CN1853034A - 柴油机颗粒过滤器 - Google Patents
柴油机颗粒过滤器 Download PDFInfo
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Abstract
本发明公开了一种柴油发动机颗粒收集过滤器结构。所述过滤器结构包括多个轴向规则排列其中的通透单元。所述通透单元由薄单元壁隔开。半数的通透单元在其流出端由密封剂密封,并且剩余的一半通透单元在其流出端敞开。过滤器结构设置在柴油发动机中,以解决由于压力损失引起的传统的问题。有可能避免由于过应变作用在机械控制的柴油发动机上而引起的以下问题:工作状态和燃料消耗率恶化,操作方便性降低,及在最差的情况下,发动机停止工作。
Description
技术领域
一般来说,本发明涉及一种柴油发动机颗粒收集过滤器结构,更具体地,涉及一种包含使压降减至最小的陶瓷烧结体的柴油发动机颗粒收集过滤器结构。
背景技术
近年来,与汽车数量的快速增长成比例,由汽车内燃发动机排出的排出物数量也显著增加。特别地,柴油发动机排出物中所包含的各种物质成为污染源,并且对全球环境造成非常不利的影响。另外,已经有研究报道发现排出物中的颗粒(柴油机颗粒)可能导致过敏和精子数量的降低。因此,去除排出物中的颗粒成为非常紧迫的研究目标。这里所使用的术语“颗粒”(在下文中称为“PM”)是用于含碳颗粒、含硫颗粒(如硫酸盐)和高分子量碳氢化合物颗粒的一般性术语。
各种传统的排出物净化装置已经被提出。典型的排出物净化装置包括外壳和过滤器,其中外壳设置在与发动机排气总管相连的排气管中间,而过滤器容纳在外壳中,并且具有精细单元。构成过滤器的材料可以是金属、合金或陶瓷,而由陶瓷构成的过滤器的代表性例子为由堇青石构成的蜂窝状过滤器。目前,一种多孔碳化硅烧结体经常被用作构成过滤器的材料,这种材料的优势在于具有高的热阻、机械强度、捕集效率和化学稳定性,并且压力损失很低。术语“压力损失”表示流入过滤器的气体压力减去从过滤器中流出的气体压力所获得的数值。排出物流过过滤器时产生的阻力是影响压力损失的最大因素。
柴油发动机排出物净化装置的过滤器分为捕集式(或壁流)和开放式(或直流)。其中,蜂窝状结构(柴油机PM过滤器,DPF)属于捕集式排出物过滤器的一种。
传统的蜂窝状过滤器具有许多轴向排列的单元。当排出物通过过滤器时,颗粒被单元壁捕集,从而从排出物中去除颗粒。但是,在蜂窝状过滤器中,PM沉积于其上,由此增加了压力损失。因此,当使用PDF时,必须定期清除沉积的PM。因此,当压力损失增加时,通过使用燃烧器或加热器使沉积的PM燃烧,从而去除PM。但是,沉积的PM的燃烧温度随着沉积的PM的数量增加而升高,这样,DPF可能因为温度升高产生的热应力而损坏。
下面,将对柴油发动机排出物净化装置1及传统的蜂窝状过滤器的结构进行详细说明。
如图1中所示,排出物净化装置1是一种用于净化从用作内燃机的柴油发动机2中排出的排出物的装置。柴油发动机2具有多个汽缸,并且所述汽缸与金属制成的总管3的支管部件4相连。支管部件4与总管主体5连通,用于在一个位置收集汽缸排出的排出物。由金属制成的第一排气管6和第二排气管7与排气总管3的下游端相连。第一排气管6的上游端与总管主体5连通。由金属制成的管状的外壳8被置于第一排气管6和第二排气管7之间。外壳8的上游端与第一排气管6的下游端连通,外壳8的下游端与第二排气管7的上游端连通。因此,外壳8被置于排气管6和7之间。此外,第一排气管6、外壳8和第二排气管7彼此连通,以允许排出物从中通过。
如图1中所示,外壳8的中间部分具有比排气管6、7更大的直径。因此,外壳8具有比排气管6、7更大的内部空间,并且陶瓷过滤器结构9容纳在外壳8中。绝热体10通常被置于结构9的外表面与外壳8的内表面之间。包含陶瓷纤维的绝热体10具有垫子的形状,并且作为一种防止热从过滤器结构9的最外侧散发,从而将净化过程中的能量损失减至最小的元件。
图2是蜂窝状过滤器的剖视图,其中在外壳内部设置有典型的圆柱形陶瓷过滤器。因为陶瓷过滤器结构能够去除柴油机颗粒,因此通常称其为柴油机颗粒过滤器(DPF,DSF)。陶瓷过滤器结构由一种多孔碳化硅烧结体构成,所述碳化硅烧结体为一种陶瓷烧结体。使用碳化硅烧结体的原因在于其热阻和导热性与其它陶瓷相比很优秀。除了碳化硅之外,可以选择氮化硅、硅铝氧氮陶瓷(sialon)、氧化铝、堇青石(cordierite)或多铝红柱石(mullite)用于烧结体。在蜂窝状结构中,具有沿轴向规则排列的几乎方形截面的多个通透单元12,并且所述通透单元12由薄单元壁13隔开。在单元壁13的外表面上包含有氧化型催化剂,所述催化剂包括铂族元素或其它金属元素及其氧化物。每个通透单元12在9a或9b任意一端的开口由密封剂密封。因此,传统过滤器结构的截面具有棋盘状的图案。单元的密度设定为200单元/英寸,并且单元壁的厚度设定为大约0.3mm。半数单元在其进入端9a敞开,而剩余的一半则在其流出端9b敞开。
发明内容
但是传统的蜂窝状过滤器结构其缺陷在于,因为排出物很难通过蜂窝状结构,因此压力损失很高。也就是说,因为进入过滤器的气体压力与流出过滤器的气体压力之间的压差很高,过应变作用在内燃发动机上,具体地说,机械控制的柴油发动机上。因此,其工作状态和燃料消耗率恶化,操作方便性降低,在最差的情况下,发动机停止工作。本发明的发明人认为巨大的压力损失部分是由传统蜂窝状过滤器结构的密封结构引起的,因此发明了一种通过改进传统蜂窝状过滤器结构而获得的过滤器结构。
因此,本发明的一个目的是提供一种能够将压力损失减至最小的过滤器结构。
本发明的另一个目的是提供一种改进机械控制柴油发动机工作状态的过滤器结构。
本发明的再一个目的是将传统壁流蜂窝状结构与直流蜂窝状结构结合起来,以防止PM的沉积并且提高净化效率。
为了达到上述目的,本发明提供了一种颗粒的收集过滤器结构。
根据本发明,改进的柴油发动机颗粒收集过滤器结构包括多个轴向规则排列于其中的通透单元。通透单元由薄的单元壁隔开,半数通透单元在其流出端由密封剂密封,并且剩余的一半通透单元在其流出端敞开。
在过滤器结构中,所有通透单元在其进入端敞开,并且半数的通透单元在其流出端密封。具有由密封剂密封的流出端的密封单元可以与敞开单元相邻排列,从而它们在过滤器结构的横截面中形成棋盘状图案。作为选择,密封单元可以排列成圆,并且所述圆在过滤器结构的横截面中同心排列。或者,密封单元可以排列在由过滤器结构横截面的中心线划分的两部分中的任一部分中。此外,每个通透单元横截面为方形或六边形。另外,可以在单元壁的外表面上包含有包括铂族元素或其它金属元素及其氧化物的氧化型催化剂。优选地,根据本发明的改进的柴油发动机的颗粒收集过滤器结构具有1-50μm的平均孔径。当平均孔径小于1μm时,过滤器由于颗粒的积聚很容易阻塞。当平均孔径大于50μm时,则不可能收集到小颗粒,于是降低了收集效率。优选地,根据本发明的改进的柴油机发动机颗粒收集过滤器结构具有30-70%的孔隙率。如果孔隙率小于30%,过滤器变得非常密集,于是排出物不可能从其中通过。如果孔隙率大于70%,就会形成大量的孔,于是强度和颗粒收集率就会不利地降低。
将要设置于柴油发动机中的根据本发明的柴油发动机颗粒收集过滤器结构可以解决由压力损失带来的传统问题。因此,有可能避免由于过应变作用在机械控制的柴油发动机上引起的以下问题:工作状态和燃料消耗率恶化,操作方便性降低,及在最差的情况下,发动机停止工作。
附图说明
图1示意性示出了一种排出物净化装置;
图2为图1所示的排出物净化装置的主要部件的剖视图;和
图3为装配有根据本发明过滤器结构的净化装置的主要部件的剖视图;
图中主要部件的参考标记的说明:
1:排出物净化装置 2:柴油发动机
3:总管 4:支管部件
5:总管主体 6,7:排气管
8:外壳 9:过滤器结构
9a:进入端 9b:流出端
10:绝热体 12:通透单元
13:单元壁 14:密封剂
15:密封单元 16:敞开单元
具体实施方式
图3为具有根据本发明的过滤器结构的外壳的剖视图。
在圆柱形的过滤器结构中,排出物进入圆柱形过滤器结构的一端完全敞开,并且排出物从中流出的圆柱形过滤器结构的另一端部分密封。多个通透单元12由密封单元15和敞开单元16组成。所有通透单元在其进入端敞开。半数通透单元在其流出端由密封剂14密封,并且剩余的一半通透单元在其流出端敞开。敞开单元16和密封单元15以基本相等的数量设置,并且敞开单元可以与密封单元相邻排列,从而其在过滤器结构的横截面中形成棋盘状图案。作为选择,敞开单元可以环绕着过滤器结构中心排列成圆,并且所述圆在过滤器结构的横截面中同心排列。或者,敞开单元可以不对称地排列在过滤器结构的横截面中。因此,当过滤器结构为圆柱形时,敞开单元和密封单元可以在过滤器结构的横截面中以不同的半圆形排列。此外,每一个单元在截面上可以是方形或六边形。本发明的过滤器结构可以包含烧结体,如碳化硅、氮化硅、硅铝氧氮陶瓷、氧化铝、堇青石或多铝红柱石。优选地,氧化型催化剂层可以形成于单元壁层上。排出物中包含的HC和CO可以由氧化型催化剂层氧化和净化。氧化型催化剂层在氧化和净化过程中产生热量,由此很容易升高根据本发明的过滤器结构的温度。图3示出了单个过滤器结构,但是不用说,多个颗粒收集过滤器结构可以沿排出物的流动方向以5mm的间隔排列。
接下来将对使用碳化硅烧结体的颗粒收集过滤器结构的生产过程进行说明。
首先,制备在挤制步骤中用作原料的陶瓷浆料,并且制备在密封步骤中用于形成密封单元的密封膏。
将预定量的有机粘结剂和水与碳化硅粉末混合并揉捏以制备陶瓷浆料。将有机粘结剂、润滑剂、增塑剂和水与碳化硅粉末混合并揉捏以制备密封膏。
将陶瓷浆料供入挤压机中,并且使用模具连续挤压以制备具有预定形状截面的第一挤出物,所述第一挤出物包括多个具有敞开进入端和流出端的单元。用密封膏将挤出的第一过滤器的一半的敞开单元流出端密封。密封单元可以与敞开单元相邻排列,从而其在过滤器结构的横截面中形成棋盘状图案。作为选择,密封单元可以排列成圆,并且所述圆在过滤器结构的横截面中同心排列,并且敞开单元可以沿过滤器结构的圆周排列。或者,密封单元和敞开单元可以在过滤器结构的横截面中以不同的半圆形排列。将温度和时间设定为预定值,并且进行烧结,由此产生由多孔碳化硅烧结体构成的颗粒收集过滤器结构。催化剂层可以通过下面步骤形成。将氧化物粉末或复合氧化物粉末与粘结剂组分(如氧化铝溶胶)和水混合制备浆料。浆料沉积在过滤器的单元壁上,然后进行烧结。可以使用具有代表性的浸渍法使浆料沉积在单元壁上。可以在催化剂层中包含催化剂组分,所述催化剂组分能够通过催化反应减少NOx并且促进PM的氧化。优选地,催化剂层中包含选自包括铂族贵重金属,如Pt、Rh和Pd的组中的一种或多种。
下面将对颗粒的捕集进行简单的说明。
排出物通过外壳的上游端进入容纳在外壳8中的过滤器结构9。排出物流经第一排气管6进入所有带有敞开进入端的单元中。随后,排出物沿着单元壁13流动,由密封单元15的密封端阻挡,并且通过敞开单元16的敞开端流出。排出物中包含的颗粒被捕集在密封单元15中,并且净化的排出物通过第二排气管7排出。此外,当过滤器内部温度达到预定值时,借助于催化剂,捕集的颗粒被点燃并燃烧。同时,流入具有与密封单元相同的截面面积的敞开单元中的排出物通过过滤器,而不产生压力损失,由此防止了过应变作用在柴油发动机上。
Claims (5)
1、一种用于柴油发动机的颗粒收集过滤器结构,所述过滤器结构包括多个轴向规则排列于其中的通透单元,其中,所述通透单元由薄的单元壁隔开,半数的通透单元在其流出端由密封剂密封,并且剩余的一半通透单元在其流出端敞开。
2、根据权利要求1所述的颗粒收集过滤器结构,其中,具有敞开流出端的敞开单元及密封流出端的密封单元交替排列,从而所述敞开和密封单元在所述过滤器结构的横截面上形成棋盘状的图案。
3、根据权利要求1所述的颗粒收集过滤器结构,其中具有密封流出端的密封单元排列成圆,所述圆在过滤器结构的横截面中同心排列。
4、根据权利要求1所述的颗粒收集过滤器结构,其中具有密封流出端的密封单元排列在由过滤器结构横截面的中心线划分的两部分中的任一部分中。
5、根据权利要求1-4之一所述的颗粒收集过滤器结构,其中每一个通透单元的横截面为方形或六边形。
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JPH02181015A (ja) * | 1989-01-05 | 1990-07-13 | Toyota Motor Corp | 逆流再生方式の排気浄化装置 |
DE4200552C2 (de) * | 1992-01-11 | 1994-07-14 | Daimler Benz Ag | Rußfilter für Verbrennungs-, insbesondere Dieselmotoren |
JPH0633734A (ja) * | 1992-07-10 | 1994-02-08 | Ibiden Co Ltd | 排気ガス浄化装置 |
US6827754B2 (en) * | 2001-09-13 | 2004-12-07 | Hitachi Metals, Ltd. | Ceramic honeycomb filter |
US7107763B2 (en) * | 2002-03-29 | 2006-09-19 | Hitachi Metals, Ltd. | Ceramic honeycomb filter and exhaust gas-cleaning method |
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