DE3035472A1 - CATALYST REACTORS - Google Patents

Description

The invention relates to the purification of gases, especially exhaust gases. The invention aims, in particular, at least at the amount of pollutants such as carbon monoxide and to reduce smoke, in gases emitted by internal combustion engines.

Internal combustion engine gases often contain finely divided particles of hydrocarbons and / or coal and / or other solids emerging in the form of smoke. For example, there is smoke from a diesel engine of solid / liquid particles, solid chain aggregates in which essentially spherical particles with a diameter of between 100 - 800 Å couple liquid sulfates, liquid hydrocarbons and gaseous hydrocarbons. The solid / liquid particles generally consist of coal particles with adsorbed liquid hydrocarbons, and the solid chain aggregates generally consist of high molecular weight organic compounds and / or inorganic sulfates.

In general, there are three different forms of smoke from exhaust pipes of diesel engines, namely "white smoke", "black smoke" and "blue smoke". White smoke

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occurs when the motor is started for the first time, namely by the condensation of water vapor on particles that are in the exhaust gas, so that a fine mist is formed. Black smoke occurs when the engine has warmed up; it contains a relatively high proportion of carbon particles. In the blue smoke there is some carbon along with a relatively high proportion of gaseous Hydrocarbons such as aldehydes.

In the following, the above-described particles are referred to as "smoke generating particles". About 90% of this smoke-generating particles are less than a micron in size. This value falls within the inhalable size, the largest of the remaining 10% this smoke-generating particle is less than four microns.

Other undesirable components that are present in exhaust gases are noxious gases such as carbon monoxide and hydrocarbons. In this specification the term "pollutants" refers to smoke-generating particles and noxious gases.

The catalytic oxidation of carbon particles takes place takes place at around 400 ° C, whereas the normal combustion temperature of these particles is between 700 - 800 ° C.

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In the case of hydrocarbon particles, the catalytic Oxidation takes place at temperatures of about 200 C. The effects of a catalytic converter on temperature, at catalytic oxidation of particles entrained in the exhaust gas stream of a diesel engine takes place examined. A number of experimental catalysts would be prepared. The catalysts consisted of a substrate, the one made of 310 stainless steel wire with a diameter of 0.0254 cm, which leads to a ribbon of 0.0106 cm Starch was rolled from a layer of aluminum oxide and a layer of one or more platinum group metals at a load of 2.46 mg / g alumina had been made. A part of the coated wire was cut off from a catalyst and under gradual Raising the temperature along with particulate matter from the exhaust stream of a Diesel engine was taken in the sample pan of a differential scanning colorimeter (DSC) in one atmosphere heated by 1% oxygen in argon. Samples of the atmosphere above the sample pan were collected via a heated capillary tube removed and fed to a mass spectrometer. Four mass numbers were found: Carbon monoxide (44), doubly charged argon (20), oxygen (32) and water (18) or nitrogen and carbon monoxide (28). The temperature at which the differential record of the

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DSC peaked was taken as the temperature at which the combustion of the particles took place. This temperature can be referred to as the "light-off temperature". The results were like follows:

Aluminum oxide charge Catalytic metals "Burning off / g wire) Temperature" ( ⁰ C)

0.33 5.7 % Rh 94 .3% Pt 235 0.28 67 ° c Pt 33 % Pd 207 0.30 Pd 265 0.28 Pt 220

The "burn-off temperature" of the particles from the exhaust gas stream of a diesel engine, namely 207 ° - 265 ° C, is considerable lower than the combustion temperature in the absence of a catalyst. As there is the presence of a catalyst allows the smoke generating particles to be oxidized in a gas at a lower temperature than normal The temperature at which the combustion takes place is little or no heating of the exhaust gases from an internal combustion engine required when the catalytic oxidation of any smoke-generating particles in the gas should be carried out. For example, a diesel engine runs at around 400 ° C when it is under medium to full load

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stands, so that no preheating of the exhaust gases emitted by the diesel engine is required before these exhaust gases passed over a catalyst to remove smoke-forming particles from the gas by catalytic oxidation provided that the catalytic converter is close to the engine.

Internal combustion engines are often used in places where there are strict regulations regarding their use exist. Diesel engines used in the British National Coal Authority (NCB) coal mines should be modified to comply with the provisions regarding the use of diesel engines in Mines correspond. The motor is surrounded by a water cooling jacket, so that the temperature of each outer part of the motor that comes into contact with air is less than 120 ° C. The engine exhaust gases are through a Water conditioners and flame arresters before they are finally released into the outside air. The water conditioner can be a container with water, through which the exhaust gas bubbles; however, water can also be sprayed into the exhaust gas flow. Each a catalyst for The chamber containing the treatment of the exhaust gas must comply with the regulations, but at the same time the temperature of the exhaust gas hold so high that the catalytic removal of contaminants can take place.

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The object of the invention is at least the amount of smoke that is contained in the exhaust gases by performing catalytic oxidation of the smoke-generating particles in the gas.

Another object of the invention is to control the amount of harmful gases and particles that are present in the exhaust gas of an internal combustion engine are present to decrease.

Another object of the invention is to provide a diesel fuel or gasoline-powered internal combustion engine so that a significantly reduced amount of harmful gases and particles are generated.

According to the invention, an internal combustion engine has a reduced amount of pollutants and pollutants a water cooling jacket is surrounded, a chamber which is at least partially surrounded by the water cooling jacket and in which a catalyst is arranged, which consists of a substrate which is at least partially with a layer of a Refractory metal oxide is coated on which a catalytic substance is deposited, the chamber to the cylinder outlet openings connects so that the exhaust gas discharged through the exit openings through the chamber and the exit conduits flows into the outside air.

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: ", ---; ■■; .- go35472

According to the invention comprises a method for reducing pollution by exhaust gas from an internal combustion engine directing the exhaust gas from the engine cylinders into a chamber that is at least partially covered by a water cooling jacket is surrounded and contains a catalyst, so that at least some of the harmful gases and particles of a catalytic Be subjected to oxidation.

Preferably the engine is a diesel engine.

According to the invention comprises a catalyst for use in cleaning diesel exhaust gases

a) a substrate,

b) a layer of an adherent refractory metal oxide, which is attached to the surface of the substrate, and

c) a catalytic metal from the group consisting of Ru, Rh, Pd, Ir, Pt, Fe, Co, Ni, V, Cr, Mo, W, Y, Ce and alloys and intermetallic compounds which contain at least 20% by weight of one or more of these metals, which are applied to the surface of or through the entire refractory metal oxide layer.

The refractory metal oxide layer preferably contains one or more constituents of the in the form of its oxides Group Mg, Ca, Sr, Ba, Sc, Y, the lanthanides, Ti, Zr, Hf Th, V, Cr, Mn, Co, Ni, B, Al, Si and Sn.

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A preferred coating material is Al-O., And aluminum oxide, but it is also stabilizing oxides such as BaO and oxides that promote the catalytic activity, such as TiO _2, ZrO _2, HfO _3, ThO _2, Cr ₃ O ₃ and NiO also available be.

The catalytic substrate can be a ceramic or metal monolith, i.e. a unitary body through which Channels run, or it can also be such that the exhaust gas flows in a swirling manner. A structure of linked or woven wire can be used as a substrate so that the exhaust gas swirls through the catalyst. Metals or alloys used in the manufacture of a substrate are advantageously resistant to oxidation and should be heat-resistant up to at least 600 C.

Suitable base metal alloys are nickel and chrome alloys, which have a total content of Ni and Cr which is greater than 20% by weight, and alloys of iron, at least one of the elements chromium (3 - 40% by weight), aluminum (1-10% by weight), cobalt (trace - 5% by weight), nickel (Trace - 72 wt.%) And charcoal (trace - 0.5 wt.%). Such substrates are in the German Offenlegungsschrift 24 50 664 described.

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Further examples of base metal alloys that can withstand the tough requirements are iron-aluminum-chromium alloys, which can also contain yttrium. These alloys can contain 0.5 - 12 wt.% Al, 0.1-3.0% by weight Y, 0-20% by weight Cr and the remainder Fe. These alloys are disclosed in U.S. PS 3,298,826. Contains another range of Fe-Cr-Al-Y alloys 0.5-4% by weight Al, 0.5-3.0% by weight Y, 20.0-95% by weight Cr and the remainder Fe. These are in U.S. PS 3,027,252 described.

Optionally, the base metal alloys can have a lower one Corrosion resistance, such as mild steel, but have a protective coating that covers the surface of the substrate as described in co-pending British Patent Application 2,013,517 A dated February 2, 1979 will.

If wire is used as a substrate, its strength should be between 0.0254 and 0.508 mm and preferably between 0.0254 and 0.305 mm.

A first embodiment of the invention will be described with reference to FIG. The outer wall 7 a catalyst chamber has openings 10 and 11, the

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lie next to the outlet openings of the engine cylinder and connect to them and an outlet 12 next to the exhaust line 13. The catalysts 1, 2, 8 and 9 are arranged as shown. The catalyst chamber has an inner wall 5 and two outer walls 6 and 7, with an air gap between the walls 5 and 6 and the gaps between 6 and 7 being filled with circulating water. The water comes from the water cooling jacket that surrounds the engine. The flow of exhaust gas is generally indicated by the arrows F ₁ , F-, F ₃ , F ₄ , F ₅ and F _g . Exhaust flows from the cylinders through the exhaust ports and through ports 10 and 11 into the chamber and comes in contact with catalytic converters 1 or 2 and then with catalytic converter 8 and possibly catalytic converter 9 before flowing through port 12 to the exhaust line.

The substrate is a monolith or a wire structure. If a wire structure is used, a unit for any catalyst can be used or a number of smaller units connected together.

A second embodiment of the invention will be described with reference to FIG. The catalyst chamber has openings 10 and 11 next to the exhaust openings of the Cylinder and adjoining it and an exit 12 next to it

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the exhaust pipe 13. Between the inner wall 25 and the outer wall 27 of the catalyst chamber, water circulates from the water cooling jacket of the engine. An inner chamber 24 containing two catalysts 1 and 2 is arranged in the catalyst chamber, as shown in Fig. 2, so that the exhaust gas flowing into the catalyst chamber must flow through an inner chamber 24 and come into contact with the catalysts before it leaves the chamber and enters the exhaust pipe. A part of the inner chamber 29 is provided with holes or slits so that the exhaust gas located in it can flow from the inner chamber to the catalyst chamber and from there to the exhaust pipe. Exhaust gas that enters the Katalysatorkainmer at the opening 10, flows through the chamber as indicated by the marked arrows F ₂ I ^{7 F} 23 ^'F 25' ^F 27 ^'F 28 ^{and F} 31 ^are 5 is ^estel l ^t, while gas at the other opening 11, as indicated by the marked arrows F ₃₃ , F ₃₄ , F- ,, F ₃₉ , F ₃₀ and F ₃₁ , flows through.

The carrier is a monolith or made of metal wire. The two catalysts are in the catalyst chamber like Arranged in Fig. 2 so that approximately the same amount of exhaust gas flows through each of the catalysts, the exhaust gas from one Cylinder flowing through a catalyst.

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Another exemplary embodiment is shown in FIG. 3, in which one or more catalytic converters are used with coils that can be optionally used. The catalyst chamber has openings 50 and 51, which are located next to the exhaust gas openings of the cylinders and are connected to them, and an outlet 52 next to the exhaust pipe 53. The catalysts 41, 42 and 43 consist of a carrier, a coating layer and a catalyst metal and are arranged in such a way that they that the exhaust gas entering the catalyst chamber is forced to flow through the interstices of at least one catalyst before it leaves the chamber and flows into the exhaust pipe. The exhaust gas flows through the chamber, as indicated by the arrows E ¹ ..., ^f ao ' ^F 43' ^F 44 ' ^F 45' ^F 46 ' ^F 47, ^F 48' ^F 49 ' ^F 50' ^F 51 * ^F 52 ' ^F 53' ^F 54 ' ^F 55 ^{and F} 56 are marked. The exhaust gas enters the catalyst chamber through a sleeve assembly 45 installed in the chamber and is deflected by a coil 47 before flowing through the catalyst.

In this embodiment, the substrate for the catalyst is preferably made of linked wire that is uniform or in individual pieces. Parts, e.g. in a ring shape, are usually joined together before being put into the Chamber to be brought. Circular disks 48 can be used to attach the catalyst to the walls of the chamber

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attach. In the middle of the catalysts is a spacer ¹ 45, which carries the catalysts and coils and forms an output tube through which the exhaust gas flows to flow into the exhaust pipe. The coil shape is not essential; an elongated catalyst can also be used.

Fig. 4 illustrates one form of spacer in which a series of 5 rigid rods 100-500 extending the length of the chamber can be used. These are kept at a fixed distance from each other and thus hold through the use of the spacer plates 600 the supported catalyst firmly in place in the chamber. Connect the spacer plates, which are arranged in pairs three of the five rods and are usually at right angles to each other and are thus along the diameter of the central cylindrical output tube. Two or more pairs of spacer plates can be used and they are usually arranged at regular intervals in the longitudinal direction of the chamber. Optionally, the spacer plates can be used in place of the rods if they continue the length of the chamber as shown in FIG will. Poles and spacer plates must be made of one fabric which is resistant to oxidation up to 800 C.

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Another embodiment will be described with reference to Fig. 3A. The catalyst chamber has openings 82 and 83 next to the exhaust gas openings of the cylinders and an outlet 84 next to them next to the exhaust line. Water from the water cooling jacket of the engine circulates between the inner wall 81 and the outer wall 80 of the catalyst chamber. The catalyst 85 consists of a support, a coating layer and a catalytic metal and is arranged so that the exhaust gas must flow through the catalyst before it leaves the chamber. The catalyst is placed in the chamber using spacer plates 86 as described above. One end of the spacer plates 89 is attached to the chamber wall 81 and a disc or metal plate 90 is attached to the other end of the spacer plates to ensure that no exhaust gas can leave the chamber without having flowed through the catalyst. The exhaust gas flows into the chamber through the openings 82 and 83 down to the sleeves 87 and 88 and through the intermediate buyers 92 and 93 into the inner space 91, which is formed by the spacer plates 86. The exhaust gas then flows out through the catalytic converter and then through the exit 84. The flow of the exhaust gas is indicated by the labeled arrows F _fi -Fg. The intermediate chambers 92 and 93 form a hollow cylinder with integrated closing

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flanged and arranged essentially in the middle Holes so that the spacer plates 86 can pass through and a sleeve 87 or 88 is so radially into the Cylinder wall fitted so that the connection is gas-tight.

The support of the catalyst is preferably made of linked Wire that can be split into four parts or three units. If the carrier consists of parts, e.g. with an annular shape, these are common connected together before the carrier is brought into the chamber.

A Perkins 4,236 diesel engine, a low diesel engine Output values modified for use in a mine were used to calculate the results achieved in the operation of the present invention.

example 1

A catalyst chamber according to the first embodiment, Fig. 1, was connected to the engine. The substrate was

a monolith with a cell density of 400 cells / inch

-3 2
(0.6452.10 m), which is made of an alloy with the following

Composition was made:

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Weight%

Cr 15

Al 4

Y 0.3

Fe rest

A coating of alumina mixed with ceria with a Load of 1.5 g / ft had been stabilized applied. The catalytic metal layer, which consisted of Pt and Pd in a ratio of 3: 1, was loaded with one load applied at 80 g / ft. Changing the amount of hydrocarbons, carbon monoxides, and nitrogen oxides Particles present in the exhaust gas were rotated at 1000 revolutions per minute and at 2200 revolutions per minute. measured using the load of the diesel engine as the mean induced pressure. The results of the measurements are illustrated graphically in the accompanying Figures 5-21. The following table 1 gives the details of the Measurements according to the drawing again.

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Table 1

Measured pollutants in the exhaust gas Engine speed Fig,

in revolutions
each min.

Carbon monoxide, CO, parts

million ppm 1 000 6

1 400 7

¹¹ 1 800 8

¹¹ 2 200 9

Hydrocarbons, HC, ppm 1,000 10

¹¹ 1 400 11

1 800 12

2 200 13 nitrogen oxides, NOx, ppm 1 000 14

"1 400 15

"1 800 16

¹¹ 2 200 17

Particles in g / h 1 000 18

"1 400 19

1 800 20

2 200 21

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The two lines show the difference between the pollutants that are present in the exhaust when the Catalyst chamber is not used ("baseline"),

in the figures by 7 ^ - ^ r - ^ f- - and,

after the exhaust gas is passed through a catalyst chamber

had been marked in FIGS. with <* c.

A high sulfur fuel with 0.7% sulfur was used as a fuel for the engine.

Another set of results was obtained by attaching the catalytic converter to the engine in the manner described above Way was connected. These results were achieved when the engine was running at 1,400 revolutions per minute in Fig. up to 40 and at 2,200 revolutions per minute in FIGS. 41 to 45.

Example 2

Further experiments were carried out using a catalyst chamber as shown in the third exemplary embodiment, FIG. 3, had been described. A linked mesh substrate was made of wire with a diameter of

25 4
10 thousandths ( ¹ mm) made. Two catalysts were prepared. The substrate for the catalyst A was made of alloy wire having the following composition.

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Weight% Cr 15th Al 4th Y 0.3 Fe rest

The coating made of aluminum oxide, which is stabilized with cerium oxide was produced at a loading of 0.13 g / g wire. The catalytic metal layer, which consists of 7 1/2% Hr, 92 1/2% Pt was applied at a load of 80 g / ft. Catalyst B was coated with alumina at a loading of 0.2 g / g wire the catalytic metal layer of 5 1/2 Rh, 94.5% Pt had been applied with a load of 7 g of the catalytic metal over the three catalyst units. The substrate was made from 310 stainless steel covered with a protective coating such as that described in copending British Patent Application No. 2,013,517 A dated February 2, 1979, is treated.

The change in the number of hydrocarbons _r carbon monoxides, nitrogen oxides and particulates present in the exhaust gas was measured at 1,400 and 2,200 revolutions per minute of the diesel engine for catalyst A, with the diesel engine load of the markings of the middle

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induced pressure was used. The fuel used in the engine was a high sulfur fuel, viz 0.7% sulfur. The change in particulate matter in the engine exhaust when the engine is running was using a fuel that is low in sulfur, namely 0.07%, measured with the catalyst A in the catalyst chamber.

When using the catalyst B, the change in the particles was measured with the engine running, during the Engine running on high or low sulfur fuel.

The results are presented in graphical form in the accompanying Figures 22-35.

Table 2 shows the details of the measurements.

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Tabel

Measured pollutants in the exhaust gas

to

HJ

O to σ \ O

Hydrocarbons HC ppm

Carbon monoxide CO ppm particles in g / h nitrogen oxides ppm hydrocarbons HC ppm Carbon monoxides CO ppm particles g / h nitrogen oxides ppm Particles in g / h

Particles in g / h

catalyst Engine speed
in revolutions
each min. 400 fuel Fig A. 1 400 Higher
sulfur
salary 22nd A. 1 400 Il 23 A. 1 400 Il 24 A. 1 200 Il 25th A. 2 200 Il 26th A. 2 200 Il 27 A. 2 200 M. 28 A. 2 400 Il 29 A. 1 200 Lower
sulfur
salary 30th A. 2 400 Il 31 B. 1 200 Lower
and higher
sulfur
salary 32 B. 2 400 Il 33 B. 1 2OO Higher
sulfur
salary 34 R. 2 Il 35

The two lines in Figs. 22-31 represent the difference of the contaminants that are present when the Catalyst chamber is not used, "baseline", and after the exhaust gas has been passed through a catalyst chamber was.

- ^ v - ^ - gives the baseline measurements

»Reflects the measurements that took place

after the exhaust gas through the catalyst chamber

had flowed.
In Figs. 32 and 33 represents
- ^ - ^ - Baseline measurements with high fuel

Sulfur content

«, Fuel with high sulfur content after the

Catalyst
£ \ Baseline measurements with fuel using

low sulfur represents Q - low sulfur fuel

after the catalyst. In Figures 34 and 35 - ^ f - j / - represents baseline measurements

«Represents the first attempt after the catalytic converter

C * \ values after the catalytic converter after 7 hours

-j represents values after the catalyst after 50 hours.

Figures 34 and 35 show the effects of the passage of time on the properties of the catalyst.

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As the engine with a speed of 2 200 revolutions min. and with a mean induced pressure of

2 · '■

107 lb / in, the highest temperature on the surface of the catalyst chamber was 103 ° C and on the outer wall the chamber 75 ° C. The back pressure was insignificant. The weight of the particles present in the exhaust gas became measured by having a known amount of exhaust gas through a dilution tunnel was passed, where she was connected to a A certain amount of air was diluted to prevent the solids from precipitating before they passed through a Filter body had been performed. The weight of the particles makes it possible to calculate a value for the particles in g / h. The particles present in the exhaust gas were further broken down to determine their thermogravimetric weight and the Determine weights of volatile components, hydrocarbons, coal and sulphates. Using the above A number of filter bodies were obtained for analysis. The weight of the suIfate in the particle was determined by means of wet chemical analysis of the particles. Another sample was in thermogravimetric equilibrium brought, the sample was heated in an inert atmosphere to a temperature of 780 ° C, until the weight was constant. Weight loss between that gives the initial weight and the new weight Volatile weight again. Air became

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introduced and heating continued until the weight was again constant. The difference between this The weight and the value of the previous constant weight reflect the weight of the coal components present. The rest was ashes and incombustible materials, like e.g. iron.

The analysis results of the particles present in the exhaust gas in an engine that fuels high and low Sulfur content used are shown in Figs. 46-49. In Figs. 46 and 47, the catalyst A was used in the Catalyst chamber and, in Figs. 48 and 49, catalyst B is used in the catalyst chamber.

Table 3 gives the sulphate contents in g / h in the particles again when using a fuel with a high or low sulfur content in the engine.

Table 4 shows the sulphate contents in g / h in the exhaust gas when using a fuel with a high sulfur content in the engine and, if the catalyst B is used, in the catalyst chamber again. The measurements were made after 7 or 50 hours.

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Table 3 Baseline catalyst catalyst Baseline catalyst catalyst Gas oil "A" "B" CONOCO "A" "B" Revolutions fuel Gas oil Gas oil fuel CONOCO CONOCO min. with high fuel fuel m. low m. low m. low sulfur with high with high sulfur Sulfur- Sulfur- salary sulfur sulfur salary held 1,400 salary salary 1.56 1.48 3.60 5.04 2.09 zero 1.13 4.05 2.64 0.07 zero zero O % Load 2 .1.15 82.39 37.68 0.02 1.15 1.73 Q "50 "100 O cn cn

200

% load 100 1 .82 68. 57 53 , 28 4th .89 7.44 10, 1 Il 50 1 .20 21., 53 ■ 18th • Q 1 .08 2.64 5. 0 I. Il 2 2 .40 7th 99 5 .76 1 .73 zero 1. 44 U)

Table 4 Beginner After 7 hours After 50 hours, value Stabilizing Stabilizing Revolutions tion g / h tion g / h min. 3.60 0.67 0.6 1,400 2.64 1.32 0.9 % Load 2 37.68 22.80 9.6 50 100

2,200

% Load 100 53 .28 36 .20 55 .7 Il 50 18th .00 21st .10 15th .10 Il 2 5 .76 6th .40 2 .3

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Claims (1)

1. j internal combustion engine with a device for reducing the pollutants contained in the exhaust gases discharged from the engine with at least one exhaust gas discharge opening, characterized in that the device consists of a chamber, means for cooling the chamber and a catalyst mounted inside the chamber, the The catalyst consists of a substrate, a layer of refractory metal oxide applied to at least a portion of the substrate surface and a catalytic material applied to the layer of refractory metal oxide, and wherein the chamber also includes an inlet opening communicating with the exhaust gas discharge opening through which discharged from the engine Exhaust gas is led into the chamber and through the catalytic converter before it is released to the outside air through an exhaust system. 9/19/80 - 2 - 130017/0557 2. Motor according to claim 1, characterized in that the chamber comprises a number of inlets, which corresponds to the number of exhaust gas outlets of the engine. 3. Motor according to claim 1 or claim 2, characterized characterized in that the device next to the exhaust openings of the engine is arranged. 4. Motor according to one of the preceding claims, characterized in that the substrate is made of a fabric selected from the group of ceramic and metal materials. 5. Motor according to claim 4, characterized in that the catalytic material is a metal or a metal alloy or a mass that is two or more Contains metals and / or their oxides. 6. Motor according to claim 4, characterized in that the metal substrate is in the form of linked or woven fabric. 7. Motor according to claim 6, characterized in that the fabric of the metal substrate is wire-shaped. J 21 P 260 9/19/80 - 3 - 130017/0557 '§035472 8. Motor according to one of the preceding claims, characterized in that the metal substrate in the Exhaust gases exiting the chamber create vortices. 9. Motor according to one of claims 1 to 8, characterized characterized in that the layer of refractory metal oxide from the group Mg, Ca, Sr, Ba, Sc, Y, the lanthanides, Ti, Zr, Hf, Th, Ta, V, Cr, Mn, Co, Ni, B, Al, Si and Sn is selected. 10. Motor according to claim 9, characterized in that the first layer of Al-O-., Aluminum _{oxyhydrates, BaO, TiO 2} , ZrO ₂ , HfO ₂ , ThO ₂ or Cr ₃ O _{3 is} made. 11. Motor according to claim 1, characterized in that the substrate is made of a corrosion-resistant alloy, containing a base metal is produced. 12. Motor according to claim 11, characterized in that the substrate is made of an alloy which contains nickel and chromium and has a total content of nickel and chromium which is greater than 20% by weight. J 21 P 260 9/19/80 - 4 - 130017/0557 13. Motor according to claim 12, characterized in that the substrate is made of an iron alloy which contains at least one of the following elements: chromium (3 to 40 wt.%), Aluminum (1 to 10 wt.%), Cobalt (trace Up to 5% by weight, nickel (trace up to 72% by weight) and carbon (trace up to 0 _r 5% by weight). 14. Motor according to claim 13, characterized in that the base metal alloy is yttrium in an amount Contains from 0.1 to 3.0% by weight. 15. Motor according to claim 1, characterized in that the substrate is made of a metallic substance which has a thickness within the range of 0.0254 and 0.508 mm. 16. Motor according to one of the preceding claims, characterized characterized in that the catalytic substance is a metal selected from the group consisting of Ru, Rh, Pd, Ir, Pt, Fe, Co, Ni, V, Cr, Mo, W, Y, Ce, alloys containing at least one of these metals and intermetallic compounds which contain at least 20% by weight of one or more of these metals. J 21 P 260 9/19/80 - 5 - 130017/05 57 17. Internal combustion engine according to one of the preceding claims, characterized in that it according to the Diesel combustion process is operated. 18. Motor according to one of the preceding claims, characterized in that the means for cooling the chamber is a water cooling jacket. 19. Motor according to one of the preceding claims, characterized in that the water cooling jacket is part of a is essentially the entire engine covering water cooling jacket. 20. A method for reducing pollution by exhaust gases from an internal combustion engine, characterized in that that the exhaust gas is passed from the engine cylinders into a chamber which is at least partially of is surrounded by a water cooling jacket and which contains a catalyst, so that at least part of the harmful gases and particles are subjected to catalytic oxidation. J 21 P 260 9/19/80 - 6 - 130017/0557