕获的微粒所需的时间。能够更快速地燃烧或“闪蒸掉”捕获的微粒，提供了更干净和更有效的过滤器，这样不易堵塞和熔融。尽管常规和已知的过滤器元件具有已知(熔融)温度限制，防止或者限制了辅助加热的使用，本发明的过滤器元件具有高得多的熔点(3632°F或2000℃)，这样能够使用高温加热元件。因此，将一辅助加热元件插入到过滤器元件中可以提供增加的热量，从而更快地燃烧或“闪蒸掉”捕获的微粒，获得更有效的过滤，且堵塞的可能性很小。
由于基底的硬度低，因此向本发明的过滤器元件中加入或插入一辅助加热元件是一个不复杂的过程。该辅助加热元件可以压入基底中或者可以切割一孔以便安全地将该元件放置于过滤器元件内。辅助加热元件也可以在制备纤维毛坯期间加入，也可以在涂覆催化涂层之前或之后加入。
如果利用辅助加热源，最有可能需要电能源。可以使用一控制机构自动激活该加热器。该控制机构可以通过改变过滤机构的气流入口侧的温度(太冷而不燃烧)和气压(因堵塞引起的反压力)的条件来触发。一旦两个条件达到最佳燃烧温度范围，控制机构将关掉或者使电流停止流过加热器，因此在加热器本身上保存能量和磨损。该控制机构在构型上或者是机械的或者是电子的。
在基底外部，但不是气流的入口或出口的路径，可以加入一称作棉胎(batting)的绝缘层。该棉胎有两个功能。棉胎的第一个功能是提供一绝缘层，保护基底外面的环境以免受到由于可能极高的内部温度而可能向外辐射造成的破坏。棉胎的第二个功能是提供对从硬箱转移的任意猛烈的外来振动冲击的保护并伴随过滤装配装入相对软的基底。棉胎也将提供一些回到过滤器的基底部分内的反射的热。棉胎可以由成型为例如机织织物、垫料或将保持静态且一旦安装仍然保持柔软和有弹性以足够保护和绝缘的任意其它普通构型的无机纤维的任意组合制成。
涂布或未涂布的基底，如果需要的话辅助加热器，和棉胎牢固地安装在耐用的箱体中。该箱应包括提供废气入和出的开口。除了这两种开口之外，箱优选应密封。这些开口这样构造，以便牢固地与现有废气系统连接，同时提供气密性连接。一旦连接适当，所有的发动机废气被迫通过过滤器的基底部分。如果过滤器放置在改进的废气歧管内，该箱实际上可以是废气歧管。
过滤器装配在功能上灵活，在于它可以模块化地适合所有范围的发动机，包括柴油发动机。这包括，但不排除或限于：汽车、卡车和公共汽车、火车头、工业和娱乐船舶、非道路应用、牵引机、农业能源、建筑和辅助能源的发动机。
如图5所示，本发明提供了一种改进的废气排放过滤系统500。该过滤系统可以包括耐用和耐热的箱502。箱502具有进口504和废气排放口506。改进的过滤器510可以具有一个或多个区域512、514。该改进的过滤器510可以包装或封闭在一个或多个棉胎/绝缘体层515中。棉胎层515可以应用于过滤器基底510上将基底510与发动机和移动环境的振动冲击隔离以及将外部环境与过滤器基底510的内部高温隔离。
辅助热源，如果需要的话，可以包括向涂布的基底提供附加热量的装置，相对过滤器基底它可以是内部的或外部的。辅助热源可能需要能源和调节能源的装置。
过滤器510由斩碎的和/或非机织的无机纤维和粘合剂形成的硬构型制得的块状毛坯获得。该纤维毛坯被加工成过滤器基底510所需的外部尺寸。然后将该过滤器基底的内部加工成提供所需的面积增加的构型。可以将一耐用的无机硬化涂层511通过刷、喷射、浸泡或任意其它普通涂覆方法涂覆到过滤器基底510上。另外，纤维基底510可以包括通过刷、喷射、浸泡或任意其它普通涂覆方法涂覆的氧化或还原催化剂。
过滤器基底510和涂覆涂层511、催化剂、棉胎515、和任选的加热元件可以加入或封闭在耐用的和耐热的箱502中，该箱能够防止废气过滤系统500受到外部环境的物理破坏。箱端504、506可以与发动机废气管、歧管或发动机块相连或存在于其中。本发明的系统也可以使用其它装置，例如辅助风扇，用于迫使废气通过涂布基底和热源。
本发明提供了一种排放废气系统，用于除去内部燃烧废气流中的微粒物质和气体污染物。如上所述，过滤器基底由无机纤维毛坯加工而成。纤维毛坯主要包括独特的低密度无机纤维，它可以包括或由斩碎纤维构成。该斩碎纤维可以是长度均匀或长度随机、是短纤维或长纤维、是一种纤维或多种不同纤维的任意组合。低密度无机纤维可以由非机织或斩碎的无机纤维以任意组成组成。这些无机纤维可以包括一种或多种的以下物质(但不限于)：(1)氧化铝-氧化硼-二氧化硅；(2)氧化铝-氧化锆；(3)氧化铝-氧化物；或(4)二氧化硅-氧化物。这些无机纤维可以含有第二强化微量元素、组成物或可接受的杂质。微量元素可以是Cu、Mg、Mn、La、Ce、Zn、Zr、Ce、La的任意组合。当涂覆催化剂时，这些微量元素已显示在催化剂粘合、催化剂的分散性和特性或均匀度、以及过滤器基底的拉伸强度方面更有效。
如上所述，排放废气系统或过滤器基底本身可以具有用于加热过滤器基底的外部热源。该过滤器基底也可以具有用于加速净化过程而涂覆的氧化催化剂。
使用改进的溶胶-凝胶法形成无机纤维毛坯，该方法是一种普通的化学工程或陶瓷方法.无机纤维毛坯也可以利用“挤压-浇注”加压法，其中将压力降低至负值或真空操作.该真空操作能够形成或制得超低密度的无机纤维毛坯，同时保持其强度.用于形成无机纤维毛坯的溶胶-凝胶法与加压法或真空法结合有助于产生对微粒的过滤极其有益的极低密度.
无机纤维毛坯可以在加压阶段利用无氧环境在室中形成。该无氧环境产生使金属氧化最小并且独特的强化纤维键的环境。另外暴露或使用氮气或氢气可用于获得超低密度。氢气是挥发性的，因此氮是优选气体。无机纤维毛坯也可以利用单一或多种粘合剂过程改变毛坯的强度和传导性。涂覆粘合剂几次将增加强度，但是也可能降低或阻塞孔空间。粘合剂可以是具有SiO2或Al2O3组成的氧化物粘合剂，它们是该溶胶-凝胶法的最常见的粘合剂。氧化物粘合剂也可以是玻璃构型、结晶构型或一些其它无机粘合剂。无机纤维毛坯可以在约500℃的任意地方固化。在一个优选实施方式中，在粘合剂胶凝之后，通过将毛坯加热至约200°F持续约4小时，然后在5小时内将温度慢慢增加至约600°F使无机纤维毛坯固化。加热之后通过快速降低温度将纤维毛坯骤冷。
该固化过程具有许多变量，并且这些变量可以根据对纤维毛坯需要的有多强、多少孔或者渗透性如何来调整。也可以改变该固化过程来确定毛坯耐高温性。该固化过程可以利用多个固化应用并且可以改变加热和冷却的间隔和方法。无机纤维毛坯也可以快速冷却骤冷或回火。
一旦将纤维毛坯固化，可以根据需要将其加工、钻孔、成型、和/或构造产生或形成所需形状的过滤器基底。主要是将无机纤维毛坯加工至所需形状或大小。一旦获得所需形状或大小，过滤器基底可以具有微观的表面积增加。该微观的表面积增加可以在过滤器基底内使用例如穿或钻某一形状的孔的工艺实现。正如上面讨论的，目前的钻孔或产生表面强化的方法包括使用脉动激光器、CNC钻孔、DPSSL、EB钻孔或EDM。如果需要的话，脉动激光器可以每秒切割多达2000个比微粒直径小的孔。
如图6所示，这些微观的表面强化包括加入微观的入口和出口管例如纳米管、mμ-管、μ-管、纳米通道、mμ-通道、μ-通道等。这些微观的入口和出口管或通道的大小由所用钻孔工艺决定。使用高端激光钻孔设备将使通道和管能够在优选50-100μm直径的范围内钻孔。微观的表面强化将使得过滤器元件能够以微观水平处理污染物和微粒，它是传统废气过滤器或催化净化器不能达到的。以微观水平处理废气污染和微粒提供了大大增加的熄火速率和过滤器再生，它也大大增加了校正的微粒的百分数。
过滤器基底在形成无机复合纤维毛坯期间可以包括普通出口和入口管浇注。入口和出口管可以是使用插入到用于过滤器基底的未固化的无机纤维毛坯内的有机间隔基产生。应注意到出口管不是用于污染物而是用于中间气体离开过滤器并保持发动机功率或废气气流(间接)的装置。入口和出口管也可以在固化期间产生，其中插入的间隔基在固化期间分解或溶解。入口和出口管也可以在形成过滤器基底之后产生。在一优选实施方式中，入口和出口管是在形成过滤器基底之后产生的。入口和出口管可以于过滤器基底内钻孔或穿孔，并且这些管可以为平行或非平行构型、线性或非线性构型，可以是圆柱体、锥形、椭圆形、弯曲、方形、环状、砂漏或任意其它可以想到的形状。
图7提供了可以施加于过滤器元件700的入口702和出口704空间的纵视图。由图7显示，所有入口702和出口704空间彼此平行并且形状为圆锥形。使用圆锥形设计迫使废气和微粒通过非机织无机纤维过滤器元件本身过滤，获得更高百分比的捕获微粒。
下面提供了本发明的过滤器元件的制备和设计的两个例证实施方式.第一个实施例理想地适合用作柴油发动机的废气过滤器设备.第二个实施例理想地适合用作汽油发动机的废气过滤器设备.
实施例1：柴油发动机
基底：使用氧化铝强化的热屏障制品制备基底或纤维毛坯。该氧化铝强化的制品可以以不同的密度形成并以数值区分。这些数值代表1立方英尺材料的重量或“pcf”。作为一个实例，认为8是低密度，认为25是高密度。该氧化铝强化的制品可以在2-50之间改变“pcf”，但是对本发明而言优选在8-25之间。在该例证实施方式中，低密度氧化铝强化的制品采用较低密度，从而提供更大表面积来捕获微粒。
纤维毛坯通常生长或形成大约13″x13″x5″的块。由该纤维毛坯使用金刚石镶刃或碳化钨带锯切割直径为6英寸的5英寸高的圆柱体或椭圆形直立圆柱体预制坯。该预制坯进一步在旋压车床(就直立圆柱而言)或者砂带磨床上加工到正好的公差以形成基底。由于基底软，因此该加工简单并且与加工软木材一样容易。
管：一旦基底由纤维块切割并加工，就将其插入钻孔机钻孔。在基底中钻孔增加了基底的表面积，它对捕获微粒是重要的。与圆柱体的主轴和废气排放流平行地，在基底内钻多个管。在基底内钻的管的直径可以变化。然而，管的直径越小，可以适配到基底中的管越多。可以适配的管越多，表面积越大。
由于柴油发动机的大多数微粒的大小被认为是PM10或PM2.5，因此这些管应足够大使得微粒进入，但是足够小使得微粒可能与钻的管的内壁接触并附着在该内壁上。另外，氧化铝强化的复合基质陶瓷为90％多孔的，这意味着有足够大的空间使得气体通过基底。这样大的孔隙率也给微粒沉积其上提供了附加的表面积。
就该柴油例证实施方式而言，基底钻有0.04英寸直径的孔，它们在整个过滤器内各自间隔0.06英寸。这些管比传统堇青石管小，这样大大增加了表面积，而不需考虑存在于矾土强化的复合基质陶瓷本身的大量孔空间的表面积。如图7所示，所述管包括平行的“盲”管或者没有出口孔的管。这些盲管迫使气体在出去之前通过隔膜的孔空间或过滤器元件本身。
在该例证实施方式中，使用计算机控制以保持均匀性的CNC钻孔来钻孔。该钻孔过程是在常流水簇射下进行的，防止粉尘空降，产生OSHA危险，和/或进入钻孔轴承并破坏它们。在任意催化应用之前钻孔的基底经烘干去除或焙烤掉可能存在于孔隙内的任意水或其它液体。焙烤时间并不重要并且可以通过简单地称重基底来确定水份是否完全蒸发。在将过滤器元件加热几个不同间隔之后，重量将稳定并且过滤器元件或基底已适合于涂覆任意催化剂或涂层。
催化剂：该钻孔的基底现在易于涂布催化剂。通常，将钻孔的基底送到卡车加工厂，将该基底放置在溶解贵金属盐的特定溶液中，然后加热固化过滤器元件。涂覆修补基面涂层和催化剂的方法和方式对本领域技术人员为已知并公开于美国专利5,244,852和5,272,125。
封装：在将所有催化剂和涂层涂覆之后将过滤器元件封装在外壳中。在封装在外壳中之前，过滤器元件可以包装在绝缘体或棉胎层中。外壳经常由金属制成。然后将该废气过滤器系统安装在废气歧管下游的传统位置。
实施例2：汽油发动机
基底：再一次，就汽油发动机的例证实施方式而言，使用相同的氧化铝强化的热屏障制品形成基底。该氧化铝强化的复合基质陶瓷″pcf″范围可以在2-50之间，但是优选在8-25之间。在该例证汽油发动机实施方式中，使用低密度氧化铝强化的复合基质陶瓷8因为其提供低密度而且强度好的纤维毛坯。
再一次，纤维毛坯通常以大约13″x13″x5″块形成，由此切割5英寸高，6英寸直径的圆柱体或椭圆形直立圆柱预制坯。使用金刚石镶刃或碳化钨带锯进行切割，然后将该过滤器元件在旋压车床或砂带磨床上加工到正好的公差。
管：一旦基底经切割和砂磨至最终尺寸，在过滤器元件中切割或钻管。就汽油发动机的例证实施方式而言，使用二极管脉冲固体激光器(DPSSL)切割管或孔。DPSSL能够使表面积增加，管或孔以2,000孔/分钟的速率切割。所得管具有大约100纳米或微米(千分之一毫米)的直径。由于千万个纳米管使得过滤器元件的表面积大大增加，因此过滤器不需要像传统过滤器那样厚。另外，本发明的越薄或越小的过滤器元件的制造成本越低，这是由于一个切割的纤维毛坯可以制备多个过滤器元件并且需要的涂布的任意涂层或催化剂的量减少。
另外，由于氧化铝强化的复合基质陶瓷是具有90％孔隙率，有惊人量的孔隙通过排放物。该惊人量的附加表面积上已经钻孔的管提供大量小空间的表面积。如图6所示，氧化铝强化的复合基质陶瓷过滤器元件600的扫描电子显微镜(SEM)图象显示了孔隙606直径与微粒物质604非常相容。为了使这些管更有效，可以进行激光钻孔编程，以钻成锥形或盲孔，代替平行圆柱体。激光器甚至可以编程在上部开口小和渐渐变大(类似砂漏)或者来回产生非平行的开口、无规开口或通道，和阶梯形或交错形式。
此外，形成较短的过滤器元件长度将使得废气更不费劲地流过。通过过滤器的长度构成反压力，短的过滤器元件使得反压力减少并且废气将不费劲地通过过滤器系统，这样过滤能力就增加。反压力的这种降低使得发动机运行更有效，这意味着里程油耗更好并且功率更大。
封装：由于过滤器元件本身的尺寸降低，因此外壳尺寸也可以降低，并且很可能以废气管线中小的凸起的形式而被注意到，或者可以作为在废气歧管和排气管之间的小容器。
位置：将本例证汽油发动机实施方式的废气过滤器设备安装在废气歧管的末端，这样更好地使用现有发动机的热量从而有助于微粒的燃烧。尽管由堇青石或碳化硅构成的传统催化净化器在该位置将熔融或分裂，但是本发明不会。在该汽油发动机的例证实施方式中，废气过滤系统将从位于尽可能靠近废气歧管的未处理的过滤器元件处开始使用废气的高温燃烧微粒。而且在下游，在温度对大多数催化剂有利的地方，可以加入第二和第三阶段过滤器将NOx和其它有毒气体转化成毒害较低的废气。
上面讨论的两个例证实施方式是使用标准和常规封装形状的本发明的技术的应用，这样过滤器元件形状与常规过滤器的标准过滤器形状相似.然而，正如图8和9中看到的，本发明的独特特性使得过滤器元件的形状和设计具有独特的设计和解决方法.正如图8中看到的，废气过滤器系统800包括组合有金属丝网加热元件804的过滤器元件802.过滤器元件802和金属丝网加热元件804相对废气流以一定角度插入到废气箱806中.由于金属丝网加热元件804放置在过滤器元件802后面和下面，该角度的结果是使得过滤器元件802可以更均匀有效地受热并利用已知的原理热量上升.正如前面讨论的，更均匀和有效的加热使得过滤器元件802能够更完全地燃烧或闪蒸掉净化器废气中的微粒.图9显示了图8中描述和讨论的过滤器元件902和金属丝网加热元件904的正视图.正如看到的，过滤器元件902和金属丝网加热元件904以椭圆形成型，以便以一角度安装在箱内.箱的形状、过滤器元件902的形状、加热元件904的类型和角度都可以改变以满足所需废气系统应用的要求和限制.
辅助热源
作为前面讨论的另一构型或例证实施方式，过滤器元件可以包括在涂覆催化剂之后在基底中加入的一系列电热棒。这些加热元件在催化剂之后应用以防固化过程受到任何电触点的危害。加热元件或棒以离每边大约1/4英寸或者希望的任意距离放置。可以使用金属丝网构型或本文所述的其它加热元件，与气流方向垂直地放置并在形成纤维毛坯期间安装。这些电触点可以用Nextel织物或类似的东西保护。加热元件可以在发动机开动之前作为预热器被激活并且保持运行，或者部分或者全部运行，直到废气温度超过辅助加热元件实现的温度。
使用施加到过滤器基底的辅助热源可以有效地增加过滤器基底内侧的温度和/或将附加热量均匀地分布整个过滤器基底，使其更有效。辅助热源可以包括电阻电加热元件。这些加热元件可以具有棒构型，它可以在过滤器基底成型之后或者在溶胶-凝胶过程期间插入。过滤器基底可以具有一个或多个使用的电加热元件，并且这些加热元件可以同时、单独、以及以循环、设计或随机序列加热。加热元件可以以金属网构型在过滤器基底形成期间或之后插入。该过滤器可以使用单个金属丝网或多个金属丝网加热元件，并且这些加热元件可以同时或单个加热。此外，这些丝网加热元件可以循环、设计或随机序列加热。这些加热元件也可以利用棒、螺旋或螺线构型在过滤器基底形成期间或之后插入。过滤器基底可以包含一个或多个螺旋或螺线加热元件，它们可以同时或单独加热，包括使用循环、设计或随机序列。最后，过滤器基底可以包括前面描述的任意加热元件的组合。
除了上述电阻电加热元件之外，辅助热源也可以使用红外线或微波热加热元件。可以将各种热源安装在过滤器基底本身内侧或可以使用外部加热元件加热过滤器基底。再次，各种热源可以单独使用或者与任意其它加热元件或加热源组合使用。
过滤器基底将安装在具有足够耐用性的箱中以保护过滤器基底在车辆运输时遇到的正常冲击。这种箱可以包括普通金属箱例如不锈钢、钢或另一金属合金。该物质也可以是非金属的，包括陶瓷基箱。过滤器基底可以包封在绝缘体或棉胎中，然后包装在箱中。本发明也可以加入挡热板。
过滤器基底的入口和出口管可以涂布有氧化催化剂。该催化剂可以使辐射过程更快，这使得系统整体上处理废气更快。催化剂可以是贵金属催化剂，包括铂、钯或铑基的，以及其它的。催化剂可以直接涂覆到过滤器基底表面上。催化剂的涂覆可以是喷射，通过将过滤器基底浸泡在溶液中涂覆或者注入到过滤器基底本身内。使用氧化催化剂将促进微粒物质在较低温度下点火。另外，也可以在过滤器基底本身内使用催化剂作为辅助加热器。
废气过滤器系统可以与发动机废气路径成为一体，包括在发动机本身的废气歧管内成为一体.由于过滤器基底耐热和振动，因此立即将它放置在紧挨发动机废气的位置，同时它离开发动机块.该过滤器基底耐高温和增加的振动应力的独特能力能够使本发明过滤器的放置更靠近发动机.该紧密放置比不能经受如此高温或振动应力的传统废气过滤器或催化净化器具有益处.
尽管详细并参照其具体实施方式描述了本发明，但是对本领域技术人员来说显而易见的是，在不背离其精神和范围的情况下可以对本文进行各种改变和改进。因此，希望本发明在附加的权利要求书及其等同物的范围内涵盖了所有的本发明的改进和改变。

Claims (49)

1.一种发动机废气过滤器元件，包括：
包含许多非机织无机纤维的过滤器基底；
在所述过滤器基底内形成的至少一个区域；和
施加到所述过滤器基底的内部的至少一种表面积增加，
其中所述过滤器基底是通过如下方法制备的：
将非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
通过在所述过滤器基底的内部加入选自纳米通道和/或微米通道的微观的入口管和出口管而实施所述的至少一种表面积增加。
2.一种发动机废气过滤器元件，包括：
包含许多非机织无机纤维的过滤器基底；
在所述过滤器基底内形成的至少一个区域；和
施加到所述过滤器基底的内部的至少一种表面积增加，
其中所述过滤器基底是通过如下方法制备的：
将非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
通过在所述过滤器基底的内部加入选自纳米管和/或微米管的微观的入口管和出口管而实施所述的至少一种表面积增加。
3.如权利要求1或2的发动机废气过滤器元件，其中所述许多非机织无机纤维至少包括氧化铝-氧化硼-二氧化硅纤维。
4.如权利要求1或2的发动机废气过滤器元件，其中所述许多非机织无机纤维至少包括氧化铝-氧化锆纤维。
5.如权利要求1或2的发动机废气过滤器元件，还包括涂覆到所述过滤器基底的外表面的涂层。
6.如权利要求1或2的发动机废气过滤器元件，还包括涂覆到所述过滤器基底上的氧化催化剂。
7.如权利要求6的发动机废气过滤器元件，其中所述催化剂是铂基的。
8.如权利要求6的发动机废气过滤器元件，其中所述催化剂是钯基的。
9.如权利要求6的发动机废气过滤器元件，其中所述催化剂是铑基的。
10.如权利要求1或2的发动机废气过滤器元件，还包括至少一个加热元件。
11.如权利要求10的发动机废气过滤器元件，其中所述至少一个加热元件与所述过滤器基底成为一体。
12.如权利要求10的发动机废气过滤器元件，其中所述至少一个加热元件提供在所述过滤器基底之外。
13.如权利要求1或2的发动机废气过滤器元件，其中所述至少一个区域包括多个彼此密度不同的区域.
14.如权利要求1或2的发动机废气过滤器元件，其中所述过滤器元件包装在至少一个绝缘层内。
15.如权利要求1或2的发动机废气过滤器元件，其中所述过滤器元件装在箱内。
16.发动机废气过滤器元件的制备方法，包括步骤：
将许多非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
在所述过滤器基底的内部加入选自纳米通道和/或微米通道的微观的入口管和出口管而实施至少一种表面积增加。
17.发动机废气过滤器元件的制备方法，包括步骤：
将许多非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
在所述过滤器基底的内部加入选自纳米管和/或微米管的微观的入口管和出口管而实施至少一种表面积增加。
18.如权利要求16或17的方法，还包括步骤：向所述过滤器基底的外表面涂覆一涂层。
19.如权利要求16或17的方法，还包括步骤：向所述过滤器基底涂覆氧化催化剂。
20.如权利要求16或17的方法，还包括步骤：向所述过滤器元件提供加热元件。
21.如权利要求16或17的方法，其中，在无氧室中形成所述纤维块。
22.如权利要求16或17的方法，其中，在形成所述纤维块期间将所述纤维块暴露于氢气中。
23.如权利要求16或17的方法，其中，在形成所述纤维块期间将所述纤维块暴露于氮气中。
24.如权利要求16或17的方法，还包括步骤：向所述至少一浆液中施加粘合剂。
25.如权利要求16或17的方法，其中，在大于500℃的温度下固化所述纤维块。
26.如权利要求16或17的方法，其中，在1000℃的温度下固化所述纤维块。
27.如权利要求16或17的方法，还包括步骤：在所述固化之后骤冷所述纤维块。
28.如权利要求16的方法，其特征在于：所述选自纳米通道和/或微米通道的微观的入口管和出口管是通过在所述过滤器基底的所述内部穿孔而形成的。
29.如权利要求17的方法，其特征在于：所述选自纳米管和/或微米管的微观的入口管和出口管是通过在所述过滤器基底的所述内部穿孔而形成的。
30.如权利要求16的方法，其特征在于：所述选自纳米通道和/或微米通道的微观的入口管和出口管是通过在所述过滤器基底的所述内部钻孔而形成的。
31.如权利要求17的方法，其特征在于：所述选自纳米管和/或微米管的微观的入口管和出口管是通过在所述过滤器基底的所述内部钻孔而形成的。
32.发动机废气过滤器元件的制备方法，包括步骤：
将许多非机织无机纤维与胶体溶液混合形成至少一浆液；
向所述浆液中施加粘合剂；
将所述至少一浆液抽真空在模具中形成纤维块，该步骤在无氧室中进行，并在所述形成纤维块期间将所述纤维块暴露于氢气中；
在大于500℃的温度下通过焙烤所述纤维块固化所述纤维块，然后骤冷所述纤维块；
将所述纤维块加工成过滤器基底；和
在所述过滤器基底的内部加入选自纳米通道和/或微米通道的微观的入口管和出口管而实现表面积增加。
33.发动机废气过滤器元件的制备方法，包括步骤：
将许多非机织无机纤维与胶体溶液混合形成至少一浆液；
向所述浆液中施加粘合剂；
将所述至少一浆液抽真空在模具中形成纤维块，该步骤在无氧室中进行，并在所述形成纤维块期间将所述纤维块暴露于氢气中；
在大于500℃的温度下通过焙烤所述纤维块固化所述纤维块，然后骤冷所述纤维块；
将所述纤维块加工成过滤器基底；和
在所述过滤器基底的内部加入选自纳米管和/或微米管的微观的入口管和出口管而实现表面积增加。
34.一种发动机废气过滤器装置，包括：
具有与发动机废气相连的入口端和出口端的箱；
安装在所述箱内的过滤器元件，它包括：
包含许多非机织无机纤维的过滤器基底；
在所述过滤器基底内形成的至少一个区域；和
施加到所述过滤器基底的内部的至少一种表面积增加，
其中所述过滤器基底是通过如下方法制备的：
将非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
通过在所述过滤器基底的内部加入选自纳米通道和/或微米通道的微观的入口管和出口管而实施所述的至少一种表面积增加。
35.一种发动机废气过滤器装置，包括：
具有与发动机废气相连的入口端和出口端的箱；
安装在所述箱内的过滤器元件，它包括：
包含许多非机织无机纤维的过滤器基底；
在所述过滤器基底内形成的至少一个区域；和
施加到所述过滤器基底的内部的至少一种表面积增加，
其中所述过滤器基底是通过如下方法制备的：
将非机织无机纤维与胶体溶液混合形成至少一浆液；
将所述至少一浆液抽真空在模具中形成纤维块；
固化所述纤维块；
将所述纤维块加工成过滤器基底；和
通过在所述过滤器基底的内部加入选自纳米管和/或微米管的微观的入口管和出口管而实施所述的至少一种表面积增加。
36.如权利要求34或35的发动机废气过滤器装置，其中所述许多非机织无机纤维至少包括氧化铝-氧化硼-二氧化硅纤维。
37.如权利要求34或35的发动机废气过滤器装置，其中所述许多非机织无机纤维至少包括氧化铝-氧化锆纤维。
38.如权利要求34或35的发动机废气过滤器装置，还包括涂覆在所述过滤器基底的外表面上的涂层。
39.如权利要求34或35的发动机废气过滤器装置，还包括涂覆到所述过滤器基底上的氧化催化剂。
40.如权利要求39的发动机废气过滤器装置，其中所述催化剂是铂基的。
41.如权利要求39的发动机废气过滤器装置，其中所述催化剂是钯基的。
42.如权利要求39的发动机废气过滤器装置，其中所述催化剂是铑基的。
43.如权利要求34或35的发动机废气过滤器装置，还包括至少一个加热元件。
44.如权利要求43的发动机废气过滤器装置，其中所述至少一个加热元件与所述过滤器基底成为一体。
45.如权利要求43的发动机废气过滤器装置，其中所述至少一个加热元件提供在所述过滤器基底之外。
46.如权利要求34或35的发动机废气过滤器装置，其中所述至少一个区包括多个彼此密度不同的区域。
47.如权利要求34或35的发动机废气过滤器装置，其中所述过滤器元件包装在至少一个绝缘层内。
48.如权利要求34或35的发动机废气过滤器装置，其中所述发动机废气过滤器装置用于柴油发动机上。
49.如权利要求34或35的发动机废气过滤器装置，其中所述发动机废气过滤器装置用于汽油发动机上。
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US7785544B2 (en) 2010-08-31
US20050191218A1 (en) 2005-09-01
KR20060083128A (ko) 2006-07-20
US20090274602A1 (en) 2009-11-05
US7550117B2 (en) 2009-06-23
AU2003257018A1 (en) 2004-05-25
ATE452695T1 (de) 2010-01-15
HK1092407A1 (en) 2007-02-09
US6946013B2 (en) 2005-09-20
US7578979B2 (en) 2009-08-25
US7572416B2 (en) 2009-08-11
EP1558362A1 (en) 2005-08-03
KR101042755B1 (ko) 2011-06-20
DE60330700D1 (de) 2010-02-04
EP1558362A4 (en) 2006-10-18
US20080112865A1 (en) 2008-05-15
CN1787869A (zh) 2006-06-14
US20040079060A1 (en) 2004-04-29
JP2006503702A (ja) 2006-02-02
US20080171650A1 (en) 2008-07-17

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