EP2087215B1 - Système d'échappement pour moteur diesel - Google Patents

Système d'échappement pour moteur diesel Download PDF

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Publication number
EP2087215B1
EP2087215B1 EP07840088A EP07840088A EP2087215B1 EP 2087215 B1 EP2087215 B1 EP 2087215B1 EP 07840088 A EP07840088 A EP 07840088A EP 07840088 A EP07840088 A EP 07840088A EP 2087215 B1 EP2087215 B1 EP 2087215B1
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EP
European Patent Office
Prior art keywords
channels
filter
plugged
particulate filter
flow
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Not-in-force
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EP07840088A
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German (de)
English (en)
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EP2087215A1 (fr
Inventor
Douglas M. Beall
Achim K. Heibel
Pushkar Tandon
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Corning Inc
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Corning Inc
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/033—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices
    • F01N3/035—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters in combination with other devices with catalytic reactors, e.g. catalysed diesel particulate filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F01N13/0093—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series the purifying devices are of the same type
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/022—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous
    • F01N3/0222—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters characterised by specially adapted filtering structure, e.g. honeycomb, mesh or fibrous the structure being monolithic, e.g. honeycombs
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/023—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles
    • F01N3/0231—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters using means for regenerating the filters, e.g. by burning trapped particles using special exhaust apparatus upstream of the filter for producing nitrogen dioxide, e.g. for continuous filter regeneration systems [CRT]
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • 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
    • F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
    • F01N3/031—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters having means for by-passing filters, e.g. when clogged or during cold engine start
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2330/00—Structure of catalyst support or particle filter
    • F01N2330/06—Ceramic, e.g. monoliths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/04—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the arrangement of an exhaust pipe, manifold or apparatus in relation to vehicle frame or particular vehicle parts

Definitions

  • the present invention relates generally to wall-flow filters used to filter exhaust gases, and exhaust systems and methods incorporating such filters.
  • Diesel exhaust systems may include, for example, a diesel particulate filters (DPFs) for removing particulates, such as soot from diesel exhaust.
  • DPFs diesel particulate filters
  • these DPFs are typically arranged in close proximity to each other and housed within a common enclosure, such as taught in US Pat. App. No. 2004/0161373 .
  • the most widely used DPFs are wall-flow filter.
  • the conventional wall-flow filter consists of a ceramic honeycomb substrate having longitudinal, parallel cell channels formed by a plurality of intersecting porous walls. The ends of the cell channels are typically plugged with a ceramic plugging cement to form a checkered pattern of plugs at the end faces of the honeycomb substrate.
  • the cell channels of the filter typically have some ends plugged at an inlet end face of the honeycomb substrate, referred to herein as "inlet channels.” Likewise, typically, the cell channels also have the remaining ends plugged to form a checkered pattern of plugs at an outlet end face of the honeycomb substrate, herein referred to as "outlet channels.”
  • exhaust gas containing entrained soot particles enters into the inlet channels, flows through the porous walls (i.e., the wall-flow) and into the outlet channels, and exits through the outlet channels, with the porous walls retaining a portion of the particles contained in the exhaust. Filtration efficiencies greater than 90% have been realized with conventional wall-flow filters.
  • the temperature of the filter is relatively low and additional energy input is required to raise the temperature of the exhaust (and the filter) to a level that would cause combustion of the soot trapped in the filter.
  • the additional energy input is provided by post injection of fuel into the exhaust in combination with a diesel oxidation catalyst located upstream of the filter.
  • Diesel exhaust systems based on “active” regeneration have become the industry standard because they desirably operate at lower exhaust temperatures and assure suitable soot removal under different engine duty cycles by implementing regeneration.
  • “active” regeneration comes with a fuel economy penalty. Additionally, there is the possibility of large temperature spikes during "active” regeneration which may be detrimental to the filter. Accordingly, systems with fewer regeneration events during operation are desired.
  • Document WO 2006/029808 A1 discloses an exhaust gas system for a motor vehicle witch a diesel engine, comprising a particle filter unit, wherein a particle-receiving reservoir located close to the engine is arranged upstream from the particle filter unit. Therein, the particle-receiving reservoir comprises an insert, which is adapted to accumulate less than 50% of incoming particles.
  • EP 1 353 046 Al an apparatus for purifying exhaust gas in an engine is known.
  • a particulate filter with a first mesh size is contained in a casing that traps particulate matter having a large diameter.
  • a second particulate filter with a second, smaller mesh size that traps particulate matter having a small diameter.
  • Document WO 2006/115629 Al refers to a diesel exhaust treatment system that includes first and second diesel particulate reduction devices.
  • the first diesel particulate reduction device is located upstream in the exhaust flow and contains an oxidation catalyst coating.
  • the second particulate reduction device is located downstream from the first particulate reduction device and is generally non-catalyzed or lightly catalyzed.
  • the invention is an exhaust system adapted for venting exhaust gas from an engine, such as a diesel engine, through an exhaust line coupled to the engine.
  • the exhaust system comprises a first particulate filter disposed in the exhaust line and "close-coupled,” i.e., located in close proximity to the engine- and comprises a second particulate filter positioned inline with, and spaced a distance (d) from, the first particulate filter.
  • the first particulate filter operating in a first relative extent in a passive regeneration mode and the second particulate filter positioned inline with, and spaced a distance from, the first particulate filter and operating to a second relative extent in a passive regeneration mode less substantially than the first extent.
  • the spacing between the first and second particulate filters is preferably such that the difference between the inlet temperature of the first filter (T 1 ) and the inlet temperature of the second filter (T 2 ), namely T 1 -T 2 , is 20°C or greater.
  • the first filter is "close-coupled" to the engine so that it operates at a temperature preferably sufficient to promote a significant amount of "passive" regeneration whereas, the downstream second filter operates in a cooler environment and, therefore, relies more on active regeneration for soot removal.
  • the first particulate filter comprises a porous honeycomb substrate having generally parallel flow channels and includes some unplugged flow-through channels and some plugged channels wherein at least some of the plugged channels are plugged adjacent to both an inlet end and an outlet end.
  • the second particulate filter is positioned inline with, and spaced a distance (d) of greater than or equal to 12 inches (30.5 cm) from, the first particulate filter.
  • the spacing may be such that the first particulate filter may include a first inlet temperature (T 1 ) and the second particulate filter includes a second inlet temperature (T 2 ), wherein a ratio of inlet temperatures (T 1 /T 2 ) is greater than or equal to 1.1, or even greater than or equal to 1.15.
  • the first and second particulate filters may be mounted into separate housings.
  • a diesel oxidation catalyst may be included in the system between the filters or the oxidation catalyst function may be included in the first filter.
  • FIG 1 A and 1 B are schematic diagrams of diesel exhaust systems according to embodiments of the invention.
  • FIGS. 2A and 2B are perspective views of a partial wall-flow filter for use in the exhaust systems of FIGS. 1A, 1B .
  • FIGS. 3A-3D are comparative plugging patterns.
  • FIG. 4A shows a comparative partial plugging pattern
  • FIG. 4B and 4C illustrate another comparative partial plugging pattern.
  • FIGS. 5 and 6 illustrate another comparative partial plugging patterns.
  • FIGS. 7 - 10 illustrate performance plots for various system configurations including the partial wall-flow filter according to embodiments of the invention.
  • FIG. 1A depicts an exhaust system 100, such as a diesel exhaust system, for venting exhaust from an exhaust manifold 105 of a diesel engine 107.
  • the exhaust system 100 includes an exhaust line 102 with inlet end 101 and outlet end 103.
  • the inlet end 101 is coupled to the diesel engine 107 through an exhaust manifold 105.
  • the inlet end 101 may include a connection device 104, which may take on any suitable form.
  • the connection device 104 may be a flange that can be coupled to a similar flange on a connection portion 109 of the exhaust manifold 105.
  • the exhaust line 102 is shown as being generally straight, in practice it may take on other profiles and may include straight and curved sections and/or sections of differing diameter.
  • the exhaust system 100 includes a first particulate filter 106 disposed adjacent to the inlet end 101 of the exhaust line 102 so as to be in a "close-coupled” position with respect to the engine 107 and, of course, also the exhaust manifold 105.
  • the first particulate filter 106 may take advantage of the higher incident exhaust temperatures to effect a substantially greater extent of "passive" regeneration of the captured soot, as compared to the downstream second filter.
  • the term "close-coupled” as used herein, means the filter is in a location in the exhaust stream in close proximity to the engine 107, and, in particular, in close proximity to the combustion chambers of the engine, as measured along the exhaust stream.
  • “close-coupled” would be considered in close proximity of the engine 107, measured along the exhaust line, such that the temperature for at least some portion of the operating cycle exceeds 250 °C.
  • the inlet temperature (T 1 ) of the first filter exceeds 200°C.
  • a turbocharger 111 is positioned in the exhaust line 102 and the first particulate filter 106 is positioned upstream of the turbocharger 111 such that the hot gases directly impinge upon the first filter 106.
  • the first filter 106 is located directly downstream of the turbocharger 111 (See FIG. 1B ).
  • the first filter 106 may experience temperature conditions of 250°C or greater for a substantial amount, greater than 10%, or even greater than 20%, of the operating cycle. These conditions promote a substantial amount of "passive" regeneration.
  • the inlet temperature T 1 should preferably not exceed about 400°C.
  • the exhaust system 100 of the invention further includes a second particulate filter 108 positioned in the exhaust line 102, and spaced a distance (d) from the first particulate filter 106.
  • the second particulate filter 106 may be positioned downstream of a turbocharger 111. Additional particulate filters may be positioned in the exhaust line 102, downstream of the second particulate filter 106 to meet desired filtration and backpressure requirements.
  • the second particulate filter 106 may be preceded by an upstream diesel oxidation catalyst (DOC) 114, which may incorporate any known active catalytic species for purifying exhaust, such as catalytic species for oxidizing carbon monoxide, hydrocarbons, and soluble organic fraction of particulates, as is known in the art. If included, the DOC 114 may be located between the first 106 and second 108 filters, or more preferably between the first filter 106 and the turbocharger 111.
  • the exhaust system 100 may further include devices such as diffusion and expansion cones 110, 112 at the inlet and outlet ends of the particulate filters 106, 108 to aid in achieving desired exhaust flow distribution in the particulate filters, and/or size and weight reductions in the exhaust line 102.
  • exhaust from the engine 107 and exhaust manifold 105 passes sequentially through the first particulate filter 106, turbocharger 111 (if present), oxidation catalyst 114 (if present), and second particulate filter 108, as indicated by arrow 116 in FIG. 1A .
  • Particulates in the exhaust are trapped inside the first and second particulate filters 106, 108 as the exhaust passes through them. In particular, part of the soot is trapped in the first filter, while some of the remaining soot is trapped in the second filter.
  • the engine operating conditions and location of the first filter 106 relative to the engine 107 may be set such that the inlet temperature T 1 of the exhaust at the first filter 106 is sufficient to itself initiate combustion of soot trapped in the first filter 106, i.e., promote "passive" regeneration.
  • the second filter 108 is spaced a distance (d) from the first filter 106 such that its inlet temperature T 2 is low in comparison to the inlet temperature T 1 of the first filter 106.
  • the distance (d) is spaced generally such that a ratio of inlet temperatures (T1/T2) is greater than or equal to 1.1, or even greater than or equal to 1.15.
  • the spacing of the filters is such that the temperature difference, T 1 -T 2 , is 20°C or more, or even the difference is 25°C or more.
  • the first particulate filter 106 has a relatively low pressure drop in comparison to the second particulate filter 108.
  • the first particulate filter 106 is small enough to fit into the available space near the exhaust manifold 105, between the exhaust manifold 105 and the turbocharger 111, or just downstream of the turbocharger.
  • the physical space (volume) needed to house the first particulate filter 106 may be relatively smaller than the space (volume) to house the second filter 108, because the second particulate filter 108 provides the additional volume needed to meet filtration requirements.
  • the second particulate filter 108 may be a conventional wall-flow filter, for example.
  • a conventional wall-flow filter would typically not be suitable for use as the first particulate filter 106 because of the size and pressure drop requirements for a filter in a "close-coupled" position.
  • the first particulate filter 106 may have a lower filtration efficiency than the second particulate filter 108.
  • the first particulate filter 106 may have an initial filtration efficiency of less than about 80%.
  • the first filter exhibits initial filtration efficiency of greater than 40% but less than 80%
  • the second filter exhibits initial filtration efficiency of greater than 90%.
  • the first particulate filter 106 may be any suitable filter exhibiting one or more of the aforementioned characteristics.
  • the first particulate filter 106 may be a ceramic foam-type filter.
  • the first particulate filter 106 may be a partial wall-flow filter.
  • the partial wall flow filter being named because of having a combination of plugged and unplugged flow-through channels.
  • flow is straight through the channel, i.e., not through the wall.
  • the "partial" indicates that only a part of the flow is through the wall.
  • Partial wall-flow filters according to the invention exhibiting high porosity, greater than 45% and which have a combination of plugged and unplugged channels have been discovered to be most effective. Partial wall-flow filters having total porosities of 50% and more exhibit excellent filtration efficiency and low pressure drop.
  • FIGS. 2A and 2B depict an exemplary partial wall-flow filter 200 for use as the first particulate filter (106 in FIG. 1 ) which is located in close-coupled relationship to the engine 107.
  • the partial wall-flow filter 200 of the invention includes a porous honeycomb substrate 202 having, for example, a generally cylindrical shape.
  • the transverse cross-section of the honeycomb substrate 202 may be circular, elliptical, square or may have other shape.
  • the honeycomb substrate 202 has opposite ends 204, 206 and interior porous walls 208 extending between the ends 204, 206.
  • the interior porous walls 208 define generally parallel flow channels 210, which also extend between the ends 204, 206.
  • the channels 210 may have a square cross-section or other type of cross-section, e.g., triangle, circle, octagon, rectangle, hexagon or combinations thereof.
  • the honeycomb substrate 202 is preferably made of a porous ceramic material, such as cordierite, aluminum titanate, or silicon carbide.
  • the interior porous walls 208 of the honeycomb substrate 202 may include thereon an active catalytic species useful for passive regeneration of particulates accumulated in the porous walls.
  • the porous walls 208 may incorporate pores having mean diameters in the range of 1 to 60 ⁇ m, more typically in the range of 10 to 50 ⁇ m, and the honeycomb substrate 202 may have a cell density between approximately 10 and 400 cells/in 2 (1.5 and 62 cells/cm 2 ), more typically between approximately 100 and 320 cells/in 2 (15.5 and 49.6 cells/cm 2 ).
  • the thickness of the porous walls 208 may range from approximately 0.002 in to 0.060 in. (0.05 mm to 1.5 mm), more typically between approximately 0.010 in and 0.030 in. (0.25 mm and 0.76 mm), and the total porosity of the walls may be greater than 45%, or even greater than 50%, or even greater than 55%, or even greater than 60%.
  • Plugs 212 may be inserted at, for example, an end face of some of the channels 210, while the remaining channels 210 remain open (unplugged). This differs from the conventional wall-flow filter where all the cell channels are end-plugged.
  • the unplugged, flow-through channels 210a which are open at both ends 204, 206 and are unplugged along their length are preferably evenly distributed among the plugged channels 210b, or vice versa.
  • Plugs may be included only at one of the ends 204, 206, or at both of the ends 204, 206.
  • the plugs may be included spaced in from the ends. In a partial wall-flow filter with plugs on only one side, partial filtration occurs by passage of exhaust through some of the walls, while some flow is straight through the filter.
  • a pressure differential between plugged and unplugged, flow-through channels results in transfer of exhaust from plugged channels to unplugged, flow-through channels, and soot may be accumulated in the plugged channels.
  • exhaust enters the unplugged, flow-through channels and a pressure differential between the unplugged, flow-through channels and adjacent plugged channels forces some exhaust through the wall to exit through the outlet side of the plugged channels. Soot accumulation in this case occurs on the walls of the unplugged, flow-through channels.
  • plugs are positioned adjacent to both ends of the first filter.
  • a partial wall-flow filter comprising plugged channels and unplugged, flow-through channels wherein the plugged channels include some channels that are plugged adjacent to an inlet end, and other channels that are plugged adjacent to an outlet end.
  • Preferred embodiments include relatively more plugs formed adjacent the outlet end than the inlet end.
  • Embodiments including this configuration and high porosity, greater than 45%, have relatively minimal pressure drop as a function of soot loading. For example, FIG.
  • FIGS. 2A and 2B This partial flow embodiment is demonstrated, for example, in FIGS. 2A and 2B , where the unplugged, flow-through channels are designated 210a, the plugged channels having plugs located at the end 204 are designated 210c, and the plugged channels having plugs at the end 206 are designated 210b.
  • soot accumulates on the porous walls 208 as exhaust passes through the filter. This accumulation of soot decreases the permeability of the walls 208 and reduces exhaust flow to channels adjacent to the unplugged, flow-through channels 210a. Thus, the ability of the partial wall-flow DPF 200 to capture soot decreases as soot is accumulated in the filter.
  • One advantage of a filter which decreases in filtration efficiency is that a maximum soot load can be established for the filter and overloading of soot in the filter is less likely to occur in a partial wall-flow filter.
  • filtration efficiency generally increases as soot load accumulation on the porous walls increases, making the filter more susceptible to soot overload. Soot overload is undesirable because maximum temperatures encountered in the filter during regeneration are directly proportional to soot load.
  • the partial wall-flow filter 200 has a built-in protection against high temperature excursions resulting from soot overload.
  • FIG. 3A shows a partial plugging pattern 300 wherein the number of plugged channels 302 is greater than the number of unplugged, flow-through channels 304.
  • the unplugged, flow-through channels 304 may be evenly distributed among the plugged channels 302.
  • the ratio of the number of plugged channels 302 to total number of channels, expressed as a percentage may constitute greater than 50%, or even greater than 60%, or even 75%.
  • Plugged channels for this configuration are preferably located at the outlet end. Having a higher percentage of plugs at the outlet end coupled with high porosity, greater than 45%, or even greater than 50% appears to provide initial filtration efficiency greater than 40%, or even 50%, or even 60% or more (See FIG. 7 ).
  • FIG. 3B shows an alternative plugging pattern 306 wherein the number of unplugged, flow-through channels 308 is greater than the number of plugged channels 310.
  • the plugged channels 310 may be evenly distributed among the unplugged, flow-through channels 308.
  • the number of unplugged, flow-through channels 308 may constitute greater than 50% of the total number of channels, or even greater than 60%, or even 75% or more of the total number of channels.
  • FIG. 3C shows a partial plugging pattern 312 for the first filter including unplugged, flow-through channels 314 and plugged channels 316, wherein the hydraulic diameters of the plugged and unplugged, flow-through channels 314, 316 are different.
  • the hydraulic diameter of the plugged channels 316 are larger than the hydraulic diameter of the unplugged, flow-through channels 314.
  • the plugged channels are preferably located adjacent to the outlet end.
  • an area ratio of the plugged area to open area of the filter is preferably greater than 1.2.
  • FIG. 3D illustrates a partial plugging pattern 318 including unplugged, flow-through channels 320 and plugged channels 322, wherein the hydraulic diameter of the unplugged, flow-through channels 320 is larger than the hydraulic diameter of the plugged channels 322.
  • the unplugged, flow-through channels are evenly distributed among the plugged channels, and vice versa.
  • FIG. 4A shows a partial top view of the honeycomb substrate 202 if the partial plugging pattern of FIG. 3B is applied to both end faces of the honeycomb substrate 202.
  • the unplugged, flow-through channels are designated 210a.
  • the plugged channels on one of the end faces of the honeycomb substrate 202 are designated 21 0b.
  • the plugged channels on the other of the end faces of the honeycomb substrate 202 are designated 210c.
  • FIG. 4A am4B illustrates another partial plugging configuration wherein the outlet end is shown in FIG. 4B and the inlet end is shown in FIG. 4C .
  • This embodiment illustrates a configuration with more plugged outlet channels than inlet channels.
  • the channels plugged at the inlet end consist of about 25% of the total number of cell channels, whereas, at the outlet end, the plugged channels account for about 50% of the total number of channels.
  • Channels plugged adjacent to the end shown are doubly hatched, whereas cells plugged adjacent the other end are singly hatched. Flow through channels are un-hatched.
  • FIGS. 5 and 6 illustrate additional embodiments of plug patterns that may be employed in the partial wall-flow filter.
  • the inlet end plugged cells are shown single hatched
  • the outlet end plugged cells are shown double hatched
  • the flow-though cells are shown un-hatched.
  • about 50% of the cell channels are plugged and some of the plugged channels are located adjacent the inlet end and some are located adjacent the outlet end.
  • Other combinations of plugged and unplugged cells in the partial wall-flow filter may be employed. For example, greater than 50%, or even greater than 60%, or even 75% or greater of the channels may be plugged, as compared to the total number of channels.
  • the total porosity of the walls of the first filter may be greater than 45%, or even greater than 50%, greater than 55%, or even greater than or 60%.
  • Preferred combinations excellent initial filtration efficiency and low pressure drop include greater than 50% plugged channels (as compared to the total number of channels), and total porosity of greater than 45%. Examples exhibiting relatively higher porosity, of greater than 60%, and which include greater than 50% (or even 60%) plugged channels exhibit relatively high ratios of filtration efficiency to pressure drop in both the clean and soot loaded states (see Fig. 10 ).
  • the first filter is a partial flow filter having greater than 60% total porosity, greater than 50% plugged channels, some plugged channels adjacent to the inlet end and some adjacent to the outlet end and a relatively higher percentage of plugged channels at the outlet end achieve the best combination of initial filtration efficiency and low pressure drop (see the 25% Inlet, 50% Outlet 200/12/63% embodiment.
  • FIG. 7-10 are graphical plots illustrating experimental test examples that were investigated on the system and partial flow filter of the invention.
  • the partial flow filter exhibits higher porosity and rear plugging, the combination of relatively high initial filtration efficiency (greater than 50%) can be achieved in the first filter while also exhibiting low pressure drop across the first filter.
  • Filters having porosity of greater than 45%, or even 50%, or even 55%, or even 60% or higher are desired.
  • the examples tested are outlined in Table 1 below. As can be seen, filters having 50% and 75% plugged channels (as compared to the total number of channels) and well as high (50%) and very high (63%) porosities.
  • % Plugged Inlet/Outlet Porosity (%) Cell Density (Cells/in 2 ) T Wall (mil) % Plugged FE Init % Clean ⁇ P (kPa) FE/PD (%/kPa) 1 50%/0% 50 200 12 50 15.8 0.74 21.4 2 0%/50% 50 200 12 50 41.7 0.92 45.3 3 25%/25% 50 200 12 50 27.8 0.72 38.6 4 50%/0% 63 200 12 50% 45 0.68 66.2 5 0%/50% 63 200 12 50% 61.1 0.87 70.2 6 50%/25% 50 200 12 75% 50 0.92 54.3 7 25%/50% 50 200 12 75% 48 1.09 44.0 8 0%/50% 63 300 8 50% 45.5 0.95 47.9 9 25%/50% 63 200 12 75% 73.7 0.91 81.0
  • FIG. 7 compares various test examples in a clean state, i.e., without soot loading (see points labeled consistent with the % plugged inlet/outlet, porosity, cell density, and T Wall of those corresponding to Example Nos. in Table 1 and located inside the lower dotted outline "L") and in a soot loaded state (labeled consistent with the % plugged inlet/outlet, porosity, cell density, and T Wall of those corresponding to Example Nos. in Table 1 and within the upper dotted outline "U”) at 2 g/l soot loading of artificial soot. It was discovered the relatively higher porosity embodiments which combine greater than 50% plugged channels and more plugs adjacent the outlet end achieve excellent filtration efficiency coupled with low pressure drop. This allows relatively more soot to be captured within the first partial flow filter where such soot can be subjected to a higher relative extent of passive regeneration.
  • FIG. 8 illustrates additional examples of the partial wall-flow filter and shows the pressure drop for various embodiments as a function of grams per liter of soot loading. It should be recognized that certain embodiments exhibit little pressure drop increase as a function of soot loading. For example, the 50% rear plugged embodiment including greater than 60% porosity exhibits low pressure drop at even high soot loading rates (at 2 g/l and above).
  • Points/curves in FIGS. 8-10 are labeled consistent with labeled consistent with the % plugged inlet/outlet, porosity, cell density, and T Wall of those corresponding to Example Nos. in Table 1.
  • FIGS. 9 and 10 illustrates that certain exemplary embodiments exhibit both high filtration efficiency is the first filter as well as low pressure drop.
  • FIG. 10 plots the ratio of Filtration efficiency divided by pressure drop (in %/kPa) for various exemplary embodiments.
  • several embodiment allow the capture of relatively lager amounts of soot in the first filter without a significant increase in pressure drop. For example, those embodiments exhibiting 60% or greater porosity and 50% or greater plugged channels and, more specifically, a larger amount of outlet plugged channels that inlet plugged channels, exhibit excellent filtration efficiency combined with low pressure drop. This a large portion of the soot may be subjected to passive regeneration in the first filter, thus requiring a lesser number of active regenerations intervals in the second filter.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Processes For Solid Components From Exhaust (AREA)
  • Filtering Of Dispersed Particles In Gases (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Filtering Materials (AREA)

Abstract

L'invention concerne un système et un procédé d'échappement conçu pour évacuer des gaz d'échappement d'un moteur (107), tel qu'un moteur diesel, à travers une conduite d'échappement (102) couplée au moteur. Le système comprend un premier filtre contre les matières en suspension (106) disposé dans la conduite d'échappement et « couplé de manière serrée » au moteur, et un second filtre contre les matières en suspension (108) espacé à une certaine distance (d) du premier filtre. Le premier filtre contre les matières en suspension est « couplé de manière serrée » de manière à fonctionner en mode de régénération passive dans une plus grande mesure que le second filtre contre les matières en suspension. Le premier filtre contre les matières en suspension peut être un filtre partiel à écoulement de paroi comprenant des canaux bouchés et des canaux ouverts. Certains des canaux bouchés peuvent être bouchés à proximité d'une extrémité d'admission et d'autres peuvent être bouchés à proximité d'une extrémité d'évacuation. Un filtre partiel à écoulement de paroi est aussi décrit, comprenant des canaux d'écoulement ouverts et des canaux bouchés. Certains canaux bouchés sont situés à proximité de l'extrémité d'admission et certains sont situés à proximité de l'extrémité d'évacuation.

Claims (5)

  1. Système d'échappement de moteur diesel, destiné à évacuer les gaz d'échappement d'un moteur (107) par un conduit d'échappement (102) raccordé au moteur, le système comprenant :
    un premier filtre à particules (106) disposé dans le conduit d'échappement (102) et raccordé de manière étanche au moteur (107), le premier filtre à particules (106) fonctionnant en mode passif de régénération pendant une première durée et
    un deuxième filtre à particules (108) disposé en ligne par rapport au premier filtre à particules (106) et à distance de ce dernier et fonctionnant en mode passif de régénération pendant une deuxième durée essentiellement plus courte que la première durée, caractérisé en ce que
    le premier filtre à particules (106) comporte un support poreux (202) en nid d'abeilles qui présente des canaux d'écoulement (210) globalement parallèles et contient certains canaux de passage (210a; 304; 308; 314; 320) non bouchés et certaines canaux (210b, 210c; 302; 310; 316; 322) bouchés et
    en ce qu'au moins certains des canaux bouchés sont bouchés à la fois en un emplacement adjacent à une extrémité d'entrée et en un emplacement adjacent à une extrémité de sortie (204, 206).
  2. Système d'échappement de moteur diesel selon la revendication 1, dans lequel le premier filtre à particules (106) présente un rendement initial de filtration supérieur à 45 %.
  3. Système d'échappement de moteur diesel selon la revendication 1, dans lequel le premier filtre à particules (106) présente un nombre de canaux bouchés (210b, 210c; 302; 310; 316; 322) supérieur à 50 % du nombre total de canaux.
  4. Système d'échappement de moteur diesel selon la revendication 1, dans lequel le premier filtre à particules (106) présente une porosité totale supérieure à 45 %, un nombre de canaux bouchés (210b, 210c; 302; 310; 316; 322) supérieur à 50 % du nombre total de canaux et au moins certains canaux non bouchés (210a; 304; 308; 314; 320).
  5. Système d'échappement de moteur diesel selon la revendication 1, dans lequel le premier filtre à particules (106) présente une porosité totale supérieure à 60 %, un nombre de canaux bouchés (210b, 210c; 302; 310; 316; 322) supérieur à 60 % du nombre total de canaux et au moins certains canaux non bouchés (210a; 304; 308; 314; 320).
EP07840088A 2006-11-29 2007-11-21 Système d'échappement pour moteur diesel Not-in-force EP2087215B1 (fr)

Applications Claiming Priority (2)

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US11/605,895 US20080120968A1 (en) 2006-11-29 2006-11-29 Partial wall-flow filter and diesel exhaust system and method
PCT/US2007/024340 WO2008066767A1 (fr) 2006-11-29 2007-11-21 Filtre partiel à écoulement de paroi et système et procédé d'échappement pour moteur diesel

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EP2087215A1 EP2087215A1 (fr) 2009-08-12
EP2087215B1 true EP2087215B1 (fr) 2012-08-08

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EP (1) EP2087215B1 (fr)
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EP3772573B1 (fr) * 2019-08-07 2022-03-30 FPT Motorenforschung AG Système de post-traitement des gaz d'échappement pur un moteur a combustion interne a cycle diesel

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JP5313159B2 (ja) 2013-10-09
CN101548071B (zh) 2013-01-09
EP2087215A1 (fr) 2009-08-12
JP2010511126A (ja) 2010-04-08
CN101548071A (zh) 2009-09-30
WO2008066767A1 (fr) 2008-06-05
US20080120968A1 (en) 2008-05-29

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