MXPA06012525A - Nonwoven composites and related products and methods. - Google Patents

Abstract

The present invention in certain embodiments is directed to a catalytic substrate suitable for use in a number of applications, including as a substrate in a catalytic converter. Another aspect of the present invention is a filtering substrate suitable for use in a number of applications, including as a substrate in a particulate filter, such as a diesel particulate filter (DPF), or diesel particulate trap (DPT). The invention also provides an improved substrate for removing and/or eliminating pollutants from the exhaust of combustion engines. The catalytic substrate and filtering substrate provide, in certain embodiments, improvements in removing pollutants from an exhaust gas. The improvements include one or more of the followin.

Description

internal combustion, the combustion of the fuel takes place internally. These motors produce movement and energy used for any number of purposes. Examples include motor vehicles, locomotives, marine applications, recreational vehicles, tractors, construction equipment, generators, power plants, manufacturing facilities, and industrial equipment. Fuels used to drive internal combustion engines include, but are not limited to, gasoline, compressed gas, diesel, ethanol, and vegetable oil. The inefficiencies inherent in the mechanics of engines and fuels that are used around the world today represent a substantial source of air pollution. There are two main types of pollutants produced by internal combustion engines: particulate and non-particulate pollutants. Particle pollution generally consists of small solid and liquid particles. Examples include soot and carbonaceous ash, dust and other related particles. Non-particulate contaminants include gases and small molecules, such as carbon monoxide, nitrogen oxides, sulfur oxides, unburnt hydrocarbons and volatile organic compounds. Particulate contaminants can be filtered out of emissions, and in certain situations, incinerated further. Non-particulate pollutants become non-polluting. Both types of pollutants can also be produced from sources that are not motors, such as "no gas" reactions and emissions that evaporate. Air pollution can cause serious health problems for people and for the environment. Ozone at the level of the earth and the particles that are in the air are two pollutants that constitute one of the greatest threats to human health in this country. Ozone (03) can irritate the respiratory system, causing cough, irritation in the throat, and / or a burning sensation in the respiratory tract. Ozone contributes to the formation of smog. Ozone can also reduce lung function, causing tight chest sensations, wheezing and shortness of breath, and may aggravate asthma. Particulate pollution is composed of microscopic solids or droplets of fluid that are small enough to penetrate deep into the lungs and cause serious health problems. When exposed to these small particles, people may experience nose and throat irritation, lung damage and bronchitis, and may increase their risk of heart or lung disease. The short-term effects of air pollutants include irritation of the eyes, nose and throat. Upper respiratory infections, such as bronchitis and pneumonia, may also work. Other symptoms may include chronic respiratory disease, lung cancer, heart disease, and even damage to the brain, nerves, liver, or kidneys. Continued exposure to air pollution affects the lungs of growing children and may aggravate or complicate medical conditions in older adults. Medical conditions that appear as a product of air pollution can be very expensive. The costs of health care, low productivity in the workplace and the impacts on human social security costs represent billions of dollars each year. Understanding the effects of pollution on health, and finding ways to improve, prevent or eliminate pollution will not only improve the general respiratory health of the population, but will also reduce the burden and cost borne by the health system. For all these reasons, governments, environmental institutions and various industries have committed to reduce the level of air pollution emitted from various sources. Government institutions are the main bodies that establish standards and implement regulations for emissions. In the European Union (U E), the regulations come from the European Community legislation; individual countries enforce regulations. For example, most states in the UE have taxes on sources that produce excessive air pollution. A recent development was the Kyoto Protocol, which advocated global greenhouse gas emissions reductions. Many nations, including the U, ratified the Protocol. The US, Japan and the United States have enacted some of the most restrictive standards in the world, but many other countries, including Argentina, Brazil, Mexico, Korea, Thailand, India, Singapore and Australia, have enacted laws on air pollution. In the United States, there are many different groups that affect regulations in certain geographic areas, such as state environmental agencies (eg, the California Air Resources Board (CARB), national parks, forest agencies, and the Health and Safety Administration). In Minas, some states and metropolitan areas that have had deficiencies in environmental air quality standards (NAAQS), have been called "unreached areas" and implement patterns on their own, CARB has historically been one of the most Strict regulations on air in the United States The chief regulatory agency in the United States, however, is the environmental protection agency (EPA), created during the Nixon administration in the 1970 amendments to the Clean Air Act (CAA) ) of 1963. The Clean Air Act is the comprehensive federal law that regulates air emissions from area, stationary and mobile sources. is, for example, Section 7401 of the U.S.C. 42 et seq. (1970) of the Clean Air Act). The Clean Air Act has had five major amendments, the most recent of which was in 1990. The 1990 Amendments to the Clean Air Act were largely intended to cover unsolved or insufficiently solved problems, such as the acid rain, the level of ozone in the earth, the depletion of the ozone layer in the stratosphere, and the toxic substances in the air. These amendments required the EPA to issue 1 75 new regulations, including reforms on gasoline emissions by motor vehicles, uses of ozone-depleting chemical substances, etc. After the Clean Air Act legislation, the EPA established regulations for contaminants that are or could be harmful to people. This set of "criteria pollutants" includes (1) ozone (03), (2) lead (Pb), (3) nitrogen dioxide (NO2); (4) carbon monoxide (CO); particulate material (PM); and (6) sulfur dioxide (S02). Each contaminant criterion is described in turn. The level of ozone in the earth (a major constituent of smog) continues to be a problem in the United States. Ozone is not emitted directly into the air, but is formed by the reaction of volatile organic compounds (VOC) or reactive organic gases (ROG) and nitrogen oxides (NOx) in the presence of heat and sunlight. VOCs / ROGs are emitted by various sources, including the burning of fuels, and solvents, petroleum processing and pesticides, which come from sources such as motor vehicles, chemical plants, refineries, factories, consumer products. and commercial, and other industrial sources. Nitrogen oxides are emitted by motor vehicles, power plants and other sources of combustion. Ozone and pre-pollutant pollutants that can produce ozone can also be transported many kilometers from their original sources by wind. In 1 997, the EPA revised the environmental air quality standards at the national level, with respect to ozone, replacing the pattern of 0.1 2 parts per million (ppm) of ozone in 1 hour, with a new pattern of 0.08 ppm in 8 hours. Nitrogen dioxide is a reactive gas that can be formed by the oxidation of nitric oxide (NO). Nitrogen oxides (NOx), the term used to describe NO, N02 and other nitrogen oxides, plays a major role in the formation of ozone and smog. The main sources of man-made NOx emissions include high temperature combustion processes, such as those that occur in automobiles, heavy construction equipment, and power plants. Domestic gas heaters and stoves also produce substantial amounts of N02. Carbon monoxide (CO) is a colorless, odorless and poisonous gas that can be formed by the incomplete combustion of carbon in fuels. Automotive vehicle emissions contribute approximately 60% of CO emissions in the United States. In cities, as much as 95% of CO emissions can come from automobile emissions. Other sources of CO emissions include industrial processes, fuel combustion that does not come from transportation, and natural sources such as wildfires. Particulate matter (PM) is a term used to denote a mixture of solid particles and droplets of liquid found in the air. Some particles are large or dark enough to be observed as soot or smoke. Others are so small that they can only be detected with an electron microscope. These particles, which come in a wide range of sizes (the "fine" particles are less than 2.5 micrometers in diameter and the thicker particles are larger than 2.5 micrometers), originate from very different stationary and mobile sources, as well as also from natural sources. Fine particles (PM-2.5) are the result of fuel combustion of automotive vehicles, power generation facilities, and industrial, as well as residential chimneys and wood burning ovens. Coarse particles (PM-1 0) are generally emitted by sources such as vehicles traveling on unpaved roads, material handling equipment, and crushing and milling operations, as well as dust transported by the wind. Some particles are emitted directly by their sources, such as chimneys and cars. In other cases, gases such as sulfur oxide, S02, NOx and VOC interact with other compounds in the air to form fine particles. His physical and physical compositions vary depending on the location, time of year and weather conditions. In 1997, the EPA added two new standards for PM-2.5, set at 15 micrograms per cubic meter (μß?) And at 65 μ9 /? 3, respectively, the annual and 24-hour standards. Sulfur dioxide can be formed when sulfur-containing fuel (such as coal and oil) is burned, for example, during the melting of metals and other industrial processes. The last criterion contaminant, lead, was historically produced from the use of leaded fuel in automobiles. As a result of regulatory efforts to reduce the content of Pb in gasoline, the contribution of the transport sector has decreased during the past decade. Today, metal processing is the main source of Pb emissions into the atmosphere. The Clean Air Act requires the EPA and the states to develop plans to meet the ambient air quality standards for these six criteria pollutants. Out of the six there is a separate list of 188"toxic air pollutants". Examples of toxic air pollutants include benzene, which is found in gasoline, perchlorethylene, emitted by some dry cleaning facilities, and methylene chloride, used as a solvent and paint remover by a number of industries. Some toxic substances in the air are released from natural sources, but most originate from anthropogenic sources, including both mobile sources (eg, cars, trucks and buses), as stationary sources (for example, factories, refineries, and power plants). The CAA required the EPA to have a two-phase program for these 88 contaminants. The first phase is to identify the sources of toxic pollutants and develop technology-based standards to reduce them significantly. The EPA determined a list of more than 900 stationary sources, which resulted in new emissions standards for air toxics, affecting many industrial sources, including chemical plants, fuel refineries, aerospace manufacturers, and steel mills, as well as as well as smaller sources, such as dry cleaners, commercial sterilizers, secondary lead smelters, and facilities for electroplating with chromium. The second phase consists of strategies and programs to evaluate remaining risks and ensure that the full program has achieved substantial reductions, this phase is still in progress. Internal combustion engines are directly affected by these regu- lations, since they emit criteria pollutants. These engines work with two fuels. The most common types of fuels used are: gasoline and diesel. Each type of fuel contains complex mixtures of hydrocarbon compounds, as well as the remains of many other materials, including sulfur. Even when they burn completely, these fuels produce pollutants. Moreover, because no engine is capable of "perfect" combustion, some fuel is incompletely oxidized and therefore produces additional contaminants. Other types of fuel may also be used, for example, mixtures of ethanol, vegetable oils and other fuels known in the art. In gasoline engines, in order to reduce emissions, modern car engines carefully control the amount of fuel they burn. They try to maintain the ratio of air to fuel very close to the stoichiometric point, which is the ideal calculated ratio of air to fuel. Theoretically, in this proportion, all the fuel will be burned using all the oxygen in the air. The fuel mixture really varies from the ideal ratio a bit during handling. Sometimes the mixture can be thinned (for example, a higher proportion of air with respect to fuel higher than the typical value of 14.7), and sometimes the mixture can be richer (for example, an air ratio with respect to fuel less than 14.7). These deviations result in various air emissions. Significant emissions from a petrol vehicle engine include: nitrogen gas (N2) (air is 78% N2); carbon dioxide (C02), a combustion product; and water vapor (H20), another combustion product. These emissions are mostly benign for humans (although it is believed that levels in excess of C02 in the atmosphere contribute to global warming). Gasoline engines, however, also produce carbon monoxide, nitrogen oxides, and unburned hydrocarbons, all of which are included in the EPA's criteria pollutants (non-burned hydrocarbons are part of the fuel mechanism). formation of ozone, along with NOx). Diesel engines also contribute to criteria pollutants. These engines use hydrocarbon fractions that self-ignite when compressed sufficiently in the presence of oxygen. In general, the combustion of diesel within a cylinder produces greater amounts of particulate matter and the pollutants nitrogen and sulfur oxides (NOx and SOx, respectively), of which gasoline produces. Even so, diesel blends are generally thin, with relatively abundant amounts of oxygen present. As a result, the combustion of smaller hydrocarbons is usually more complete, producing less carbon monoxide than gasoline. Longer chain hydrocarbons are more difficult to burn completely and can result in the formation of particulate debris, such as carbon "soot". Despite these disadvantages, fossil fuels are relatively abundant, easy to manage and economical. Therefore, these fuels will continue to represent a significant source of mechanical energy and pollution during the following years. Moreover, the penetration of the internal combustion engine indicates how fossil fuels will continue to be a necessary source of energy. There are at least three markets for internal combustion engines that produce significant air pollution: 1) mobile, on-road engines, equipment, and vehicles, 2) mobile, non-road engines, equipment and vehicles and 3) stationary or "punctual" sources. In each of these markets, government agencies and other organizations have dictated restrictions on air pollution levels. These restrictions have become increasingly stringent as the number of internal combustion engines proliferates and as more is learned about the damage caused by air pollution. Increasingly restrictive regulations have required industries to continually investigate, develop and invest in new technologies for emission control, from formulations for engine redesign to devices for post-treatment. These technologies vary in both effectiveness and cost, but they have become essential in order for the companies to comply with the standards. No emission control technology alone has been able to eliminate all relevant contaminants, so that multiple technologies have often had to be used together in order to allow a particular vehicle or equipment to comply with the regulations. the normative emission limits. These markets, their standards, and the technologies on which they rest are described in the following paragraphs. Technologies, including their benefits and disadvantages, are described in more detail after this section. While the sections focus on engines, equipment and vehicles in the United States, other geographies have similar products and standards. For example, the EU has similar market sizes, but focuses more on selective catalytic reduction than on the recirculation of gas emissions as a technology for the control of diesel emissions, uses catalytic converters in a greater percentage of its small engines, out of the way, and has a much higher percentage of diesel engines in light duty vehicles. Other geographical locations have their own characteristics different from the United States, but essentially they use the same types of equipment and restrict the same types of air pollutants. Mobile phones, on-road engines, equipment, and vehicles include, but are not limited to, passenger cars, pick-up trucks, minivans, sport utility vehicles (SUVs), buses, vans, semi-trailers, passenger vans, and two- or three-wheeled motorcycles designed for road use. These markets have historically led the way in the control of emissions and continue to do so today following regulations that require lower levels of air pollutants. The markets of cars and trucks are divided by pesos.

Those that are below 3.8 tons (8,500 pounds) according to the weight classification of large vehicles (GVWR) are considered light duty vehicles. Vehicles between 3.8 Tm and 4.5 Tm (8,500 and 10,000 pounds) GVWR that are designed for passenger transport are considered medium duty vehicles. Vehicles over 3.8 Tm (8,500 pounds) GVWR that are not designed for personal use are called heavy-duty vehicles. Passenger cars and light duty vehicles were previously regulated by vehicle weight and fuel type, but will be regulated in a group in future standards. Less than 1% of the -17 million new passenger cars and light duty vehicles produced in the United States use diesel engines. Passenger cars and light duty vehicles include those manufactured by manufacturers such as Ford, General Motors (GM), Daimler Chrysler, BMW, Honda, Hyundai, Daewoo, First Automobile Group, Toyota, Nissan, SAIC.Chevy and Subaru. Regulations for passenger vehicles and light duty vehicles have existed for decades, but have recently become more restrictive. The Tier 2 standards, which must be met from the 2004-2009 model year (MY), require original equipment manufacturers (OEMs) to certify their fleet in certain "boxes" of standards and maintain a corporate average. of NOx emissions. Vehicles less than 2.7 Tm (6000 lbs) GVWR have to fully cover in 2007, those between 2.7 Tm and 3.8 Tm (6, 000 and 8,500 lbs) and M DV have to meet by 2009 The contaminants included in the standards include: NOx, formaldehyde (HCHO), CO, PM, and organic gases other than methane. California has historically had stricter regulations than EPA, and other states, including New Jersey, New York, Vermont, Maine and Massachusetts, have joined California's even lower emission levels for new and used vehicles. . Manufacturers that do not comply with the standards will essentially be prohibited from producing their vehicles in these markets, and those found in the market will be fined. In the post-sale market, the states regulate the emissions of cars and light-duty vehicles through inspection and maintenance (l / M) programs. These programs are often created from state implementation plans (S I P) required in the non-compliance areas of the National Environmental Air Quality Agency (NAAQ) of the United States. Compliance with the standards of new and post-sale vehicles requires the use of emission control technologies, often in parallel. Historically, three-way catalytic converters have been widely used in cars and light-duty vehicles. Recent improvements in these converters (such as increased substrate porosity, optimized coating, reduced catalyst loading, etc.), have produced incremental improvements in emission control. To comply with the newest set of regulations in the United States, manufacturers are likely to increase the catalytic load or the number of substrates per vehicle. Cars in use that do not meet inspection or maintenance standards have to replace the defective technology or purchase additional devices. Other emission control devices include, but are not limited to, advanced injection systems (such as injection timing control, injection pressure, multiple injectors, common rail injection, and electronic controls), changes in the design of the camera of combustion (such as higher compression rates, piston geometry, and location of the injector), variable valve timing, catalytic converters, and filters. Heavy duty vehicles (HDV) include both private and commercial trucks and buses over 3.8 Tm (8,500 pounds) GVWR. The vast majority of these engines run on diesel fuel; More than 300,0000 are produced each year in the United States. Engine manufacturers and suppliers include, but are not limited to, Cummins, Caterpillar, Detroit Diesel, GM, Mack / Volvo, International / Navistar, Sterling, Western Star, Kenworth, and Peterbilt. Other companies that offer other emission control technologies for the aftermarket include, but are not limited to, Donaldson, Engelhard, Johnson Matthey, Lubrizol, Fleetguard, Cleaire, Clean Air Partners, and Engine Control Systems. Heavy-duty trucks are facing stringent emission reduction standards for P M, NOx, CO, and non-methane hydrocarbons (N M H C). The standard for PM has effect in 2007, while the standards for NOx and for NM HC are introduced from 2007-201 0. Similar to light duty vehicles, California, along with certain others States and metropolitan areas, has often enacted standards for more restricted emissions than the EPA. For vehicles that do not meet standards, manufacturers are prohibited from selling them. Failure to comply with the penalties for NOx covers up to US $ 1,200 per vehicle, based on size and enforcement effort. While other industries, such as locomotive, marine, agriculture, and construction industries use engines that are highly similar to heavy-duty vehicles, the HDV market has faced the most restricted emission standards. Meanwhile, some states and metropolitan areas (such as California, New York City, and Seattle) require updates or offer incentives for vehicle upgrades to reduce pollution levels. These areas have certified technologies that meet approved levels and qualifications. Examples include Donaldson's diesel oxidation catalyst and diesel particulate filter, Cleaire's diesel oxidation catalyst and diesel particulate filter, and Matthey's continuous particle regeneration filter. The technologies for emission control used to comply with these standards and for updates, include, without limitation, advanced injection systems (injection ignition, injection pressure, multiple injection, common rail injection, electronic controls). ), recirculation of gas emissions, design changes in the combustion chamber (higher compression rates, piston geometry, and location of the injector), advanced turbocharging, ACERT, filters for diesel particles, NOx adsorbers, catalytic reduction selective policy, conventional catalytic converters, catalytic emission silencers, and diesel oxidation catalysts. Compliance with the 2007 standards has initiated new research and developments in many of these technologies for emission control. There has been tremendous cost and effort focused on determining a solution for emissions control for compliance with the 2007 HDV. Motorcycles are another type of vehicle, road vehicle, and include two and three wheel motorcycles designed for use on the road. Motorcycles primarily use gasoline as fuel. Manufacturers include, without limitation, Harley Davidson, BMW, Honda, Kawasaki, Triumph, Tianjin Gangtian, Lifan Motorcycle, and Yamaha. Regulations for motorcycles for road use were adopted in 1 978 and were not revised until 2003, when new standards were adopted following those of California. The contaminants that are monitored in the new standards include HC, NOx and CO. The technologies for the control of emissions for motorcycles, include, without limitation, conversion of 2-stroke engines in 4-stroke engines, advanced injection systems (injection ignition)., injection pressure, multiple injection, common rail injection, and electronic controls), pulsating air systems, changes in the design of the combustion chamber (higher compression rates, piston geometry, and location of the injector) and use of catalytic converters. The limitations in the technologies for the control of emissions of motorcycles are different from those of heavy-duty vehicles. Motorcycles focus more on the appearance, location and heat of the devices after the treatment, since there are far fewer places to "hide" the device and the passenger is in a proximity much closer to the exothermic oxidation reaction. The category of cars, engines that are not for road, equipment, and vehicles, includes, without limitation, engines for agriculture, construction, mining, mowing and gardening, personal watercraft, boats, commercial boats, locomotives, aircraft. , sledges, off-road motorcycles, and ATVs. Small engines emit significant levels of air pollution for their size; they are the largest individual contributors to non-highway HC inventories. Equipment with small engines includes, but is not limited to, leaf aspirators, shrub trimmers, branch pruners, chain saws, lawn mowers, motor driven mowers, wood slicers, snow vacuum cleaners and chippers. Engine and equipment manufacturers include, without limitation, John Deere, Kamatsu, Honda, Ryobi, Electrolux (Husqvarna and Pouland, also supplies Craftsman), Fuji, Tecumseh, Stihl, American Yard Products, and Briggs and Stratton. The EPA began regulating small engines in 1993 (Phase I) with standards that were put into effect in 1997 and continued to reduce emission levels with new standards in 2002 (Phase II). The standards divide the equipment into manual and non-manual categories and classify them based on different motor displacements. The regulations focus on the emissions of hydrocarbons and nitrogen oxides. Technologies for emission control include, but are not limited to, the use of a catalyst (ie, John Deere's LE technology and Komatsu's "Stratified Purified" design), the conversion of 2-stroke engines into 4-stroke, advanced injection systems (injection regulation, injection pressure, multiple injectors, common rail injection, electronic controls), or changes in the design of the combustion chamber (higher compression rates, piston geometry, and location of the injector). The markets for recreational vehicles include off-road motorcycles, snowmobiles, and all-terrain vehicles (ATVs). These are made by manufacturers and suppliers of engines such as: Honda, John Deere, Kawasaki, Mitsubishi Motors, Nissan, Toyota, Yanmar, Arctic Cat, Bombardier, Bunswisk, International Powercraft, Polaris, Suzuki and Yamaha. The EPA began regulating recreational vehicles after many other markets, even though California had regulations in place before that. EPA is in the phase of agreements from 2006-2009 for snowmobiles, and 2006-2007 for off-road motorcycles and ATVs. Regulated pollutants include HC, CO and NOx. Technologies for the control of emissions for recreational vehicles include, without limitation, convert 2-stroke engines in 4-stroke engines, advanced injection systems (regulation of injection, injection pressure, multiple injectors, common rail injection , electronic controls), pulsing air, or changes in the design of the combustion chamber (higher compression rates, piston geometry, and location of the injector). In mining, regulations are established by the Mine Safety and Health Administration. Mining is often considered one of the most demanding environments for equipment, due to the high levels of vibration, impact and dust. Temperature and flammability are also major concerns in mining. Diesel oxidation catalysts have been updated in some mining equipment, while diesel particulate filters are becoming more common. In the agriculture and construction markets, EPA regulates both spark plug ignition engines and compression ignition engines. These can be used in tractors, hoists, excavators, electric generators, pavers, roller compactors, trenchers, drills, mixers, cranes, packing collectors, compressors, etc. Engine and equipment manufacturers include, without limitation, Agco, Komatsu, CNH Global, Caterpillar, Cummins, Daewoo, John Deere & Co., Dueutz, Detroit Diesel, and Kubota. The EPA began regulating the diesel part of these engines in 1994 (Phase I) and has more recently increased the standards with Phase 2 (in effect from 2001 to 2006). The standards are expected to increase again with the levels of Phase 3 from 2006-2008. Phase 3 levels will likely require the use of emission control devices similar to those used in heavy duty vehicles (such as tractors and trucks). Gasoline engines, liquid propane gas, or compressed natural gas (CNG) used in agricultural and construction applications, have also had recent changes in regulations. Levels of Phase 1 started in 2004 and coincide with those previously adopted by CARB; The levels of Phase 2 are expected to start in 2007. There is a voluntary program for vehicles with emissions below the standards, called "Blue Skies Series". Based on the size of the engine and the type of fuel, the levels of particulate, carbon monoxide, nitrogen oxides and non-methane hydrocarbons, all must be significantly reduced for the requirements of the current phase and for the standards to come soon. . The technologies for emission control are similar to those used in heavy-duty vehicles, including, but not limited to, advanced injection systems (injection regulation, injection pressure, multiple injectors, common rail injection). , electronic controls), recirculation of gas emissions, changes in the design of the combustion chamber (higher compression rates, piston geometry, and injector regulation), advanced turbocharging, AC ERT, filters for diesel particles, NOx adsorbers , selective catalytic reduction, conventional catalytic converters, catalytic emission dampers, and diesel oxidation catalysts. The recirculation of gas emissions (EG R) has been problematic due to its tendency to create sulfuric acid formation in the engine intake. It also requires cooling, which requires a larger radiator, and therefore a bigger vehicle nose, creating aerodynamic restrictions and fuel economy. In marine applications, engines can generally be divided by the use of gasoline or diesel fuel, personal or commercial use, or by the size of the engine. Marine units range from personal vessels, to yachts, ferries, tugboats, and ocean vessels. Manufacturers and suppliers include, without limitation, Bombardier (Evinrude, Johnson, Ski Doo, Rotax, etc), Caterpillar, Cummins, Detroit Diesel, GM, Isuzu, Yanmar, Alaska Diesel, Daytona Marine, Marine Power, Atlantic Marine, Bender Shipbuilding, Bollinger Shipyards, VT Halter Marine, Eastern Shipbuilding, Gladding-Hearn, JeffBoat, Main Iron Works, Master Boat, Patti Shipyard, Quality shipyards, and Verret Shipyard, MAN B &W Diesel, Wartsila, Mitsubishi, Bath I ron Works , Electric Boat, Northrop Grumman (Including Avondale, Ingalls, and Newport News Shipyards). The EPA regulates boats, whether recreational, private or commercial. Higher class divisions are based on the displacement of the engine, from recreational vehicles to tankers. Non-recreational diesel marine boats below thirty liters (30 L) of displacement, including fishing boats, tugboats, pusher boats, dredgers, and cargo ships, have new standards for NOx and PM that will be in effect between 2004 and 2007, depending on the size of the engine. Non-recreational marine boats above 30 L, including container ships, tankers, freighters and cruisers, have NOx standards that will be in effect in 2004 (Phase 1) and additional HC, PM and CO standards in 2007 (Phase 2) . Recreational marine boats, including yachts, cruisers and other types of pleasure craft, have standards that match those of non-recreational marine diesel vessels of less than 30 L displacement, but have subsequent implementation dates, which span since 2006 until 2009, based on the size of the engine. The gasoline and diesel boats only have regulations that are currently applied to HC emissions in outboard motors, personal ships and boats with jet engines. The aft and onboard engines are inherently cleaner and are not yet regulated. Emission control technologies are similar to those used in heavy-duty vehicles, and include, but are not limited to, the use of "gross terminals" when the boat is in port, conversion of 2-engine engines. 4-stroke times, post-cooling with water, recirculation of gas emissions, filters for diesel particles, selective catalytic uction network, diesel oxidation catalysts, catalytic converters, advanced fuel injection (regulation of the injection, injection pressure, multiple injectors, injection of common rail, electronic controls), advanced turbocharging, variable valve regulation, and changes in the design of the combustion chamber (higher compression rates, piston geometry, and location of the injector). The use of small motors for auxiliary power (for example, auxiliary power generating unit, AP U), also help to control emissions. Although the salt water and its associated pollutants and their cooling effect on the boats present difficulties in the post treatment, the AP U can work well with a post treatment device. The locomotive market relies mainly on diesel fuel (coal and wood have limited use), and include trains used in cargo and passenger lines, regular, local lines, and in deposit exchange service. There are more than 600 trains produced each year in the United States. Manufacturers and suppliers include, but are not limited to, the GM Electromotive Division, G E Transportation Systems, Caterpillar, Detroit Diesel, Cummins, MotovePower, Peoria Locomotive Works, Repu blic Locomotives, Trinity, Greenbrier, and CSX. The rules for trains began in 2000 and largely mimicked those for heavy-duty vehicles. The standards include levels for newly produced engines, as well as for engines that are remanufactured (which occurs approximately every 4 to 8 years), and vary based on whether the engine is for purposes of change or regular use. Phase 0 applies to the year of the engine model (MY) from 1 973 to 2001, phase 1 to MY 2002 to 2004, and Phase 2 to MY of 2005 and later. A fine for non-compliance can be up to US $ 25,000 per engine per day. Regulated pollutants include particulate matter, NOx, HC, CO and smoke opacity. The technologies for emission control are similar to those used in heavy-duty vehicles, and include, but are not limited to, advanced injection systems (injection regulation, injection pressure, multiple injectors, common rail injection). , electronic controls), recirculation of gas emissions, changes in the design of the combustion chamber (higher compression rates, piston geometry, and injector regulation), selective catalytic reduction, diesel oxidation catalysts, and post coolers , divided cooling, zeolite sieves, and NOx reduction catalysts. The use of a smaller auxiliary power unit also becomes a strategy for the control of emissions, one of which has less restrictions around the use of a post-treatment device. The aircraft market includes all types of aircraft, including airplanes manufactured by Boeing, Airbus, Cessna, Gulfstream, and Lockheed Martin, among others. Both the EPA and the European Union adhere to the emission standards of the International Civil Aviation Organization (ICAO). The EPA adopted the current standards of I CAO for CO and for NOx in gas turbine engines in 1 997, having adopted its HC levels in 1 984. In the United States, the FAA monitors and reinforces these standards. Much of the emission control is done through engine technologies and fuel changes. Stationary sources include those sources of pollution that are not mobile. The EPA has issued rules that cover 80 major industrial source categories, including power plants, chemical plants, petroleum refineries, aerospace manufacturers, and steel mills, as well as minor source categories, such as dry cleaners, commercial sterilizers, secondary lead castings, and electro-galvanized installations with chromium. Power plants can use stationary diesel fuels, stationary gas turbines, and nuclear power, among other sources. Each of these sources produces different pollutants, for example, nuclear power plants produce iodine and hydrogen, gas turbines produce NOx, CO, SOx, CH4 and VOC, and refineries produce gaseous vapors, CO, NOx, VOC , C02, CH4 and PM. Each industry requires different control technologies to reduce air emissions. The EPA standards cover the six criteria pollutants and the additional 88 air pollutants. Specific programs implemented include the Acid Rain Program, designed to reduce sulfur emissions and the NOx Budget Program of the Ozone Transportation Commission, designed to reduce NOx emissions. RECLAI M is a program established to market NOx and SOx credits.

In addition, limits and marketing programs have been implemented in some industries and geographic areas, allowing companies to negotiate their issuance credits. The technology used to control emissions from stationary sources varies widely, but examples include filters, gas scrubbers, sorbents, selective catalytic reduction (SCR) precipitators, zero-slip catalysts, turbine catalysts or oxidation catalysts. Some of the suppliers of emission control systems for stationary markets include: M + W Zander, Crystall, Jacobs E., Takasogo, IDC, ADP, Marshall, Bechtel, Megte, Angui, Adwest, Eisenmann, Catalytic Products, LTG, Durr , Siemens, Alston. Catalyst suppliers include: Nikki, BASF, Cormetech, W.R. Grace, Johnson Matthey, UOP, and Sud Chemie. Due to the importance of improving air quality and complying with relevant laws and regulations, substantial investments have been made in time, money and effort in technologies capable of reducing emissions. Three general areas of technology include a) engine improvements, b) fuel improvements, and c) subsequent treatments. These approaches are typically not mutually exclusive or autonomous solutions. Engine improvements include, but are not limited to, technologies such as: advanced injection systems, recirculation of gas emissions, electronic sensors and fuel controls, design of combustion chambers, advanced turbocharging, and variable valve regulation . Fuel improvements include, if not limited to, fuel formulations such as high in cetane, low in aromatics, low in fuel with sulfur, catalysts for fuel combustion, liquefied petroleum gas (LPG), oxygenation of fuels, compressed natural gas (G NC), and biodiesel. The post-treatment technologies include, but are not limited to: catalytic converters (2, 3 and 4-way), particulate traps, selective catalytic reduction, NOx adsorbers, HC adsorbers, NOx reduction catalysts, and many others. Some systems incorporate various pieces of these and other technologies; Caterpillar ACERT or catalytic diesel particulate traps are examples of combination of systems and devices. There are also some technologies whose use is currently limited, either due to technological or commercial restrictions. Advanced injection systems include changes in injection regulation, injection pressure, multiple injectors, air assisted fuel injection, sequential injection at multiple points, common rail injection, resizing or repositioning of the injector holes, and some electronic controls. In the common rail system, a microcomputerized fuel pump controls the fuel flow and regulation (for example, the Mercedes-Benz E320 uses this system). The secondary air injection can promote the combustion of HC and CO in the distributor. Changing the injection system can reduce a variety of emissions and can also increase the fuel economy; However, this requires significant work on the engine to ensure efficiency. The recirculation of gas emissions (EG R) directs some of the gases emitted back to the engine's mission. By mixing gas emissions with the intake of fresh air, the amount of oxygen entering the engine is reduced, resulting in lower nitrogen oxide emissions. The EG R does not require regular maintenance, and works well in combination with combustion chambers with high turbulence and high swirl formation. The EG R also has disadvantages, such as reduced fuel efficiency and engine life, greater demands on the vehicle's cooling system, is limited to no effect on other pollutants other than NOx, and it requires control algorithms and sensors. For these reasons, EG R is often used in parallel with other control technology. Companies involved in EG R technologies include Doubletree Technologies, ETC, Emtec STT, Cummins, Detroit Diesel, Mack, and Volvo. Optimizing the combustion chamber, or making incremental improvements, is another way that manufacturers and developers are controlling emissions. By reducing the volumes of the slits, the entrapment of unburned fuel (and hence the formation of HC) can be limited, while the amount of lubricating oil is reduced, which can also reduce the formation of HC and It can mimic catalyst contamination. Other measures include: improving the surface finish of cylinders and pistons, improving the design and material of the piston ring, and improving the valve stem seals. Also, a "fast burning" combustion chamber can be made: increasing the combustion rate, reducing the anticipation of the spark, adding a diluent to the air and fuel mixture, and / or increasing the turbulence in the chamber. While optimizing the combustion chamber can lead to reduced emissions, this is another technology that requires engine rework, which can be an expensive process. Variable valve regulation involves calibrating the engine valves to open and close to obtain maximum fuel and engine efficiency. Frequently, a sensor is used to detect the speed of the motor and to adjust the openings and closures of the valve accordingly. This technology can increase the torque of the engine and horsepower, and can improve the formation of eddies and the speed of admission load, thus improving combustion efficiency. Variable valve technology does not reduce emissions as much as some other technologies, and often leads to reductions in fuel efficiency. The reformulation or use of different fuels is another emission control technique, since some fuels naturally pollute more than others, while some tend to contaminate the catalysts, which could otherwise limit emissions to the environment. air. For example, the change from leaded fuel to unleaded fuel in the United States greatly reduced lead emissions. By decreasing the sulfur content in the fuel, SOx emissions are reduced and the efficiency of many catalytic converters is increased, since sulfur can contaminate the catalysts. Another type of fuel, natural gas, typically produces less particulate pollution than diesel fuel and can also reduce NOx and combustion noise. Conversely, natural gas can also increase the weight of the vehicle (due to the need for high pressure tanks) and has limitations for refueling. The use of a post-treatment device - equipment that is used after the fuel is burned) - is very common in certain industries affected by emission control standards. An example of a device for subsequent treatment is a catalytic converter. The catalytic converters can vary widely and have different functions, but the general description is a device that treats emissions with the use of catalysts. The composition of the substrates and the catalysts that are in them, has changed over the years, and has the location and quantity of converters.

A two-way catalytic converter performs the oxidation of gas phase contamination, such as the oxidation of HC and CO in C02 and H2O. Diesel oxidation catalysts (DOC) are another type of two-way catalytic converter used with diesel engines. While these converters are effective for controlling HC and CO and require little maintenance, they can increase NOx emissions and are sensitive to sulfur. A three-way catalytic converter performs both the oxidation reaction (conversion of CO and HC into C02 and H2O) and the reduction reaction (conversion of NOx into N2 gas). Since the 1970s, three-way catalytic converters have reduced vehicle emissions. Additional improvements in the performance of these devices are limited by a number of factors, such as the temperature range and surface area of their substrates and catalyst contamination. To meet the increasingly stringent standards, some vehicles require multiple catalytic converters. A four-way catalytic converter performs the oxidation and reduction reactions, and traps particles to burn them (regeneration can occur in active or passive mode). Suppliers of catalytic converters and their associated parts include, without limitation, Corning, NGK, Denso, Ibiden, Emitec, Johnson Matthey, Engelhard, Catalytic Solutions, Delphi, Umicore, 3M, Schwabische Hutten-Werke GmbH (SHW), Hermann J. Schulte (HJS), Diesel Technology, Cleaire, Clean Air Systems, Meritor Arvi, Tenneco, Eberspacher, Fau recia, Donaldson, and Fleetguard. Traps or particle filters are another type of after-treatment device that is commonly used in diesel applications, since diesel generates more particulate material than gasoline or some alternative fuels. In a diesel particulate trap (DPT), particles in the emission stream pass through a filter that collects them. The removal of the particulate material that is collected in the trap is called "regeneration" and can occur in multiple ways. One method uses external heaters to increase the temperature of the filter to a level necessary to burn the PM. Another method releases small amounts of diesel fuel into the emissions stream. When the fuel particles come into contact with the filter, the fuel is burned at an elevated temperature. This temperature more. high burn PM of the filter too. Still another means is to use catalysts that carry fuel to facilitate regeneration. In another approach, called a "catalyzed diesel particulate trap," a catalyst is applied directly to the filter itself, which reduces the temperature necessary for the PM to burn. Finally, an oxidation catalyst can be used in front of the filter to facilitate the burning of the PM. The Johnson Matthey Continuous Regenerative Trap (CRT) is a system of this type. Traps for diesel particles can reduce PM as much as 85% in some applications. Traps using a catalyst can also reduce other pollutants along with the PM (eg HC, CO and PM) with the use of a catalyst (as mentioned above). On the contrary, these traps can become clogged with PM, soot and ash and the catalyzed versions can become contaminated. They also add cost and weight to the vehicles. Diesel particle traps can use a number of different types of filters, including: fiber with monolithic ceramic cells (Corning, NG K), coiled fiber filter (3M), knotted fiber (BUCK), woven fiber (HUG) , 3M), sintered metal fiber (SHW, HJS) or filter paper, among others. Providers of these devices and their related technologies include, without limitation, Donaldson, Engelhard, Johnson Matthey, HJS, Eminos, Deutz, Corning, ETG, Paas, and Engine Control Systems. Selective catalytic reduction (SCR) is another example of a post-treatment system. In this technology, a chemical substance capable of acting as a reducing agent, such as urea, is added before the emissions reach the catalytic chamber. Urea hydrolyzes to form ammonia. The ammonia then reacts with the NOx of the gas emissions to produce N2 gas, thus decreasing the NOx emissions. The ammonia can be injected directly or can be maintained in the form of solid urea, urea solution or in crystalline form. An oxidation catalyst is often used in parallel with the SC R to reduce CO and HC. Unfortunately, while the SCR is effective in reducing NOx and has low catalyst decay with good fuel economy, it requires an additional tank in the vehicle, and an infrastructure to refill the tank in order to maintain emission control. . The suppliers of SC R or its components include, without limitation, Engelhard, Johnson Matthey, M iratech Corporation, McDermott, ICT, Sud Chemie, SK Catalysts, and P E Systems. While used only in the United States on a limited basis, SC Rs are expected to be widely used in Europe to reduce emissions, particularly in the heavy-duty truck market. NOx adsorbers are materials that store NOx under adjusted conditions and release and catalytically reduce them under fuel-rich conditions (typically a few minutes). This technology can work in both gas and diesel applications, despite the fact that the gas provides a better environment rich in fuel, with high temperature. N Ox adsorbers reduce levels of HC, NOx and CO, but have little or no effect on PM. They can work under a wide range of temperatures. In contrast, the NOx adsorption capacity decreases based on temperature, requires controls and sensors in the engine, and is functionally hindered or deactivated by the sulfur content in the fuel. In diesel applications, there are additional restrictions, including the amount of oxygen present in the emissions, the rate of use of H C, the temperature range, and the particle or particle formation. A NOx reduction catalyst can also be used to control emissions: 1) actively injecting reductant into the system in front of the catalyst and / or 2) using a coating with a zeolite that adsorbs the HC, thus creating an oxidizing region that leads to a reduction the NOx. While this technology can reduce NOx and PM, it is more expensive than many other technologies and can lead to poor fuel economy or sulfate particles. HC adsorbers are designed to trap VOC while the catalyst is cold and then release them once the catalyst is heated. This can be done by: 1) coating the adsorber directly on the substrate of the catalytic converter, which allows for minor changes but less control, 2) placing the adsorber in a separate, but connected, exhaust pipe before the catalytic converter, and having the air change in the channels once the converter is heated, and / or 3) placing the adsorber after the catalyst. The last two options require a cleaning option for the adsorber. While this technology reduces emissions that start cold, it is difficult to control and adds cost. Since emissions have been proven difficult to control, emission control technologies are often combined in one system. Examples of combination systems include: a DeNOx and DPT (such as the SCRT system of HJS), a catalytic converter placed in the sensor, SCR integrated with the silencer, or a catalytic diesel particulate filter. ACERT is another example of a system that incorporates technologies for the control of multiple emissions. ACERT, from Caterpillar, targets four areas - air intake management, combustion, electronics, and after-treatment of emissions. Key components include simple and serial turbocharging to cool the air intake; variable valve activation to improve fuel burning; electronic multiplexing for computer control integration; and catalytic conversion to network the emissions of particulates from the exhaust pipes. Working together, these subsystems allow the company to increase fuel savings. A significant weakness of this technology is the high volume of catalyst needed. There are many other technologies for emission control, some of which are not yet technically feasible. Catalytic Converters Concerns about the pollution caused partly by automobiles led to the Clean Air Act of 1 970, which required 90% reductions in automobile emissions. The compulsory reduction was considered controversial by some, but in general it was recognized as an advance for healthy living and better health. The automobile industry initially offered resistance to the proposed new standards. Part of the resistance may have come from the development of improved fuels in industries. From the mid-1920s until the mid-1980s, motor gasoline contained an additive: tetraethylene lead (TEL). The TEL improved fuel performance, preventing pre-ignition in the engine cylinders. Pre-ignition is the result when the fuel / air mixture ignites prematurely in the combustion chamber of an engine. This results in engine damage and reduced efficiency and power caused by the blow. To achieve the reduced emission standards set by the government, engineers invented the catalytic converter. The catalytic converter was added to the vehicle exhaust systems beginning approximately at 1 97. The catalytic converter was effective in reducing emissions to a certain degree. However, common gasoline formulations containing TEL interfered with the function of the catalytic converter. Because the TEL in the fuel contaminated the metallic catalysts of the catalytic converter, the TEL was eventually removed from the fuel. While many people may be aware that many vehicles have a cata- lytic converter, this is usually a piece of technology not appreciated. The purpose of the catalytic converter is to convert, or change, exhaust gases that are contaminants to less harmful compounds, such as nitrogen (N2, which constitutes approximately 72% of the atmosphere), water (H20), and dioxide. carbon (C02, a product of photosynthesis in plants). The catalytic converter is used to facilitate the conversion of unwanted contaminants into relatively non-harmful molecules, such as N2, H20 and C02. Basically, the catalytic converter provides a surface over which contaminants become relatively non-harmful products. A catalyst allows the reaction to proceed more quickly (or at a lower temperature), decreasing the activation energy required. However, a catalyst is not used in the reaction and can be used again (unless the catalyst is contaminated). Typical contaminants in the leaks include nitrogen oxides (NOx), unburned hydrocarbons, carbon monoxide, and particulate material. Nitrogen oxides can be reduced to form nitrogen. When a molecule of NO or N02 makes contact with the catalyst, the catalyst facilitates the elimination of nitrogen from the molecule, releasing oxygen in the form of 02. The nitrogen atoms that adhere to the catalyst then react to form N2 gas: 2NO = > N2 + 02 and N 02 = N2 + 02. Carbon monoxide, unburned hydrocarbons, and particulate material can be further oxidized to form non-contaminants. For example, carbon monoxide is processed as shown: 2CO + 02 = 2C02. The total result of the catalytic converter is to complete the fuel combustion in non-contaminants. Conventional catalytic converters have a number of limitations in their effectiveness in removing contaminants. For example, if they are placed too close to an engine, they can crack due to overheating or a rapid change in temperature, as such, the filters of conventional catalytic converters can not be placed immediately below or inside a manifold. of engine emissions, which is an optimal location to take advantage of the high temperatures at the site before the temperature decreases due to radiant cooling due to the highly thermal conductive properties of the exhaust pipe material. The vibration of the motor and the rapid change of temperatures that exist near and inside the exhaust manifold could cause the conventional filter material to fatigue and drastically shorten the life of the filters. In addition, some catalysts applied to conventional filters work less efficiently or even stop working at high temperatures, that is, above 500 degrees Celsius. Accordingly, the filters of the conventional catalytic converter are usually placed in the emission path at a location away from the motor. Structures of the catalytic converter and particle filter The components and materials of a catalytic converter are shown schematically in Figures 4a and 4b. The catalyst substrate is kept inside the converter cover (also referred to as the container) using protective mesh for packing (most often ceramic fibers). The converter is connected to the exhaust system of the vehicle through the terminal cones, which can be either welded to the cover or can be formed as a part together with the cover, depending on the packaging technology of the converter. The other components shown in the diagram - terminal blocks and / or steel support rings - are optional; they are usually not present in modern passenger car converters, but may be required in more demanding applications, such as closed coupled converters, large converters for heavy duty motors or diesel particulate filters. Catalytic converters, especially those for gasoline applications, may also be fitted with steel heat shields (not shown in the diagram), to protect adjacent vehicle components from exposure to excessive temperatures. Generally, a catalytic converter is composed of at least five major components: 1) a substrate, 2) a catalytic coating, 3) a coating, 4) a poor protective coating, and 5) a container. A general catalytic converter is shown in FIG. X. In certain applications, as described in greater detail below, catalytic coating is optional. Substrate The substrate is a solid surface on which contaminants can be converted into non-contaminants. Physically, a substrate provides the interface for several molecular species, in any physical state, such as solid, liquid or gaseous, to react with each other. The substrate generally has a large surface area to provide a large area in which contaminants can be rendered non-polluting. During the past decades, many different materials and designs have been tested as the substrate for chemical reactions. For example, the main physical structures include monoliths in honeycomb and pearls (see Figure 1). The honeycomb structure contains numerous channels, which usually run in parallel with one another along the length of the substrate. The substrate has channels that run the full length of the substrate. The width of the channels varies, often depending on the material of the substrate and the applications for which it is used. These channels allow gas emissions to flow from the engine through the catalytic converter and out through the exhaust pipe. While gas emissions flow through the channels of the substrate, contaminating molecules become non-polluting molecules through chemical reactions and physical changes. In the pearl structure, the substrate is made from a collection of small pearls (similar to placing a handful of gelatin g rageas in a tube). The exhaust can flow around the beads (through the channels and cracks). The pollutants become non-polluting as gas emissions hit the pearls. The bead structure was one of the initial attempts to maximize the surface area of the substrate to which the emission molecules were exposed. A number of different materials has been used as a substrate. These include ceramics, Fiber Reinfo Ceramic Matrix Compounds (FRCMC), foam, powdered ceramic, nanocomposites, metals and substrates of fiber protective mesh type. The most commonly used is a ceramic called cordierite, which is produced by Corning. Cordierite is a ceramic formed from refractory powders. The FRCM C is a foam with open cells in which the catalyst is placed on the walls of the cells, the foam is arranged inside a catalytic chamber, in such a way that the gas emission has to pass through a path of foam cells to go out. The foams are solids that contain numerous pores that are formed by gas bubbles and vanished spaces. Ceramic powdered substrates are different from cord and related ceramics in that the powdered ceramic is formed of sintered ceramic powders. Nanocomposites are materials that use nano-powders and / or nanofibers. The metals can also be used as a substrate. Usually, thin sheets of corrugated metal sheet, such as steel, are wound into a structure similar to a honeycomb. Fiber-protective mesh type substrates are materials that are woven on a small scale. Certain substrates of fiber protection mesh type use N EXTEL fibers, produced by 3M. Additionally, "bi-dimensional" nonwoven fibrous composites have also been tested, wherein the honeycomb structures were formed, using laminated folding and / or corrugation. For example, see U.S. Patent Nos. 4,894,070; 5, 1 96, 1 20 and 6,444,006 B 1. Catalytic coating The third component of current catalytic converters is a catalytic coating. As the name implies, the catalytic coating is the component that actually catalyzes the conversion of contaminants into non-contaminants. A catalyst is usually defined as a substance that influences the rate of a chemical reaction, but it is not one of the original reactants of the final products, that is, it is not consumed or altered in the reaction. In several known catalytic reaction mechanisms, the catalyst forms intermediates with the reactants, but is recovered in the course of the reaction. Many other catalytic processes are not fully explained or understood in their entirety. No one is the principles that govern the selection and preparation of catalysts for specific purposes. Many of the developments in this field are achieved through elaborate exploration programs that involve innumerable material tests. Catalysts are widely used in chemical and petrochemical processing to facilitate reactions that are otherwise too slow, or which require high temperatures to produce good efficiencies. Catalysts are also used to convert harmful components of the gases emitted by engines, such as hydrocarbons and carbon monoxide, into non-harmful substances, such as carbon dioxide and water vapor. Catalysts are substances that have the ability to accelerate certain chemical reactions between gas emission components. In the catalysis of emission control, the solid catalysts are used to catalyze gas phase reactions, the catalytic effect and the observed reaction rates are maximized by providing good contact between the gas phase and the solid catalyst. In catalytic reactors, this is usually done by providing a highly catalytic surface area by finely dispersing the catalyst in the specific surface area carrier (support).

The catalytic coating is added to the substrate after the substrate is formed. The coating forms a layer on the surface of the substrate, the layer contains the catalyst. Different types of catalysts are needed, depending, for example, on the chemical reaction, the required application, temperature conditions, economic factors, etc. A number of metal catalysts are known in the art. For example, the most commonly used are platinum, palladium and rhodium. Significant research has been conducted to develop new catalysts. See, for example, The rate of chemical reactions, including catalytic reactions, generally increases with temperature. A strong dependence on conversion efficiency on temperature is a characteristic of all catalysts for emission control. A typical relationship between the catalytic conversion rate of a pollutant and the temperature is shown as the continuous line (A) in Figure 4. The conversion, close to zero at low temperatures, increases slowly at the beginning and then more rapidly, until reaching a plateau at high gas temperatures. When combustion reactions are discussed, the term ignition temperature is commonly used to characterize this behavior. The ignition temperature of the catalyst is the minimum temperature necessary to initiate the catalytic reaction. Due to the gradual increase in the reaction rate, the above definition is not very precise. By means of a more precise definition, the ignition temperature is the temperature at which the conversion reaches 50%. This temperature is often called T50. When comparing activities of different catalysts, the most active catalyst will be characterized by the lowest ignition temperature for a given reaction. In some catalyst systems, the increase in temperature can increase the conversion efficiency only to a certain extent, as illustrated by the dotted line (B) in Figure 4. The additional temperature increase, despite the reaction rates increased, causes a decrease in catalyst conversion efficiency. The decrease in efficiency is usually explained by other competing reactions, which decrease the concentrations of reactants or by restrictions of the thermodynamic equilibrium of the reaction. The temperature range corresponding to the high conversion efficiency is often referred to as the catalyst temperature window. This type of conversion curve is typical for selective catalytic processes. Good examples include selective reduction of NO by hydrocarbons or ammonia. Another important variable that influences the conversion efficiency is the size of the reactor. The rate of gas flow through a catalytic reactor is commonly expressed, in relation to the size of the reactor, as space velocity (SV). The space velocity is defined as the gas volume measured under standard conditions (STP), per unit time per unit volume of the reactor, as follows: (3) SV = VVr, where V is the volumetric gas flow rate in STP, m3 / h; Vr is the reactor volume, m3, and SV has the reciprocal time dimension, which is commonly expressed in 1 / hoh "1. In various applications of catalytic emission control, the space velocities range from 1 0, 000 1 / h up to 300, 000 1 / h The space velocities for monolithic reactors are calculated on the basis of their external dimensions, for example the diameter and length of an indium ceramic catalyst substrate. taking into account the geometric surface area of the substrate, cell density, wall thickness, or catalyst loading, is not always appropriate for catalyst comparisons, however, it is a standard commonly used and widely accepted in the industry. Typical platinum loads on filters used for off-road engines in the 90s, were between 1.25 kg / m3 and 1.78 kg / m3 (35 and 50 g / ft3). These filters, installed in relatively high-level pollution engines, required minimum temperatures of about 400 ° C for their regeneration. Later, when catalytic filters were applied to engines for much cleaner city buses and other vehicles on motorways, it was found that they were capable of regenerating at much lower temperatures. However, higher platinum charges were needed to support low temperature regeneration. Filters used in clean engines, in low temperature applications, typically have platinum loads from 1.78 kg / m3 to 2.67 kg / m3 (50 and 75 g / ft3). Coating. In most cases, the catalytic coating includes a coating as a fourth component. The coating is applied to the surface of the substrate, thus increasing the surface area of the substrate. The coating also provides a surface to which the catalyst adheres. The metal catalyst can be impregnated in this layer with large porous surface area of inorganic carrier (i.e., coating - the term "catalyst support" can be used to designate the ceramic / metallic substrate, as well as the carrier / coating material ). A quantity of substances can be used as a coating. Substances that are widely used for catalyst carriers include activated aluminum oxide and silicone oxide (silica). The coating is a layer of large surface area, porous, attached to the surface of the support. Its exact role, which is certainly very complex, is not clearly understood or explained. The main function of the coating is to provide a very large surface area, which is necessary for the dispersion of catalytic metals. Additionally, the coating can physically separate and prevent undesired reactions between the components of a complex catalytic system.

The coating materials include base metal oxides such as Al203 (aluminum oxide or alumina), Si02, Ti02, Ce02, Zr02, V205, La203, and zeolites. Some of them are used as catalyst carriers. Others are added to the coating as promoters or stabilizers. Still others show catalytic activity on their own. Good materials for coating are characterized by a high specific surface area and thermal stability. The specific surface area is determined by nitrogen adsorption measurement technique in conjunction with mathematical models known as B ET method (Bernauer, Emmet and Teller). The thermal stability is evaluated by exposing the samples of given material at high temperatures in a controlled atmosphere, usually in the presence of oxygen and water vapor. The loss of BET surface area, which is measured again at different time intervals during the test, indicates the degree of thermal deterioration of the material under test. The coating can be applied to the catalyst support from an aqueous-based suspension. The coated wet parts are then dried and calcined at high temperatures. The quality of the catalyst coating can significantly influence the performance and durability of the finished catalyst. Since noble metal is then applied to the parts by impregnation, i.e., "soaking" the porosity of the coating with the catalyst solution, the coating load will determine the charge of noble metal catalyst in the finished product.

Therefore, it is extremely important for the coating process to produce a very repeatable and uniform coating layer. The details of the coating process and its parameters are kept as trade secrets by all the catalyst manufacturers. Reci pient The substrate is packed in a container, for example, a steel shield, to form a catalytic converter. The container performs a number of operations. It supports the catalyzed substrate and protects the substrate from the external environment. Additionally, the container pushes the gas emission to flow through and / or over the catalyst substrate. The catalyst substrate can also be packed into silencers, which are then called "catalytic mufflers"! or "catalytic silencers". In this case, a steel vessel holds both the catalyst and the noise attenuation components, such as deflectors and perforated pipe. The catalytic silencers can offer more space saving in the design, compared with the combination of a catalytic converter and a silencer. The catalyzed substrate is usually placed within the container having a configuration made in accordance with one of several methods, including a bisag ra case, a reln, a meter net, a duck box, a roll, as shown in FIG. shown in Figure 28.

Protective mesh placement In addition to the container, a poorly protective material is often used to pack the catalytic substrate into the container. Packing protective screens, usually made of ceramic fibers, can be used to protect the substrate and evenly distribute the pressure of the cover. Protective screens often include vermiculite, which expands at high temperatures, thus compensating for the thermal expansion of the cover and providing adequate holding power under all operating conditions. For example, the ceramic monoliths are wrapped in a special packing material that keeps them secured in the steel housing, evenly distributing the pressure and preventing cracking. Ceramic fiber protective screens are most commonly used to pack catalytic converters for both diesel and gasoline applications. These protective packaging mesh can be classified as follows: intumescent protective mesh (expandable with heat), conventional (with high content of vermiculite); with reduced vermiculite content, non-intumescent protective mesh, or protective hybrid mesh. Heat insulation In many applications, the catalytic converter must be isolated to prevent damage to surrounding vehicle components (eg, plastic parts, fluid housings) or -in converters mounted near the engine- to prevent Increase in the temperature in the engine compartment. One of the methods of thermal management of the converter is to use a steel heat shield placed around the body of the converter. An alternative method is to provide an insulating layer within the cover either by (1) increasing the thickness of the protective mounting mesh, or (2) by providing an additional layer of dedicated insulation, of low thermal conductivity. While heat shields have traditionally been used in below-floor locations, it has been suggested that the increased thickness of the protective mesh provides the best solution for the converters installed in the engine compartment (Said Zidat and M ichael Parmentier, " Heat I nsulation Methods for Manifold Mou nted Converters "Delphi Automotive Systems, Technical Center Luxembourg, SAE Technical Document Series 2000-01 -021 5). One of the advantages of using thicker protective mesh in preference to the heat protector is the lower average temperature of the protective mesh, which minimizes the risk of destroying the vermiculite protective mesh in coupled applications near gasoline engines. . Particle trap Another device to remove contaminants from a gas emission is a particle trap. A common particulate trap used in diesel engines is a diesel particulate trap (DPT). A primary purpose of a particulate trap is to filter and trap material in particles of various sizes of a fluid stream, such as a gas emission stream. The effectiveness of a particulate filter is generally measured in its ability to filter PM of different sizes, for example PM-2.5 and PM-1 0. Diesel traps are relatively effective in removing carbon soot from diesel engine emissions . The most widely used diesel trap is the wall filter for flow that filters the diesel emission capturing the soot on the porous walls of the filter body. The wall filter for flow is designed to provide almost complete filtering of soot without significantly hindering the flow of emissions. As the soot layer accumulates on the surfaces of the filter inlet channels, the lower permeability of the soot layer causes a pressure drop across the filter and a gradual increase in the differential pressure of the filter against the engine, causing the engine to work harder, thus affecting the operating efficiency of the engine. Eventually, the pressure drop becomes unacceptable and regeneration of the filter becomes necessary. In conventional systems, the regeneration process involves heating the filter to initiate the combustion of carbon soot. In certain circumstances, regeneration is achieved under controlled engine management conditions, by which a slow burn is initiated and lasts for an amount of minutes, during which the filter temperature increases from approximately 400 to 600 ° C up to a maximum about 800 - 1 00 ° C. In certain applications, higher temperatures during regeneration tend to occur near the outlet end of the filter due to the cumulative effects of the soot combustion wave advancing from its inlet surface to the felt outlet surface. as the flow of emissions brings the heat of combustion down into the filter. Under certain circumstances, a so-called "uncontrolled regeneration" can occur when the start of combustion co-operates with, or is immediately followed by, high oxygen content and low flow rates in the gas emission (such as engine stop conditions). During an uncontrolled regeneration, combustion of soot can produce temperature peaks inside the filter, which can thermally crash and crack, or even melt, the filter. The most common temperature gradients observed are radial temperature gradients where the temperature of the center of the filter is hotter than the rest of the substrate and the axial temperature gradients where the outlet end of the filter is hotter than the rest of the substrate . In addition to capturing carbon soot, the filter also removes metal oxide "ash" particles that are transported by the gas emission. Usually, these ash deposits come from unburned lubricating oil that accompanies gas emissions under certain conditions. These particles are not combustible, and therefore, they are not removed during regeneration. However, if the temperatures of the uncontrolled regenerations are high enough, the ash may eventually sinter with the filter or still react with the filter, resulting in partial melting. An advancement in the art could be considered to obtain a filter that offers improved resistance to fusion and heat shock damage so that the filter not only survives the numerous controlled regenerations during its lifetime, but also the much less frequent but more severe regenerations not controlled. Continuous regeneration process A conventional method for catalytic conversion is a diesel particulate trap ("DPT"). A DPT is a filter that collects particulate material in emissions. The particulate material has to be burned before the filter becomes clogged. Burning the particulate material is called "regeneration". There are several conventional methods for the regeneration of DPT. First, an application of precious metal catalysts or basic metal catalyst to the surface of the filter can reduce the temperature necessary for the oxidation of the particulate material. Second, the filter may be preceded by a chamber containing oxidation catalyst that creates No2, which helps to quench the particulate material. Third, the system can use catalysts to burn the fuel.

Finally, an external heat source can be used, where the fuel is burned at 550 grams Celsius without catalysts or at approximately 260 grams Celsius with catalysts of precious metals. The regeneration leaves behind the ash residue as the charcoal burns, requiring constant maintenance to clean the filter. Yet another conventional method uses diesel oxidation catalysts (DOC). DOCs are catalytic converters that oxidize CO and hydrocarbons. The hydrocarbon activity extends to polynuclear aromatic hydrocarbons (PAH), and the soluble organic fraction ("SOF") of particulate material. Catalyst formulations have been developed that selectively oxidize the SOF while minimizing the oxidation of sulfur dioxide or nitric oxide. However, DOCs can produce sulfuric acid, and increase the emission of N02. The function of the catalyst in the catalyzed diesel particulate filter (CDPF) is to reduce the combustion temperature of the soot to facilitate the regeneration of the filter by oxidation of diesel particulate material (DPM) under emission temperatures experienced during the regular operation of the engine / vehicle, typically in the range of 300 to 400 ° C. In the absence of the catalyst, the CPM can be oxidized in appreciable proportions at temperatures above 500 ° C, which are rarely observed in diesel engines during real-life operation. The substrates that have been reported to be used in these catalyst applications include cordierite and flow monoliths per silicon carbide network, wire screen, ceramic foams, ceramic fiber media, and more. The most common type of a PF CD is the monolith for catalyzed ceramic wall flow. Catalyzed ceramic traps were developed in the early 1980s. Their first applications included diesel powered vehicles, later machinery for underground mining. Catalyst filters were commercially introduced by Mercedes cars, sold in California in 1 985. The Mercedes 300SD and 300D models with turbocharged engines, were equipped with filters of 14.37 cm in diameter x 1 5.24 cm (5.66 inches in diameter x 1. 5.34 inches ) adjusted between the engine and the turbocharger. The use of diesel traps in the cars was abandoned later, due to problems such as insufficient durability, increased pressure drop, and filter clogging. Today, even though not all of these problems have been solved, catalyzed ceramic traps remain one of the most important diesel filter technologies. CDPFs are increasingly used in a number of heavy-duty applications, such as city buses and municipal diesel trucks. For a number of years, limited quantities of catalyzed filters have also been used in underground mining (North America and Australia) and in certain applications in stationary engines.

The catalyzed ceramic fi lters are commercially available for a number of applications on motorway, off-road, and stationary, as well as in products for the original market and for the after-sales market (update). The list of suppliers includes Engel hard, OMG, dmc2, as well as several manufacturers of smaller emission controls, which specialize primarily in off-road markets. The main component of conventional filters is a ceramic monolith (typically cordierite or SiC), for wall flow. The porous walls of the monolith are coated with an active catalyst. As the diesel emission aerosol permeates through the walls, the soot particles are deposited within the network of pores in the wall, as well as on the surface of the inlet channel. The catalyst facilitates the oxidation of DPM by the oxygen present in the gas of the emissions. Pressure drop The flow of gas emissions through a conventional catalytic converter creates a substantial amount of differential pressure. The formation of differential pressure in a catalytic converter is an important attribute for the success of the catalytic converter. If the catalytic converter is partially or totally obstructed, will create a restriction in the escape system. The subsequent formation of differential pressure will cause a drastic fall in engine performance (for example, in steam cabins and torque) and in fuel economy, and may even cause the engine to stop. after it turns on if the block is g rave. Conventional attempts to reduce pollutant emissions are very costly, due to the cost of the materials and the upgrade or manufacture of an original motor with the appropriate filter. The high filtration efficiencies of the wall flow filters are obtained at the cost of a relatively high pressure drop, which increases with the load of soot in the filter. Initially, the filter is clean. As the particles begin to deposit within the pores in the walls of the monolith (depth filtration), the pressure drop begins, increasing with time in a non-linear way. This phase is called the initial charge phase, during which the pore attributes such as the permeability and the porosity of the filter continually change due to the increase in deposit of soot inside the pore network. Afterwards, the filtration capacity of the pores becomes saturated, the soot begins to deposit as a layer inside the monolith's entrance channels (cake filtering phase). A linear increase in the pressure drop over time (and with the load of soot) is observed during this period. One property that changes is the thickness of the soot layer. Some authors also distinguish a short intermediate transition phase, from the moment the particles begin to deposit on the surface of the channel until the soot layer is fully established (Tan, J. C, et al., 1996, "A Study on the Regeneration Process in Diesel Particulate Traps Using a Copper Fuel Additive", SAE 960136; Versaevel, P., er al., 2000, "Some Empirical Observations on Diesel Particulate Filter Modeling and Comparison Between Simulations and Experiments", SAE 2000-01-0477). Pressure drop modeling has been performed on clean filter substrates. The relatively simple models that have been developed show excellent agreement with the experimental results (Masoudi, M., et al., 2000, "Predicting Pressure Drop of Wall-Flow Diesel Particulate Filters - Theory and Experiment", SAE 2000-01-0184; Masoudi, M., et al., 2001, "Validation of a Model and Development of a Simulator for Predicting the Pressure Drop of Diesel Particulate Filters" SAE2001 -01 -0911). Most of the pressure drop in filters in real applications, however, is created by the soot deposit. In practical applications, however, the pressure drop of the clean wall filter can be in the range of 1 to 2 kPa, while the pressure drop of a charged filter of 10 kPa can be considered in certain circumstances, from low to moderate The total pressure drop of the particle loaded filter can be divided into the following four components; pressure drop due to contraction and sudden expansion at the inlet and outlet of the filter; pressure drop due to friction with the channel wall; pressure drop due to the permeability of the particle layer; and pressure drop due to the permeability of the wall. The pressure drop due to shrinkage and sudden expansion at the inlet and outlet of the filter is similar to the same component in the clean filter, except that the effective size of the channel (hydraulic diameter) is now smaller due to the soot layer that results in greater gas contraction. The pressure drop due to friction of the channel wall also increases in relation to the clean filter scenario, due to the decrease in the hydraulic diameter of the channel. With layers of thick soot, the ?? The channel can become a very significant contributor to the fall in total pressure. The pressure drop due to the permeability of the particle layer (Particles) can be a significant contributor to the total pressure drop. The pressure drop due to the permeability of the wall (APpared) is now also higher than in the cleaning filter, because the pores of the wall are partially filled with soot. The increase in APpared that can be attributed to the loading phase of initial soot in the pores is represented by ??? in Figure 3. The total pressure drop can be expressed as follows: ?? = ???? / out + APcanal + APparticles + APpared The development of the mathematical model of the pressure drop in diesel filters loaded with soot becomes a difficult task. Important properties of the fuel, such as the permeability and packing density, depend on the application, engine operating conditions, and other parameters. There is an effort being made to stimulate the pressure drop in wall-flow filters and more and more sophisticated models are being developed. Predicting the current load of soot can require a theoretical model of the regeneration process on its own. Types of catalytic converters and particle filters. The catalytic converters can be classified based on a number of factors including: a) the type of engine in which the converter is used, b) its location in relation to the engine, c) the amount and type of catalysts used in the converter , and d) the type and structure of the substrate used. In addition, each of these catalytic converters is frequently used in conjunction with other emission control devices, such as CERt, EG R, SCR, ACERT and other devices and methods. Motor Catalytic converters are used in at least two types of engines: gasoline and diesel. Within these two general classes, there are numerous types of specific gasoline and diesel engines. For example, gasoline and diesel engines are manufactured with several displacements and horsepower. Certain engines are equipped with a turbocharger and / or an internal cooler. Most of the engines for cars and trucks are water cooled, while many of the motorcycle engines are cooled by air. Certain utilities require many available horsepower, while others maximize fuel economy. All these variables, in addition to others, can affect the level of pollutants produced during fuel combustion. Furthermore, depending on the use of the engine, for example, on the road, off-road or stationary, there are different regulatory requirements with respect to emission standards. Location The catalytic converter can be placed theoretically anywhere along the emission current of an engine. However, the physical characteristics of conventional catalytic converters limit their location. Most commonly in vehicles, the catalytic converter is positioned at some distance from the engine block, near the muffler and below the body of the car. The catalytic converter is usually not placed near the motor because the catalytic converter can fail for several reasons. These reasons include extreme temperatures, thermal shock, mechanical vibration, mechanical stress, and space limitations near the engine. Also, the physical configurations of stationary motors can limit the location of a particular catalytic converter or filter. For example, in its FOCUS ™ 2004, Ford Motor Company managed to use a catalytic converter adjacent to the manifold as used by Honda Motor Corporation in one of its proposals. These systems are currently adjacent to the collector, preferably part of it. The higher temperatures and extreme vibrational energy generated by cylinder explosions and moving parts could subject the catalytic converters, if placed in the manifold, to extremes in thermal and physical shock. In addition, a design of a catalyst adjacent to the manifold was proposed by North up Grumman Corporation in U.S. Patent No. 5,692, 373. It is believed that even the current cordierite substrate could find in an environment like this a challenge for its perdurability. In other applications, for example such as motorcycles (e.g., Harley Davidson), the presence of a catalytic converter in certain locations can cause severe damage to the user. Due to the high operating temperatures of a catalytic converter, it would be preferable to use a catalytic converter that is less prone to cause damage to the user, for example, a smaller catalytic converter, a converter that does not get so hot, etc. . In certain cases, the exhaust system (eg, in a vehicle) may contain more than one catalytic converter or particular filter throughout its emission stream. See figure 4). For example, an exhaust system may have an additional catalytic converter between the engine and the main catalytic converter. This configuration is called as a catalyst before the main converter. The catalyst before the main converter can have a denser configuration. Another configuration is a catalyst after the main converter, which has a catalytic converter behind (or after) the main catalytic converter. The catalyst after the main converter is also sometimes used to modernize a catalytic converter. Two tracks against three tracks against four tracks. The catalytic converters can generally be classified as two-way, three-way or four-way converters. There are at least the following commercially available types of converters: oxidation converters, three-way converters (without air), three-way converters plus oxidation, and four-way converters. Oxidation converters (two-way) represent the first generation of converters that were designed to oxidize hydrocarbons (HC) and carbon monoxide (CO). Although these units represent the most basic form of catalytic converter technology, they remain a viable pollution reduction option in some areas. Oxidation converters usually contain platinum or palladium. However, other noble metals can also be used. In the early 1980s, most vehicle manufacturers began using converters designed to reduce NOx, in addition to oxidizing HC and CO. These three-way converters, which were used in conjunction with computer-controlled motor systems and oxygen sensors, were used to more accurately control the ratio of air to fuel. These converters are called three-way converters because they handle n three compounds: HC, CO and NOx. The most modern vehicles are equipped with "three-way" catalytic converters, which typically have one or more substrates in pairs using Corning's clay extrusion technology. "Three-way" refers to the three regulated emissions that the converter helps reduce: carbon monoxide, volatile organic compounds (VOC, for example unburned hydrocarbons) and NOx molecules. These converters use two different types of catalysts, a reduction catalyst and an oxidation catalyst. In a three-way catalytic converter, the reduction catalyst is usually found in the first stage of the catalytic converter and serves to reverse the oxidation of nitrogen that occurred in the combustion chamber. He commonly uses platinum and rhodium to help reduce NOx emissions. The oxidation catalyst, which may be composed of metals such as platinum and / or palladium, is commonly located in a second region of the catalytic converter. Three-way converters that have a reduction catalyst and an oxidation catalyst together in a housing are sometimes referred to as three-way converters plus oxidation. These converters use air injection between the two substrates. This injection of air helps the chemical oxidation reaction. Four-way converters process carbon monoxide, nitrogen oxide, unburned hydrocarbons, and particulate material. These include, for example, the four-way QuadCAT catalytic converter manufactured by Ceryx. It is a catalytic converter that, according to its manufacturer, reduces four of the main sources of air pollution - NOx, hydrocarbons, carbon monoxide and particulate matter - to levels that will allow diesel engines to comply with emission standards 2002 / 2004 Others include those described in U.S. Patent Nos. 4,329,162 and 5,253,476. the catalytic converter, like other catalysts, facilitates the reactions by decreasing the activation energy required to fulfill the desired reaction. For example, if the particles require a temperature of 550 ° C before reacting with oxygen in the presence of catalysts to burn, this same reaction could require a temperature of only 260 ° C. This lower energy threshold allows physically placing a catalytic system downstream of the engine, where space is more abundant, even though temperatures are colder. Otherwise, the catalytic system will need to be placed upstream, where temperatures are higher. However, this is impractical with current technology, because there is more potential for substrate damage when placed closer to the engine. Diesel engines produce emissions that are high in NOx and particulate material due to high temperature and pressure, while the production of CO and hydrocarbons decrease relatively. Combustion in compression is less complete than with a spark from a gasoline engine. However, due to the relatively thin mixture with high air content, diesel is capable of providing better gas mileage than a gasoline engine. Three-way catalysts do not work well on diesel emissions due to excess air. NOx reduction catalysts typically require a well-maintained stoichiometric ratio of fuel to air, which can not easily be done in diesel combustion engines. The catalytic converter technology can be applied to several uses, including internal combustion engines and stationary combustion engines. The internal combustion engine is the most common engine used for vehicles. A catalytic converter is installed as a device in the exhaust system of the vehicle, such that the entire gas emission stream passes through the substrate, making contact with the catalyst before being discharged from the exhaust pipe. However, catalytic converters can also be part of complex systems that involve various active strategies, such as injection of reactants in front of the catalyst or sophisticated motor control algorithms. Examples include a number of diesel catalyst systems that are being developed for NOx reduction. The attributes of simplicity and passive character that have been included among the advantages of the catalysts may no longer apply to these systems. Conventional attempts to reduce emissions of pollutants can be very costly, partly due to the cost of materials, and in certain applications, to the upgrade or manufacture of an original motor with the appropriate filter. Advances in the technology of catalytic converter and particulate filter An invention that led to advances in catalytic converters was the development of Corning's extruded cordierite honeycomb monoliths. (See U.S. Patent No. 4,033,779). Since the 1970s, more than 500 million kilos (1 billion pounds) of pollutants have been removed from emissions streams using this approach that employs catalysts (patinum, palladium, rhodium, etc.) from noble metal families and base firmly lodged in a coating on the surface of a resistant substrate (usually cordierite) that can withstand the extreme environment of an engine exhaust system. Variations and improvements to this essential technology have evolved over the years, including variations in the placement of catalytic converters, as well as in their composition and manufacturing methods. Still, however, there remain insufficiencies that, to date, have not been solved. Currently, the state of technology is reaching physical and economic limits with only minor improvements made at a high cost. Limitations of current substrates Although the current state of the catalytic converter and particulate filter technology is useful to some extent in reducing contamination emission, there are certainly disadvantages to current technology. There are also characteristics that are not met by current catalytic converters. Some insufficiencies are inherent to the type of substrate used. Accordingly, an improved substrate for use in a catalytic converter or particulate filter would be a significant advance in the fundamental physical and chemical attributes of the materials used as catalyst substrates in the catalytic converter. Furthermore, an improved substrate would significantly improve quality and could allow manufacturers and users to more easily comply with 2007 emission standards., 201 0 and later years. The conventional substrate for monolithic catalytic converter is generally formed by an extrusion process. This process, which is both complicated and relatively expensive, has been used for the past twenty-five years. However, there are limitations to the extrusion process. There is a limit on how small channels can be created within material and still maintain quality control. The extrusion process also mimics the shapes of catalytic converters to cylinders or parallelograms, or shapes that have sides parallel to the extrusion axis. This limitation of form has not been a problem with the previous emission standards. However, the need to design a catalytic converter and a particulate filter capable of achieving performance with emissions close to zero may require an inductive and nonlinear filter design and its integration into the vehicle. The decrease in wall thickness increases the surface area, for example, in certain cases, decreasing the thickness of the wall from 0.1 5 mm to 0.005 mm (0.006 inches to 0.002 inches) increases the surface area by 54%. By increasing the surface area, more particulate material can be deposited in a smaller volume. Figure 1 shows a configuration honeycomb 1 02 formed within a ceramic filter element 1 00 configured to increase the surface area of a catalytic converter. The honeycomb configuration 1 02 is formed using an extrusion process in which long channels are created with their main axis parallel to the extrusion action. The aperture of these channels is oriented to the flow of incoming emissions.

The progress of technology has allowed the manufacture of cordierite ceramic substrates with decreased wall thickness. The only standard configuration for applications in passenger vehicles, 62 cells / cm2 (400 cpsi) of cell density and approximately 0.1 7 mm (0.0065") was gradually replaced with substrates with thinner walls, from 0.1 3 to 0.1 microns. (0.0055 to 0.004 mil) However, the physical limitations of this material have been approximated, due to the physical characteristics of the ceramics, in particular cordierite, using substrates made of cordierite ceramics with even thinner walls is not practical. material with thinner walls is not able to meet other necessary characteristics (eg, durability, heat resistance) .Diesel catalysts, partly because of their larger sizes, often have thinner walls than their automotive counterparts. Because diesel wall flow filters generally have thicker walls, there are physical limitations in the gray areas. per square centimeter that these filters can have. Generally, there are no commercially available diesel wall flow filters that have more than 31.2 channels per square centimeter (200 channels per square inch). Another limitation of currently available substrates is their decreased catalytic efficiency at lower temperatures. When a converter system is cold, such as when the engine is turned on, the temperatures are not high enough to start the catalytic reactions. Cordierite, silicon carbide and various metallic substrates used in catalytic converters, marketed by Corning, NGK, Denso, and other companies, today are created from very resistant, dense materials, with excellent mechanical resistance and tolerances to thermal shock. and vibration. However, these materials require time to absorb heat after firing until sufficient temperatures are reached for the catalytic reactions. Due to the delay in the initiation of the catalysis reaction, it is estimated that approximately 50% of all emissions from modern engines are released to the atmosphere during the first 25 seconds of engine operation. Even a small improvement during these critical "cold start" seconds could drastically improve the amount of pollutants successfully treated annually. While efforts have been made to address this problem, there remains a need for a catalytic converter that can reduce emissions during this critical period of cold start. Even in the most advanced state of the art, the cordierite-based catalytic converter requires approximately 20 seconds to start. To more quickly achieve reaction temperatures, attempts have been made to move the converters closer to the engine exhaust manifold, where higher temperatures are available more quickly and also serve to direct the reactions more vigorously during operation. Because the usable space under the hood of a vehicle is limited, the size of the converting systems, and therefore the amount of contaminants that can be treated successfully, is imitated. The current strata can not be used effectively in the veh ‡ ration of vehicles. Moreover, adding additional weight to the engine compartment is undesirable, and many current substrates are dense and have limited porosity (close to 50% or less), requiring systems that are both heavier and bulky, to treat large-scale emissions. . Additionally, substrates such as cordierite are susceptible to melting under many operating conditions, thereby causing clogging and increasing differential pressure. Other methods of compensation for cold start include developing adsorption systems to store NOx and / or hydrocarbons temporarily, so that they can be treated once the converter has reached critical temperatures. Some of these systems require parallel pipes and elaborate adsorption surfaces, additional valves and control mechanisms, or multiple layers of different coatings used to adhere catalysts to substrates and to segregate reaction environments. This problem is especially challenging in diesel engines where it may be necessary to trap large volumes of soot particles, NOx and SOx. In some large industrial diesel engines, rotary traps of diesel particulate traps are used to collect, store, and subsequently treat the particles. (In still other systems, NOx is stored and used as an oxidizing agent to convert CO to C02 while it is reduced to N2).

Given the restrictions in the rules on total emissions, a system that could easily network some 590% of the emissions generated during the cold start could obviate the need for some of the temporary solutions expensive and elaborate described above. Used in conjunction with these temporary solutions, a system like this would result in substantially diminished emissions. However, as explained above, conventional systems are generally complicated and expensive, and they also have to fail and / or work unpredictably. Another inherent limitation of conventional systems is the typical "residence time" required to burn the particles. When one considers the large volume of gas emissions produced during the operation and the speed at which the gas has to flow, it is important that a converter is capable of rapid ignition. Therefore, a catalytic converter capable of rapid ignition, with resistance to extreme thermal and vibrational shocks, and capable of forming high internal temperature rapidly during cold starts, would greatly improve the industry's capacity to reduce emissions, meeting environmental standards to come for 2007 and 201 0, and produce cars, trucks, buses and heavy-duty industrial engines with a cleaner operation. If the substrate were also lightweight, this would also result in improved mileage statistics in new vehicles. To date, however, no substrate has been identified that can solve many or all of these problems. Design considerations for a substrate for a catalytic converter or particle filter. The catalyst substrate is a crucial component that influences the performance, robustness and durability of catalytic converter systems. In addition, filter substances significantly affect the performance in operation of particle filters. Ideally, the substrate used in a catalytic converter or particle filter should have a number of attributes. These attributes include one or more of the following aspects, but are not necessarily limited to them: a) surface area; b) porosity / permeability; c) emissivity; d) heat conductance; f) thermal attributes such as shock resistance, expansion and conductance; g) density; h) structural integrity; i) efficiency of the treatment of the pollutant; j) amount of catalyst required; and k) system weight. A catalytic or filtering substrate that optimizes one or more attributes could be an advance in the field of filtration of fluids and catalytic reactions. Brief description of the invention In this summary, various modalities are described. These, as well as other embodiments of the invention, are described in the Detailed Description section which is presented below.

The inventor has discovered that a sintered refractory fibrous ceramic nonwoven composite (nSi RF-C), as described herein, can be used and formed as an improved substrate for catalytic converters, particulate filters and related devices. The inventor has also discovered that an improved catalytic substrate and an improved filter substrate can be prepared from a material having particular attributes as described herein. For example, appropriate attributes include high melting point, low heat conductance, low coefficient of thermal expansion, ability to withstand thermal and vibrational shock, low density, and very high porosity and permeability. An example of material in a modality that has these attributes is an NSi RF-C. An example of a material that has suitable attributes is a compound of nSi RF-C. An example of an nSi RF-C is an improved thermal barrier material of aluminum ("AETB") or a similar material, which can be used according to embodiments of the present invention as a catalytic substrate or a filter substrate. Materials with AETB are known in the art, and contain aluminaboriasilica (also known as alum-boria-silica, aluminoborosilicate and aluminoboriasilicate), fibers, silica fibers, and alumina fibers. A commonly known application for AETB is an outer slab in the space shuttle, ideal for re-entanglement of the shuttle. The AETB has not been used as a filtering substrate or as a substrate for catalytic converter.

The present inventor has realized that the attributes that make AETB desirable for the space industry are also preferred in combustion technology. Among other attributes, the AETB has a high melting point, low heat conductance, low coefficient of thermal expansion, capacity to withstand thermal and vibrational shock, low density, and very high porosity and permeability. This combination of desired attributes is absent in current catalytic converters and filter substrates. It has also been discovered that NSiRF-C compounds, such as AETB and similar substrates, can be prepared, mottled, cut and / or processed (or otherwise physically modified) into new forms suitable for use as substrates for particle filters. and catalytic converters. The present invention has a number of advantages over current technology. First, the present invention will lead to improved air quality and respiratory health. The present invention can substantially reduce the potential for carbon monoxide contamination. Modes of the present invention can be used as a direct substitute for the catalytic and filter substrates currently used, as well as catalytic converters and particulate filters, and exhaust and motor systems. As described in more detail below, the substrates of the present invention provide a number of advantages over the substrates of prior art and also solve a number of problems not solved by prior art substrates. This can be translated into significant cost savings from manufacturers. Because it is possible to use the present invention as a direct substitute for current technology, there is no need to redesign the exhaust systems. Thus, it is possible to obtain a filtering of improved emissions and cleaning, without the need to recondition the plants and lines of manufacture and with only a minimum investment of time. The improved catalytic and filtering characteristics of the present invention require, in certain embodiments, the use of less catalyst. Because most catalysts used for relevant applications are expensive, this advantage leads to other cost savings. The preferred thermal attributes of some embodiments of the present invention reduce and / or eliminate the need for certain parts of the exhaust system that handle the formation of heat associated with current catalytic converters and particle filters. Heat shields and insulation may not be necessary in certain embodiments of the present invention. The elimination of these components from exhaust systems and vehicles reduces costs only directly (the components are not used, so production costs are lowered), but also indirectly (the weight of the vehicle is reduced, thus reducing fuel costs). Other benefits may include better performance, better mileage and / or better horsepower.

In certain embodiments, a catalytic converter or conventional particulate fi lter can be replaced with the present invention which is smaller but has the same or better efficiency for removing contaminants. With a smaller catalytic converter or particle filter, there is more space available in the vehicle for other purposes. In addition, because the filter or converter of the present invention is smaller, the total weight of the vehicle is reduced. Another aspect of some embodiments of the present invention is a catalytic substrate suitable for use in a catalytic converter that is positioned, either wholly or in part, on the head of a motor. Said catalytic converter, which will be referred to herein as a catalyst close to the engine, has numerous advantages over the prior art. For exampleConventionally this catalyst near the motor is not practical due to the limitations of currently available catalytic substrates. The common cordierite substrate could absorb too much heat. Due to the preferred thermal characteristics of the substrate of the present invention, a catalyst near the engine containing said substrate could reduce the thermal turbo stress in a turbocharger and / or internal cooler if present. Also, a catalyst near the engine does not require additional external physical structure, such as heat shields.

The use of a catalyst near the engine allows the maintenance of preferred appearances of engines and products, such as in the case of motorcycles. In certain embodiments, the use of a catalyst near the engine also reduces the external discoloration of the exhaust system, such as muffler tubes and heads. A number of additional advantages of the catalyst near the engine in certain embodiments include one or more of the following: increased safety; it filters particles that the internal cooler would otherwise absorb, thereby improving the life of the internal cooler and providing a cost saving; no protective mesh would be required in certain modalities; the rattle sounds in the heat shields could be reduced or eliminated with the use of a catalyst near the motor; and the catalyst near the engine can reduce the size of the silencer required. In other embodiments of the catalyst near the engine, the smaller particulate material is burned more efficiently. In the event of failure of a catalyst near the engine, it may be necessary to replace only a small catalyst. The catalysts near the engine also provide these advantages for boats, craft for personal use, motorcycles, leaf blowers, etc. In addition, different embodiments of the present invention provide one or more of the following advantages over the prior art: improved appearance; unnecessary additional physical structure; with the present invention additional physical structure may not be necessary (which could be required due to the increasingly stringent standards); decrease or elimination of discoloration of the silencer and exhaust pipes due to exothermic chemical reactions. The present invention allows in certain embodiments a smaller substrate, and thereby a smaller silencer or container in certain systems. The substrate of the present invention provides improved security for systems using a catalytic converter or particle filter, because the substrate of the present invention has improved thermal properties and does not absorb as much heat as certain conventional substrates. Moreover, the substrate of the present invention cools faster than many conventional substrates, which leads to increased safety. Certain embodiments of the present invention provide improved resistance to temperature change, and as a result will not crack, fracture or damage as much as certain conventional substrates if there is a sudden change in temperature. In certain embodiments, the substrate is easier to manufacture than conventional substrates (for example, a nSiRF-C pair flow substrate can be manufactured from a single piece of material instead of sealing channels). This attribute not only saves time, but also money. In other modalities, an nSi RF-C weighs less than conventional after treatment devices. This attribute is not only important for cars, but it is also crucial in markets where weight is a factor (for example, small engines, motorcycles, boats for personal use, and performance vehicles). In some embodiments, the substrate of the present invention exhibits a lower differential pressure that competes with the subsequent treatment devices. This differential pressure can result in an increase in vehicle performance, increased horsepower and increased fuel economy. Other embodiments of the invention are directed, for example, to a method for catalyzing a reaction, a method for filtering a fluid, a process for preparing a catalytic substrate, a process for preparing a filtering substrate, a substrate prepared according to said processes, and others as described in more detail later. Brief description of the drawings Figure 1 is a cross-sectional view of a conventional cordierite substrate incorporating a honeycomb structure. The honeycomb configuration 302 is formed within the cordierite filter element 300. The honeycomb structure 302 is formed using an extrusion process in which long channels (or tubes) are created with their main axis parallel to the action of extrusion. The openings of these channels are directed towards the entrance of the emission flow. As the emissions enter the channels, the particles will be deposited along the inner septum of the tubes. Figures 2a and 2b show microphotographs of it. In Figure 2b, the sphere 21 0 represents a particle with size PM-1 0 and the sphere 225 represents a particle with size PM-2.5. Figure 3 is a microchromatography of cordierite 205 together with a sphere 21 0 representing a PM 1 0 particle and a second sphere 225 representing a PM2.5 particle. Figure 4 is a longitudinal cross-sectional view of a schematic diagram of a typical catalytic converter. The catalytic converter 400 includes a reduction catalyst 402 and an oxidation catalyst 404. As the emission stream 406 enters the catalytic converter 400, it is filtered and exposed to the reduction catalyst 1 02, and then to the catalyst. oxidation 404. The flow of emissions 406 is then treated by the oxidation catalyst, which causes the unburned hydrocarbons and carbon monoxide to burn additionally. Figure 4 shows a schematic diagram of a catalytic converter. Figure 5 is a cross-sectional view of a three-substrate scan having three different shapes on the front surface. Figure 6 is an exemplary schematic diagram of a flow path configuration through a catalytic or filtering substrate. The substrate has a plurality of channels 61 0 formed by the walls of the channels 620. The fluid flow 630 enters the front surface 1 and travels through the channels 61 0 and exits to the rear surface thereof. Figure 7 is an example of a schematic diagram of a configuration through the wall of a catalytic or filtering substrate. A wall flow pattern is composed of the same substrate material 720 and channels 71 0, except that the channels 71 0 do not connect completely to the other side. In their place, the channels 71 0 are formed as blind holes, leaving a non-perforated portion 740 of substrate 720 at the end of the channel 71. The fluid flow 730 then passes through a channel wall 720 before leaving. of the substrate on the back surface. A particular advantage of the present invention is that the fluid flow 730 in the flow pattern per wall has substantially the same characteristics as the flow pattern through. Figure 8 is an example of a schematic diagram of a configuration through the wall of a catalytic or filtering substrate. In this case, the fluid flow 830 enters the substrate on the front surface. Some of the fluid leaves the substrate on the back surface flowing through a non-perforated part 845. Some channels. Figure 9 is a rear view of one embodiment of a substrate 900 employing flow channels per wall. Alternate channels have a non-perforated part 920 in any of the entry or exit. The perforated channels 91 0 alternate with the non-perforated portions 920 of the perforated channels on the opposite side. As a result, the substrate seems to have a checkerboard pattern in the channels. Figures 10a to 10d show a comparison of the front surface area 1020, 1021, 1022, 1023 and the number of cells 1010, 1011, 1012, 1012 is shown. In a comparison of Figures 10a and 10c, each mode has the same density cellular, that is, number of channels or cells. However, Figure 10c has a much larger front surface area. Ideally, the frontal surface area is reduced to a minimum, so that the structural integrity still remains. A similar comparison can be made between the embodiments of Figures 10b and 10d. Considering Figures 10a to 10d, the embodiment of Figure 10b has the preferable structure, the cell density is maximized and the front surface area is minimized. Figure 11 shows a modality of square channels to scale. In this embodiment, the ratio of empty cells 110 to cell wall 1120 is 31.831.5, or approximately 20: 1. Figure 12 shows an embodiment of a substrate 1210 having an empty cell to cell wall ratio shown to scale. The substrate 1210 is 25.8 cm2 (four square inches) in length and width and comprises four squares 1220, 1221, 1222, 1223 of 2.85 cm x 2.85 cm (1 1/8 of an inch x 1 1/8 of an inch). Each of the four squares 1220, 1221, 1222, 1223 is perforated to have a cell density of 900, for a total cell density of the substrate of 3600. The wall thickness between the cells is 38.1 microns. The spacing between each square 1220, 1221, 1222, 1223 on substrate 1210 is 2.22 cm (7/8 inch) and squares 1220, 1221, 1222, 1223, are approximately 7/16 inches from the nearest edge of the square. substrate 1210. Figures 13a to c show various modalities of channel structure. Figures 13a through 13c show hexagonal channels 1310, triangular channels 1320, and squares 1330, respectively. These embodiments are all successful in carrying out the present invention because the walls 1315, 1325, 1335 of the channels 1310, 1320, 1320 are substantially parallel with respect to each other. Figure 14 shows an embodiment of the present invention.

The microscopic view shows the substantially similar dimensions of the rectangular shaped channels 1310, 1411, 1412, 1413 on a substrate 1415, 1416, 1417, 1418. Figures 14c and 14d illustrate fibers 1420, 1421, present in the material. These fibers show porosity, which is higher for cordierite platelets in conventional systems. Figure 15 is a two-dimensional diagram of a comb 1500 that can be used in a combing method to prepare a catalytic or filtering substrate of the present invention. Figure 16 shows various views of a comb 1600 (or a part thereof) that can be used in certain embodiments of the present invention. Figure 16 also provides examples of physical dimensions in centimeters of the comb 1600. Figure 17 is a schematic diagram of the improvements in surface area and in the inlet and outlet tubes that may be formed in the filter element of embodiments of the present invention. . Figure 17 provides fluid flow 1704 entering the openings of channel 1702 on the front surface. The fluid exits the back surface of the substrate at 1704 on the right-hand side, the substrate shown in Fig. 17 exemplifying a substrate having a flow-through-wall configuration, where the channels gradually decrease in size as the channel extends from the opening of the channel through the substrate towards the end of the channel. Figure 18 is a longitudinal view (photograph) of a substrate embodiment of the present invention. A filter substrate 1800 of the present invention is shown. The substrate 1800 has a hard coating 1804 on the outer wall 1802. For the sample illustrated in Figure 18, the hard coating consists of finely ground cordierite and inorganic fibers. The filter base 1800 was also painted with powder and dried as described herein. The hard coating protects and isolates the filter base while not changing the dimensions. Figure 19 is a graphical representation of the residence time required to combust or burn particulate material (mass of soot) at different temperatures. As can be seen, the residence time for combustion or burning of the mass of soot with an initial mass of 0.9 to 326.85 ° C (600 ° K) is much longer than residence time. 926.85 ° C (1 200 ° K). Figure 20 provides an exhaust substrate system 2000 including a substrate 2002 combined with a heating element with wire screen 2004. The substrate 2002 and the heating element with wire screen 2004 are inserted into the exhaust pipe 2006 at a comparative angle with the exhaust flow. Since the wire sieve heating element 2004 is positioned behind and below the substrate 2002 as a result of the angle, the substrate 2002 can be heated more efficiently and uniformly, the advantage taking advantage of the main known causes that increase the heat. As previously described, the more uniform and efficient heating allows the 2002 substrate to experience combustion or vaporization of the particles, resulting in a cleaner emission. Fig. 21 is a diagram of a front view of the filter element 21 02 and the wire screen heating element 21 04 described and discussed in relation to Fig. 9. As can be seen, the filter element 21 02 and the heater element with sieve 21 04 wire are oval in shape, so that they fit in the tube in an angle. The shape of the tube, the shape of the filter element 21 02, the type of heating element 21 04 and the angle can all be modified to suit the requirements and restrictions of the application to which the exhaust system is directed. Figure 22a is a microphotograph of a substrate of the present invention, specifically AETB. Figure 22b is a photomicrograph of a substrate of the present invention, specifically AETB. The 2205 fiber can be seen. The sphere 2210 illustrates a particle of size PM-10, and the sphere 2225 illustrates a particle of size PM-2.5. Figure 23 is a graph showing the pressure drop (delta P) as a function of the gas space velocity every hour (h'1) for seven materials tested: Corning 200/12 CPT 932 F (2340); AETB-11 with 94 cells / cm2 (600 cpsi); 152.4 microns (6 mil) in wall thickness and 175 kg / m3 (11 Ib / ft3); 1100 F (2310); AETB-11 with 94 cells / cm2 (600 cpsi); 152.4 microns (6 mil) in wall thickness and 175 kg / m3 (11 Ib / ft3); 932 F (2320); AETB-11 with 94 cells / cm2 (600 cpsi) 152.4 microns (6 mil) wall thickness and 175 kg / m3 (11 Ib / ft3); 662 F (2330); cordierite with 1100 F (2350); cordierite with 932 F (2360); and cordierite with 662 F (2370); Figure 24 is a graph showing the% destruction against temperature. A substrate of the present invention 2410 shows a higher percentage of material destruction at lower temperatures than a cordierite substrate 2420. Figure 25 is a cross-sectional diagram of one embodiment of an improved catalytic converter of the present invention. In this embodiment, the catalytic converter contains a durable and rugged housing 2502. The housing 2502 has an admission port 2504 and an emission port 2506. The improved substrate 251 0 has one of a plurality of zones 251 2, 2514. The improved substrate 251 0 is wrapped or encased in one or more layers of protective mesh / insulation 251 5. The protective mesh layer 251 5 can be applied to the base of the filter 251 0 to protect the base 251 of the motor and of the choq. The vibration of the environment as well as isolating the external environment from the internal thermal temperatures of the filter base 251 0. FIG. 26 is a diagram showing a particular catalytic converter or filter 2600 having four substrates 2601 a, 2601 b, 2601 c and 2601 d arranged in a parallel manner. The filter or converter has a front opening 2604 and a rear outlet 2605. Figures 27 a to c show a catalytic converter or a particulate filter 2700 having stacked membrane configuration substrates 271 0. The input port 2720 and the Output port 2730 are formed in different heights. Figures 27b and 27c show alternative modalities. Detailed description of embodiments of the invention Overview The present invention in certain embodiments is directed to a catalytic substrate suitable for use in a number of applications, including a substrate in a catalytic converter.

Another aspect of the present invention is a suitable filter substrate for use in a number of applications, including as a substrate in a particulate filter, such as a diesel particulate filter (DPF), or diesel particulate trap (DPT). The invention also provides an improved substrate for extracting and / or removing contaminants from the exhaust of combustion engines. The catalytic substrate and the filter substrate provide, in certain embodiments, improvements in the removal of contaminants from a gas emission. The improvements include, without limitation, one or more of the following: faster ignition period, improved depth filtration of PM, lower differential pressure, lower likelihood of obstruction, increased capacity to be placed in multiple locations in the system. Exhaust, including head manifold alone, high probability of catalytic reaction, high conversion rates of NOx, HC and CO, faster PM burn, minimization of catalyst material use, reduced system weight of post-exhaust treatment, and the like. Other embodiments of the invention include catalytic converters, particulate filters, diesel particulate filters, diesel particulate traps, and the like. The present invention also provides a process for making or preparing catalytic and filtering substrates, catalytic converters, particulate filters, catalytic mufflers, and exhaust systems. Other embodiments of the present invention include a catalyst before the main converter, a catalyst after the main converter, a catalyst near the engine, and a catalyst adjacent to the manifold, each of which comprises a substrate of the present invention. Additionally, the present invention, in alternative embodiments, is directed to a substrate made in accordance with the process described herein. In another aspect, the present invention includes a catalytic substrate or filtering substrate that offers one or more of the following attributes: a faster ignition period, improved depth filtration of PM, lower differential pressure, lower likelihood of clogging, increased capacity to be placed in multiple locations in the exhaust system, including the header manifold by itself, high probability of catalytic reaction, higher conversion rates of contaminants such as NOx, HC and CO, faster burned PM, an amount less of necessary catalyst material, faster ignition for cold starts, lower external temperature of the substrate wall, and the like. The use of a substrate, catalytic converter, particulate filter, or exhaust system of the present invention provides a number of advantages and improvements over the prior art. In certain embodiments, these catalytic converters and / or improved particle filters are capable of extracting and / or removing contaminants from the exhaust of combustion engines with a number of specific advantages, as described in greater detail below. Exhaust systems improved in the same way are a further aspect of the invention described herein. The improved exhaust system network uce the amount of pollutants emitted by the engine in operation. The present invention, including the non-limiting embodiments and examples, is described in more detail below. The modalities described here are provided for illustrative purposes only. The invention is not limited to these modalities. CATALYTIC SUBSTRATE The present invention is directed to a catalytic substrate comprising, or alternatively consisting of or consisting essentially of, a sintered non-woven refractory fibrous ceramic composite (NSiRF-C), as described herein, which It can be used in catalytic converters, particle filters, and related devices; and optionally further comprising an effective amount of a catalyst, such as a catalytic metal. Preferably, the catalytic substrate contains a catalyst. The nSi RF-C compound can be formed in appropriate configurations for the uses described herein. The NSi RF-C compound is non-woven. In certain embodiments, the NSi RF-C composite is a material that has a definitive, rigid, three-dimensional shape. The fibers of the compound n S¡ RF-C are not arranged in an organized pattern, but are arranged three-dimensionally in a random, disordered or monodirectional manner. In some modalities, the nSiRF-C has the form of a matrix. NSiRF-C is a sintered compound. In one embodiment, a sintered composite is a cohesive mass formed by heating without fusion. However, the process of sintering a ceramic material is well known in the art, and therefore the scope of the present invention is not necessarily limited to specific embodiments and descriptions described herein. Sintering creates unions without resin residue. With reference to the present invention, the sintered ceramic is a cohesive mass of dispersed fibers formed by heating without fusion. NSiRF-C is a refractory fibrous ceramic composite. The nSiRF-C of certain embodiments is composed of high grade refractory fibers of various lengths and compositions as exemplified in the non-limiting embodiments described herein. In one embodiment, the present invention is directed to a suitable catalytic substrate for use in a number of applications as described herein. This type of substrate includes a quantity of materials having one or more, preferably a plurality, of attributes such as those described herein. The substrate of the present invention is made of a fibrous non-woven ceramic composite, made of refractory classification fibers. This type of material is described in U.S. Patent No. 4,148,962, which is incorporated herein by reference in its entirety. Other suitable materials are disclosed in U.S. Patent No. 3,953,083. In one embodiment, the catalytic substrate of the present invention comprises, or alternatively consists of, or consists essentially of, an improved thermal barrier material of aluminum ("AETB") or a similar material familiar to a person skilled in the art. The AETB material is known in the art and is described more fully in Leiser et al. , "Options for I mproving Rigidized Ceramic Heatshields", Ceramic Engineering and Science Proceedings, 6, No. 7-8, p. 757-768 (1988) and in Leiser et al. , "Effect of Fiber Size and Composition on Mechanical and Thermal Properties of Low Density Ceramic Composite I nsulation Materials", NASA CP 2357, p. 231-242 (1988), both incorporated herein by reference. In OTRA mode, the catalytic substrate contains ceramic slabs, such as an improved thermal barrier of alumina (AETB) with one piece hardened insulation (TU FI) and / or reaction cured glass coatings (RCG). These materials are known in the art. Another suitable material is fibrous refractory ceramic insulation (FRC I). In one embodiment, AETB is made from aluminaboriasilicate fibers (also known as alumina-boria-silica, aluminoborosilicate and aluminoboriasilicate), silica fibers and alumina fibers. A commonly known application for the AETB is an outer slab in the space shuttle, ideal for re-entry of the shuttle. AETB has a high melting point, low heat conductance, and coefficient of thermal expansion, ability to withstand thermal and vibrational shock, low density, and very high porosity and permeability. Thus, in a preferred embodiment, the catalytic substrate has a high melting point, low heat conductance, coefficient of thermal expansion, a capacity to withstand thermal and vibrational shock, low density, high porosity and high permeability. In one embodiment, a first component of AETB is alumina fibers. In preferred cases of the present invention, the alumina (Al203 or aluminum oxide, for example SAFFI L), is typically about 95 to about 97% by weight of alumina and about 3 to about 5% by weight of silica in commercial form . In other embodiments, alumina having a lower purity is also useful, for example, 90%, 92% and 94%. In other embodiments, alumina having a higher purity is also useful. Alumina can be produced by extrusion or by rotation. First, a solution of precursor species is prepared. A slow and gradual polymerization process is initiated, for example, by pH manipulation, whereby the individual precursor molecules combine to form larger molecules. As this process progresses, the average molecular weight / size increases, causing the viscosity of the solution to increase over time. At a viscosity of about ten centipoise, the solution becomes slightly adhesive, allowing the fiber to be dragged or stretched. In this state, the fiber can also be extruded through a matrix. In certain embodiments, the average fiber diameter ranges from about one to six microns, although fibers with larger and smaller diameter are also suitable for the present invention. For example, fiber diameters in other embodiments range from 1 to 50 microns, preferably from 1 to 25 microns, more preferably from 1 to 1 microns. In one embodiment, a second component of an AETB is silica fiber. Silica (Si02, for example, Q fiber or quartz fiber), in certain embodiments, contains more than 99.5% by weight of amorphous silica with very low levels of impurity. The lower purity silica, for example, 90%, 95% and 97%, is also useful for the invention. In certain embodiments, an amorphous silica having a low density (eg, from 2.1 to 2.2 g / cm 3), high refractivity (1,600 degrees Celsius), low thermal conductivity (approximately 0.1 W / mK), and thermal expansion is used. close to zero. In one embodiment, a third component of an AETB is aluminaboriasilice fibers. In certain cases, the aluminaboriasilice fiber (3AI203-2S02 B203, for example, N EXTEL 31 2) is typically 62.5% by weight of alumina, 24.5% by weight of silica, and 13% by weight of boria. Of course, the exact percentages of the constituents of mina minailiasilic alum can vary. It is very much an amorphous product, but it may contain crystalline lulita. Suitable aluminaboriasilic fibers and suitable methods for making them are described, for example, in U.S. Patent No. 3,795,524, the teachings of which are hereby incorporated by reference in their entirety. Another suitable material for use as a substrate of the present invention includes Orbital ceramic thermal barrier, available from Orbital Ceramics (Valencia, CA). Other materials suitable for use as an nSiFR-C in the present invention include: AETB-12 (with a composition of approximately 20% Al203, approximately 12% NEXTEL ™ fiber (14% B203, 72% Al203, 14 % of Si02), and approximately 68% of Si02); AETB-8 (which has a composition of approximately 20% Al203, approximately 12% NEXTEL ™ fiber (14% B203, 72% Al203, 14% Si02), 68% Si02); FRCI-12 (which has a composition of approximately 78% by weight of silica (Si02), and 22% by weight of aluminoborosilicate (62% of Al203, 24% of Si02, 14% of B203), and FRCI-20 (which it has a composition of about 78% by weight of silica (SiO2) and about 22% by weight of aluminoborosilicate (62% of Al203, 24% of SiO2, 14% of B203) In a preferred embodiment, the components of the organic fibers consist, or consist essentially of, fibrous silica, alumina fiber, and aluminoborosilicate fiber In this embodiment, the fibrous silica contains approximately 50 to 90 percent (%) of the inorganic fiber blend, the alumina fiber contains approximately from 5 to 50% of the inorganic fiber, and the aluminoborosilicate fiber contains from about 1 to 25% of the inorganic fiber mixture The fibers used to prepare the substrate of the present invention can have both crystalline and glassy phases in certain s modalities. Other suitable fibers include aluminoborosilicate fibers which preferably contain aluminum oxide on the scale from about 55 to about 75 weight percent, silicon oxide on the scale from less than about 45 to more than zero (preferably, less than 44 up to more zero) percent by weight, and boron oxide on the scale from less than 25 to more than zero (preferably, approximately from 1 to approximately 5) percent by weight (calculated on a theoretical oxide basis such as Al203, Si02 and B203, respectively). The aluminoborosilicate fibers preferably are at least 50% by crystalline weight, more preferably, at least 75 percent, and most preferably, approximately 1 00% (ie, crystalline fibers). The measured aluminoborosilicate fibers are commercially available, for example, under the trade names "NEXTEL 31 2" and "NEXTEL 440" from the company 3M. In addition, the appropriate aluminoborosilicate fibers can be processed as described, for example, in U.S. Patent No. 3,795,524, which is incorporated herein by reference in its entirety.

Additional suitable fibers include aluminosilicate fibers, which are typically crystalline, contain aluminum oxide on the scale from about 67 to about 77, eg, 69, 71, 73 and 75, percent by weight, and silicon oxide in the scale from about 33 to about 23, for example, 31, 29, 27 and 25, percent by weight. The measured aluminosilicate fibers are commercially available, for example, under the trade name "NEXTEL 550" from the company 3M. Additionally, the appropriate aluminosilicate fibers can be processed as described, for example, in U.S. Patent No. 4,047,965 (Karst et al.), The disclosure of which is incorporated herein by reference. In other embodiments, the fibers used to prepare the substrate of the present invention contain additions of α-AI203 with added Si02 (forming α-AI203 / mullite). Various specific materials may be used to prepare the catalytic substrate. In one embodiment, the material used to prepare a substrate of the present invention contains, or alternatively consists of or consists essentially of, refractory silica fibers and refractory aluminoborosilicate fibers. In another embodiment, the material used to prepare the catalytic substrate contains refractory silica fibers, refractory grade alumina fibers, and a binding agent, preferably a boron oxide or a boron nitride powder. In another embodiment, the fibers are of high classification. In another embodiment, the substrate contains a refractory compound consisting essentially of aluminosilicate fibers and silica fibers in a weight ratio in the range of about 19: 1 to 1:19, and about 0.5 to 30% boron oxide. , based on the total weight of the fibers. Alternatively, the weight ratio of aluminosilicate fibers to silica fibers is selected from 16: 1, 14: 1, 12: 1, 10: 1, 8: 1; 6: 1, 4: 1, 2: 1, 1: 1, 1: 2, 1: 4, 1: 6, 1: 8, 1:10, 1: 12, 1:14, and 1:16. Boron oxide is present in other embodiments at about 5%, 10%, 15%, 20%, 25%, or 30%. In a further embodiment, boron oxide and aluminosilicate fibers are present in the form of aluminoborosilicate fibers. In a further embodiment, the catalytic substrate contains a nSiRF-C compound wherein the ratio of aluminosilicate fiber to silica fiber ranges from 1: 9 to 2: 3, and the boron oxide content is about 1. up to 6% of the weight of the fiber. In another embodiment, fibers suitable for preparing the substrate of the present invention include refractory fibers produced by 3M such as NEXTEL ™ 312 ceramic fiber, NEXTEL ™ 440 ceramic fiber, NEXTEL ™ 550 ceramic fiber, NEXTEL 610 ceramic fiber. ™, and NEXTEL ™ 720 ceramic fiber. The composite grade 610, 650 and 720 NEXTEL ™ fibers have more refined crystalline structures based on alpha-AI203 and do not contain vitreous phases. This allows them to maintain their resistance to higher temperatures than industrial fibers, the 610 NEXTEL ™ fiber, essentially has a single-phase composition of a-AI203. This has the lowest maintenance of temperature resistance, even though it starts with the highest resistance at room temperature. Both Nextel ™ 650 fiber, which is a-AI203 with additions of Y203 and Zr02, such as Nextel ™ 720 fiber, which is a-AI203 with added Si02 (forming a-Al203 / mulita), have better maintenance of temperature resistance and lower creep. In another appropriate embodiment, an nSiRF-C is made from or contains (or alternatively, consists of or consists essentially of) ceramic fibers containing Al203, Si02, and B203, with the following attributes: 1) melting point from about 1600 ° C to about 2000 ° C, preferably about 1800 ° C; 2) a density from about 2 to about 4 g / cm3, preferably about 2.7 to about 3 g / cm3; 3) a refractive index from about 1.5 to about 1.8, more preferably selected from 1.56, 1.60, 1.61, 1.67 and 1.74; 4) a filament traction resistance (caliber 25.4 mm) of from about 100 to about 3500 MPa, more preferably from about 150 to about 200 or from about 2000 to about 3000, or selected from 150, 190, 193, 2100 or 3100; 5) a thermal expansion (100-1100 ° C) from about 2 to about 10, preferably from about 3 to about 9, more preferably selected from 3, 4, 5.3, 6 and 8; 6) and a surface area of less than about 0.4 m2 / g, more preferably less than about 0.2 m2 / g. In other embodiments, the crystalline phase of the fibers is mulite and amorphous, substantially amorphous,? -203, or amorphous Si02. In still other embodiments, the dielectric constant of a fiber that is suitable for use in the preparation of a substrate according to the present invention is from about 5 to about 9 (at 9,375 GHz), or is preferably selected from the group consisting of in 5.2, 5.4, 5.6, 5.7, 5.8, 6, 7, 8 and 9. In certain embodiments, the substrate of the present invention is substantially "particle-free" which means free of particulate ceramics (ie, crystalline ceramics). , glass or glass ceramic) of the fiber manufacturing process. In certain embodiments, the nSiRF-C compound is "non-flexible". In one embodiment, non-flexible refers to a substrate that can not be bent over an angle of 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 15, 20, or 25 degrees (with respect to to the point of bending) without breaking, cracking, or becoming permanently deformed or malformed. The diameter of the fibers used in different embodiments of the invention may vary. In certain embodiments, the average diameter is from about 1 to about 50 microns, preferably from 1 to about 20 microns. In other embodiments, the average diameter of the fiber for the aluminaboriasilice fibers is from about 10 to about 12 microns. In another embodiment, the catalytic substrate of the present invention further comprises a binding agent such as boron nitride. In another embodiment of the present invention, boron nitride is added to replace the silica alumina fiber when it is not used. That is, in some embodiments, the substrate contains (or consists of, or consists essentially of, or is made from) silica fiber, alumina fiber, and boron nitride in percent by weight similar as described above. In a further embodiment, the substrate contains silica fiber, alumina fiber, and a boron binder. Each of these can, in certain embodiments, contain small amounts of another material such as organic binders, inorganic binders and some fibrous or non-fibrous impurities. In other embodiments, the substrate does not contain an organic binder. Additionally, in other cases, the linker that is used to create the nSi RF-C is changed materially during the manufacturing process, as is known in the art. Additional materials suitable for use in the preparation of the substrate of the present invention are described in U.S. Patent No. 5,629,186, which discloses low density fused fibrous ceramic composites prepared from amorphous silica and / or alumina fibers with 2 to 12% boron nitride by fiber weight. In another embodiment, a thickening agent is added. Suitable thickeners are known in the art. In other embodiments, the ceramic fibers used to prepare the nSiRF-C have an average tensile strength greater than about 700 MPa (100,000 psi), preferably greater than about 1200 MPa (200,000 psi), more preferably greater than about 1800 MPa (300, 000 psi), and much more preferably, greater than 2100 MPa (350,000 psi). In another embodiment, a dispersant is added. Suitable dispersants are known in the art. In other embodiments, the catalytic substrate is treated, altered, modified, and / or improved in one or more aspects as described herein and / or as is known in the art. In still other embodiments, minor impurities are present from various sources. In these cases, the impurities do not substantially affect the nSiRF-C and / or its attributes. A substrate according to the present invention does not include a NEXTEL ™ woven protective fabric or mesh. Catalyst In another aspect, the present invention is directed to a substrate as described above, which contains a catalyst. Any number of catalysts can be used with the substrate to form a catalytic substrate. The catalyst can be placed as a coating on the surface of the substrate. That is, the catalyst, in one embodiment, is adsorbed on the surface (e.g., channel walls) of the catalytic substrate. The catalyst could also reside inside the core of the substrate and be bonded to the individual fibers of the substrate. In certain embodiments, the present invention may function at the same level or at better levels, compared to current technology, but requires a smaller amount of catalyst. In another embodiment, the catalyst is deposited only on the surfaces of the channel wall, and not within the walls of the channel. In another embodiment, the catalyst is deposited on the walls of the inlet channel, on the walls of the outlet channel, inside the walls, or in combinations thereof. In yet a further embodiment, a first liner catalyst, coats, or permeates an initial, or near, part of the channel wall; a second catalyst covers, covers, or permeates a middle part of the channel wall, and still a third catalyst in a terminal section of the channel wall. In one embodiment, the catalytic substrate of the present invention preferably contains a catalytic metal. In another metal, the catalytic substrate does not contain a catalytic metal. However, under certain conditions, the substrate is capable of catalyzing appropriate reactions without the need for a separate catalytic metal, for example, in certain embodiments, a coating such as the one described below can function as a catalyst. any catalyst that can be applied to the substrate can be used. This catalyst includes, without limitation, platinum, palladium (such as palladium oxide), rhodium, derivatives thereof including oxides, and mixtures thereof. In addition, the catalysts are not restricted to noble metals, noble metal combinations, or only to oxidation catalysts. Other suitable catalysts include chromium, nickel, rhenium, ruthenium, silver, osmium, iridium, platinum and oto, iridium, derivatives thereof, and mixtures thereof. Other suitable catalysts include palladium binary oxides and rare earth metals, such as are described in U.S. Patent Nos. 5,378,142 and 5,122,639, the descriptions of which are incorporated herein by reference. These binary oxides can be the result of the solid state reaction of palladium oxide with the rare earth metal oxides, to produce, for example, Sm4Pd07, Nd4Pd07 > Pr4Pd07 or La4Pd07. Other catalysts that may be used in the present invention include those described in U.S. Patent No. 6,090,744 (issued to Mazda Motor Corporation). Other suitable catalysts include non-metallic catalysts, organic catalysts, base metal catalysts, precious metal catalysts, and noble metal catalysts. Other suitable catalysts are described in 6,692, 71 2 (append to Johnson Matthey Publc Limited Company). Catalysts that do not contain precious metals can be used in the present invention. These catalysts are shown in U.S. Patent No. 5,128,249. Another suitable platinum catalyst developed by Engelhard is composed of Pt / Rh in a ratio of 5: 1 (applied in an amount of approximately 0.1 - 5.5 kg / m3 (5-150 g / ft3) and MgO (applied in an amount about 1 .1 - 53.5 kg / m3 (30-1 500 g / ft.sup.3) In other embodiments, vanadium and its derivatives, eg, V205, are useful catalysts, in particular for diesel particulate filters. They have been used in commercially available diesel particulate filters, catalysts that use vanadium compounds instead of V205, for example silver or copper vanadates, were developed by Heraeus (Strutz 1). 989) The catalyst can be prepared by adding an adsorbent material and calcining copper vanadate Cu3V208 with potassium carbonate in the Cu: V: K molecular ratio of approximately 3: 2: 0.1 3. The catalyst loading was from e 1 0 and 80 g / m2 of the filtration surface area. Another suitable catalyst is Cu / ZSM5, which can be used as a NOx catalyst.

Precious metals such as platinum, palladium and rhodium are the most common and are preferred, although other catalysts known in the art can be used. These three precious metals have been known as excellent catalysts and highly efficient as emissions from internal combustion engines. For twenty-five years of catalytic converters, there has not really been a significant substitute for these three metals. However, there are hundreds of combinations of these catalysts configured according to the manufacturer's original equipment, vehicle, vehicle load, environmental standards, engine, transmission, etc. In the manufacturing industry of trucks and automotive, various combinations and formulations are used. A catalytic substrate according to the present invention contains any one or more of these catalyst combinations. Many combinations are considered material owned by the manufacturer. Manufacturers such as Ford, GM, and Toyota have a unique catalyst formula for each vehicle, due to variable vehicle weights and engine performance demands. Manufacturers also have different catalyst formulas for the same vehicle depending on where the vehicle will be sold or licensed, for example, Canada, United States, California, Mexico. Currently, these formulations can change two to three times per vehicle per year of the model, due to strict government regulations. For these reasons, most manufacturers handle the application of catalytic coatings on their own.

In a further embodiment, the catalytic substrate contains an nSiRF-C and a catalyst that is used in a commercially available catalyst environment. In one aspect, once the substrate has been formed to its final dimensions and a coating has been applied and cured, one or more catalysts are applied using known techniques and methods, such as how to apply a palladium-based catalyst. platinum such as that described in U.S. Patent Nos. 5,224,852 and 5,272,125, the teachings of which are incorporated herein by reference in their entirety. In one embodiment, the catalyst is present in an amount sufficient for its catalytic action to take place effectively. For example, the amount sufficient in one embodiment refers to a quantity of catalyst, for example a precious metal, interacting with and in the emission path sufficiently to react with as much of the emission as possible, such as 80. %, 85%, 90%, 95%, 97%, 98%, and 99%, and the like. In one embodiment, the catalyst is deposited on or impregnated in the coating, preferably as individual crystals. In this embodiment, the catalysts are not applied as a varnish-like coating on the coating (such as paint on a wall). When the catalysts are impregnated on the coating, they are applied in such a way that the final product is partially or substantially a colony of individual crystals. This can be visualized as salt crystals on a salty gal. It is preferable that sufficient separation be provided between the catalysts. At the same time, there will be enough precious metals in the fluid path, for example, the escape route, at the optimal operating temperature for the catalytic activity, that is, ignition, and the precious metals must fit in the physical constraints , that is, space, allowed by the functionality and design of a vehicle and engine. A goal for manufacturing is to maximize the contaminants removed while maximizing the amount of catalyst required in the substrate. Each vehicle produces a different amount of contaminant, and as such, the substrate in some modalities is adjusted accordingly to manage that level of contaminants and minimize the amount of precious metals. In other modalities, the addition of catalyst to the catalytic substrate may occur during the suspension process when it is made from the substrate, or may occur after the machining process (as described below). In this case, the catalyst is mixed with the fiber suspension before any heating step. Multiple catalyst formulations can be applied to a single substrate, or because of the small size of the filter relative to existing catalytic converters and exhaust systems, the placement of multiple substrates is possible. Thus, the catalytic substrate of the present invention in one embodiment, contains or consists or consists essentially of one or more zones, wherein each zone has a different catalyst. Alternatively, one or more of the zones may be uncatalyzed. For example, a catalytic substrate of the present invention may include an oxidation catalyst in an area containing the front surface of the substrate, and a reducing catalyst in another zone containing the back surface. If the substrate is to be used as a flow-through configuration, then it is preferable, although not required, that the catalysts, or most of the catalysts, be located along the surface of the channels . If the substrate is machined in a wall-flow configuration, then it is preferable that the catalysts are evenly distributed throughout the substrate, since the gases are being displaced through the entire substrate and not just passing through it. For example, the substrate of the present invention can be used in a catalytic diesel particulate filter (CDPF). A CDPF uses catalysts deposited directly on the substrate. Both precious and basic metal catalysts can be used, such as platinum, silver, copper, vanadium, iron, molybdenum, manganese, chromium, nickel, derivatives thereof (such as oxides) and others. Depending on the type of filter, the catalyst may be impregnated directly in the medium or an intermediate layer of coating may be used. A CDP F can use emission temperatures from about 325 to about 420 ° C for regeneration, depending on the engine technology (PM emissions) and fuel quality (sulfur content).

Platinum is one of the most active and most commonly used noble metal catalysts, but palladium, rhodium, or ruthenium catalysts, usually in mixtures, are also suitable for use in the present invention. The list of non-plati group common metals not used in catalytic converters includes vanadium, magnesium, calcium, strontium, barium, copper and silver. In one embodiment, platinum is the preferred catalyst for use with diesel engines. In another embodiment, palladium and rhodium are suitable for use with a gasoline engine. The catalysts are typically somewhat expensive. Therefore it is desirable to achieve the maximum reduction of contamination with the minimum amount of catalyst used. Platinum and palladium, two common catalysts, are both expensive precious metals. A substrate having a porous, permeable nature, with a large surface area on which the catalysts can be housed as uniformly distributed crystals or as a layer, allows the achievement of this objective. An advantage of the present invention is a smaller amount of catalyst needed compared to that of conventional substrates. The typical platinum loads on filters used for all-terrain engines during the 1990s were between 1.25 kg / m3 and 1.78 kg / m3 (35 and 50 g / ft3). These filters, installed in engines that are relatively high pollutants, required minimum temperatures of about 400 ° C for their regeneration. Later, when catalytic filters were applied to motors for urban buses and other much cleaner motorway vehicles, it was found that the catalysed filters were able to regenerate at much lower temperatures. However, higher platinum charges were needed to support the regeneration at low temperature. Filters used in low temperature applications in clean engines typically have platinum loads of 1.78 kg / m3 - 2.67 kg / m3 (50 - 75 g / ft3). In one embodiment, the catalytic substrate contains a catalyst in the amount of from about 0.03 to about 3.5 kg / m3 (1-100 g / ft3), from about 0.03 to about 2.67 kg / m3 (1-50 g / ft3), approximately 0.03 to about 1.07 kg / m3 (1-30 g / ft3), or about 0.3 to about 1.42 kg / m3 (10 - 40 g / ft3). In another embodiment, the catalytic substrate, preferably an nSiRF-C such as AETB, OCTB and FRCI, contains platinum and rhodium catalyst in a ratio of about 5: 1 and an amount of about 1.07 kg / m3 (30 g / ft3) . FILTER SUBSTRATE The present invention is directed to a catalytic substrate containing a sintered nonwoven refractory refractory ceramic composite (nSi RF-C), as described herein, which may be used in particle filters, and related devices. The filter substrate is made in particular shapes, shapes, sizes and configurations, which are useful for filtering, in particular for filtering material into particles. The filter substrate is particularly useful for filtering particulate material under extreme conditions (temperature, pressure, etc.), such as filtering a flow of gas emissions. The filter substrate can be used in additional applications in which filtering of particulate material is required. In one embodiment, the filter substrate contains, or alternatively consists of, or consists essentially of, an nSi RF-C compound as described above for the catalytic substrate. The filter substrate does not contain a catalyst. All variations, modalities and examples of materials suitable for use as a substrate of a catalytic substrate are equally suitable for the filter substrate of the present invention. The filter substrate is formed in appropriate configurations for the uses described herein, in particular for use in particle traps such as diesel particulate traps and diesel particulate filters. In a modality, a filter substrate of the present invention is an improved thermal barrier material of alumina ("AETB") or a similar material familiar to those skilled in the art. The AETB is made up of fibers from Uminaboriasilice (also known as alum-boria-síl ice, aluminoborosilica, and aluminoboriasilicate), silica fibers, and alumina fibers. An application commonly known for the AETB is an outer slab in the space shuttle, ideal for the re-entry of the shuttle. The attributes that make AETB unique and desirable for the space industry are also preferred in organic combustion technology. AETB has a high melting point, low heat conductance and coefficient of thermal expansion, capacity to withstand thermal and vibrational shock, low density, and very high porosity and permeability. The filter substrate of the present invention is optionally treated with one or more chemical additives. In another embodiment, the present invention is directed to a diesel particulate trap containing a filter such as that described herein without any catalyst applied thereto. In another embodiment, the present invention is directed to a diesel particulate trap including a filter as described herein in combination with a trap for diesel CRT® particles (adsorbers of NOX, HC). In another embodiment, the present invention is directed to a diesel particulate trap that includes a filter such as that described herein in combination with SCR. In another embodiment, the filtering substrate includes a plurality of channels such as those described in greater detail below. Additionally, the filter substrate can be modified, altered, and / or improved in one or more aspects as described herein and / or as is known in the art. Attributes of a catalytic substrate and a filtering substrate The present invention has one or more, preferably at least three, four, five, six, seven, eight, nine or ten attributes that are advantageous over catalytic or filter substrates conventional Suitable for use The invention is directed in certain embodiments to a catalytic substrate or to a filter substrate containing nSiRF-C and a catalyst, suitable for use in a catalytic converter. The substrate is suitable for use in any number of catalytic converters, filtering devices and applications thereof. For example, the catalytic substrate and the filtering substrate of the present invention are suitable for use in any of the applications that generally used substrates of the prior art. Suitable uses include, without limitation, the use of a substrate of the present invention in any exhaust system of 1) motors, equipment, and mobile road vehicles, including automobiles and light trucks; motorcycles for motorway and street, three-wheeled motorcycles (for example, tricycles, motorized rickshaws), motorized tricycles; heavy duty motorway engines, such as trucks and buses; 2) motors, equipment and all-terrain mobile vehicles, including compression-ignition engines (agriculture, construction, mining, etc.); small ignition engines with spark plugs (lawn mowers, leaf blowers, chain saws, etc.); large ignition engines with spark plugs (forklifts, generators, etc.); marine ignition engines with spark plugs (boats, personal watercraft, etc.); recreational vehicles (snow trolleys, off-road bikes, etc.); locomotives; aviation (aircraft, ground support equipment, etc.); and 3) stationary sources, including hundreds of sources, such as power plants, refineries, and manufacturing facilities.

In another embodiment, a catalytic substrate of the present invention is suitable for use in a particular vehicle if the substrate, as described herein, when it is part of a catalytic converter, operates in such a way that the vehicle complies with emission standards. of any of the 1990, 2007 and 2010, as defined by the United States EPA. In another embodiment, the catalytic substrate catalyzes the reaction of the contaminants to make them non-polluting at a high level. For example, the conversion of pollutants to non-contaminants is catalyzed with an efficiency of more than 50%. In another modality, the conversion of pollutants into non-contaminants is catalyzed with an efficiency of more than 60%. In still other modalities, the conversion rate is selected from the group consisting of 70%, 80%, 90%, 91%, 92%, 93%, 94%, 955, 96%, 97%, 985, 99% and 99%. In certain embodiments, the conversion rate refers to the total conversion of non-particulate contaminants. In other embodiments, the conversion rate refers to the conversion of specific contaminants that are not particulate, for example, NOx to N2, CO to C02, or HC to C02 and H2O. In other embodiments, the conversion rate refers to the percentage of particulate material removed from a gas emission. In another embodiment, a catalytic substrate of the present invention is suitable for use in a particular application if the catalytic substrate passes certain prescribed and original preferred market tests, such as Procedure 75 of the United States Federal Trial (US Pat. FTP75). These tests are known in the art. (See, for example, document number EPA420-R-92-0098, publisby the United States EPA, available at http://www.epa.gov/otaq/inventory/r92009.pdf, which is incorporated here. by reference in its entirety). Additionally, as a catalyst after the main converter or DPT in upgrade applications, EPA and / or state or local agencies may have to approve the products for their use, including the substrate contained in them. Surface area The available surface area of a substrate is an important characteristic of a filter substrate or a catalytic substrate. A characteristic of a suitable substrate for a catalytic converter is for it having a large geometric area (GSA). The GSA g rande allows the maximum probability of reaction. A large open frontal area (OFA) allows a larger amount of gas to pass through without obstructing its flow and causing differential pressure. The open frontal area (OFA) is defined as the part of the cross-sectional area of the substrate that is available for the gas flow (i.e., the cross-sectional area of the filter inlet channels). Typically, it is expressed in relation to the cross section of the total substrate. One attribute of the substrate of the present invention is its large surface area or large GSA. The surface area of the substrate is an important characteristic for the application of catalysis. The surface area is the summed amount of a surface through which the exhaust emissions must pass when traveling through an emissions filter. The increased surface area results in an increased surface area for chemical reactions between contaminants and catalytic and thermal processes to take place, making the process a faster and more efficient catalytic converter. Speed and efficiency can result in little or no obstruction, which can lead to exhaust system failure. Additionally, the increased surface area of the substrate of certain embodiments also includes filtering efficiency and / or increased capacity. The geometric surface area is the total surface area over which the precious metals can be impregnated in 1 6.3 cm3 (one cubic inch). A substrate having a gross gross surface area is preferred. Certain embodiments of the present invention have a much larger geometric surface area that can be impregnated with catalyst, compared to conventional substrates, such as cordierite and SiC. The gross wall volume is the total amount of wall volume that exists in 1 6.3 cm3 (one cubic inch) of configured substrate. The gross wall volume is calculated as each wall surface area multiplied by each respective thickness and summed. A substrate having a smaller raw wall volume is preferred, in certain embodiments, the raw wall volume of the substrate of the present invention is smaller than that of conventional substrate materials, such as cordierite and SiC. In certain embodiments, the gross wall volume of the catalytic substrate is from about 0.5 cm3 / cm3 to about 0.1 cm3 / cm3, from about 0.4 cm3 / cm3 to about 0.2 cm3 / cm3, or about 0.3 cm3 / cm3 (cubic centimeters per cubic centimeter). In a preferred embodiment, the raw wall volume of the substrate is from about 0.25 cm3 / cm3 to about 0.28 cm3 / cm3, more preferably about 0.27 cm3 / cm3, more preferably about 0.272 cm3 / cm3. Due to the low gross wall volume of the present invention in certain embodiments, a lower amount of catalyst, such as palladium, is necessary to realize the catalytic action with the present invention than with a cordierite of similar size. Porosity and permeability Pore attributes also affect the mechanical and thermal attributes of the substrate. There may be a tradeoff between porosity and mechanical strength: substrates with smaller pore size and lower porosity are stronger than those with greater porosity for certain conventional substrates. Thermal attributes, both specific heat capacity and thermal conductivity, can decrease with increasing porosity in certain materials (Yuuki 2003). The first monoliths for wall flow, introduced at the end of the 80s, had channels as large as 35 μp? diameter. In order to maximize filtration efficiency, smaller channels were developed, typically in the range of 10 to 15 μP? in the filters used in the 90s. In the development of new materials, filter manufacturers differentiate their desired pore attributes, primarily in consideration of the catalyst system to be applied (Ogyu, K., et al., 2003. "Characterization of Thin Wall SiC-DPF", SAE 2003-01 -0377; Yuuki, K., et al. , 2003, "The Effect of SiC Properties on the Performance of Catalyzed Diesel Particulate Filter (DPF)," SAE 2003-01 -0383). The applications can be classified as follows: Non-catalyzed filters, such as those used in regenerated systems with fuel additive. The main requirement is a high capacity to maintain the soot. Certain conventional filters have a porosity that is approximately 40 to 45%, with pores between 10 and 20 μ? T ?. Catalyzed filters, such as those in passively regenerated systems, require more porosity and possibly a larger pore size to allow coating with more complex catalyst systems (in contrast to the simple catalysts used in the 1990s, which often they had very little or no coating material). The substrates had to have an acceptably low pressure loss after being coated with the catalyst / coating systems at approximately a load of 50 g / cm 3. Certain filters of the prior art have a porosity of about 45 to 55%. You can also apply additional heaters. NOx adsorber filters / devices, such as the DPNR or CRT (continuous regeneration trap) system incorporate NOx storage / reduction systems and require high coating loads, possibly in excess of 100 g / dm3. Certain substrates of prior art have a porosity of approximately 60% (a substrate with porosity of 65% has been reported, with mechanical resistance being the main limitation in the increase in porosity (lchikawa, S., et al., 2003, "Material Development of H ig h Porous SiC for Catalyzed Diesel Particulate Filters," SAE2003-01 -0380 Another attribute of certain embodiments of the catalytic or filtering substrate of the present invention is its high porosity. a substrate of the present invention is from about 60%, 70%, 80% or 90% In other embodiments, the substrate has a porosity of about 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98% or 99% (expressed as a percentage of pore space relative to the solid substrate.) In one embodiment, the porosity of an example embodiment of the present invention is approximately 97.26%. It has approximately from 1 8 to 42%. In this embodiment, the material of the present invention only has approximately 2.74% of material that obstructs the flow of gas emission. This fine mesh of material actively traps the particles and burns them very effectively. Due to the entrapment of particles in the depth filtration mode and not only along the walls of the channels, considerable accumulation of PM does not occur under the situation where the regeneration time is longer than the accumulation time of PM . The high porosity results in a better and more effective interaction between the contaminants and the surface of the catalyzed or uncatalyzed substrate. At the same time, the accumulation of gas flow can be released laterally as well as along the desired gas flow direction.

With reference to Figures 22a and 22b, an example of substrate 2200, 2205, of the present invention is shown. The substrate 2200, 2205, has a porosity of about ninety-seven percent. When compared to the cordierite samples in Figures 2a and 2b and the silicon carbide in Figure 3, all substantially on the same scale, the substrate 1 200, 1 205 is more porous and less dense. In Fig. 22b, the particulate material PM-1 0 221 0 and PM-2.5 2225 are illustrated in scale. The particulate material PM-1 0 221 0 and PM-2.5 2225 can easily permeate the substrate fibers 2205, compared with the cordierite sample 205 exemplified in Figure 2b. Also, compared to the silicon carbide 300 of Figure 3, the density of the silicon carbide is from about thirty to fifty times that of the substrate 221 0, 2205. The greater porosity in certain embodiments of the present invention provides a surface area higher and decreases the differential pressure. As a result, the present invention is more efficient in reduction of NOx, oxidation of hydrocarbons and CO, and entrapment of particulate material. Pore characteristics, including the percentage of porosity in volume, size distribution, structure and interconnectivity, determine the ability of the monolith to filter the particles. Additionally, if the gas molecules can diffuse into a porous substrate, the probability of a catalytic reaction increases appreciably. Together with the cellular geometry, the porosity characteristics also influence the hydraulic resistance of the monoliths to the fl ow and to the decrease in pressure. Some attributes that are desirable for high filtration efficiency (eg, low porosity and small pore size), are the opposite of those required to decrease the pressure drop. Others, fabrics such as good interconnectivity of pores and absence of closed pores, with "dead ends", are desired to decrease the pressure drop and increase efficiency. The substrates of the present invention in another embodiment provide both high filtration efficiency and low pressure drop. Emulsivity and heat conductance Another property of the substrates used in catalytic converters and particle filters is emissivity. Emissivity is the tendency to emit heat; the ease of comparative emission, or the rate at which the emission takes place, such as the heat from the surface of a heated body. An ideal substrate takes into consideration the temperature that (1) provides the fastest increase towards a high conversion efficiency; (2) is the safest with respect to thermal damage (for example, due to thermal shock or due to melting or cracking of the substrate by high temperature); (3) use a minimum amount of auxiliary power; and (4) it is inexpensive to produce. The rising temperature requires energy and additional cost. In addition, certain modes of energy sources are conducted, discharged or channeled out by thermal conductivity. The emissivity is a proportion of reflectance with values between 0 and 1, one being the perfect reflection. Different substrates used for catalytic converters and particle filters have different emissivity values. The high emissivity allows the catalytic substrate to minimize the heat transfer out of the system, thereby heating the air within the catalytic converter or particle filter faster. Emissivity is a measure of the reflectance property of the material and a high value is desirable. In certain embodiments, a substrate of the present invention preferably has an emissivity of from about 0.8 to 1.0. In another embodiment, the emissivity of the substrate of the present invention is about 0.82, 0.84, 0.85, 0.88, and 0.9. Additional values appropriate for the emissivity of a substrate of the present invention include 0.81, 0.83, 0.85, 0.87 and 0.89. In other modalities, the emissivity is approximately 0.9, 0.92, 0.94, 0.96 or 0.98. The heat reflectivity allows the gaseous material in the pores to heat up much more quickly, since little heat is retained by the substrate material alone. This results in a faster ignition and a low temperature rise of the outer surface of the substrate. The thermal conductivity of a material is the amount of heat that passes in a unit of time through a unit area of a plate, when its opposite faces are subjected to a temperature gradient unit (for example, a difference). of a temperature gage through a thickness of a u nity). The thermal conductivity has the units of watts of energy per meter of thickness and Kelvin degree changed (Watts / m-K). In preferred embodiments, the substrate of the present invention has a low thermal conductivity. For example, in one embodiment, the thermal conductivity of a substrate of the invention is less than about 0.1, 0.2, 0.3, 0.4, 0.5, 0.6, or 0.7, 0.8, or 0.9. In another embodiment, the thermal conductivity of a substrate of the invention is less than about 0.01, 0.02, 0.03, 0.04, 0.05, 006, 0.07, 0.08 or 0.09. In another embodiment, the thermal conductivity of a substrate of the invention is from about 0. 1 to about 0.01, from about 0.2 to about 0.02, from about 0.3 to about 0.03, from about 0.4 to about 0.04, from about 0.5 to about 0.05, from about 0.6 to about 0.06, from about 0.7 to about 0.07, from about 0.8 to about 0.08, or from about 0.9 to about 0.09. In another embodiment, the thermal conductivity of the present invention is about 0.0604 Watt / m-K. In comparison, a cordierite sample has approximately from 1.3 to 1.8 Watts / m-K. These results indicate that, as an example of a particular modality, if 1 000 watts of heat energy is lost from a given volume of cordierite material, only 33 watts will be lost from the same volume of material herein. invention Thus, the material of the present invention has a thermal conductivity thirty times greater than cordierite. Additionally, in other embodiments, the substrate preparation process further comprises preparing a catalytic substrate or filter substrate that further contains an emissivity enhancing agent, said process comprising applying an emissivity enhancing agent to said substrate, preferably an nSi RF- C, more preferably an AETB, OCTB or FRC I material. Other preferred substrates include any of the specific substrates described herein. In additional embodiments, the catalytic substrate further contains an emissivity enhancing agent and a catalyst selected from the group consisting of palladium, platinum, rhodium, derivatives thereof, and mixtures thereof. Other physical and chemical modifications, such as those described here, can be applied to these modalities. Emissivity enhancing agents are known in the art. Thermal Attributes A substrate that has a low coefficient of thermal expansion allows the substrate to withstand rapid changes in temperature without significant expansion or contraction. An appropriate coefficient of thermal expansion also allows the substrate to expand with heat at the same rate as the protective mesh around it and the container. It is also preferable that the substrate material supports a high temperature range, so as not to cause the fusion of a catalytic converter or particulate filter if the temperature increases to a high value, for example, during the burning of the substrate. occasional fuel Additionally, if the substrate material can withstand high temperatures, the catalytic converter or filter can be placed closer to the engine. Related properties include low thermal mass and heat capacity. A material having a low thermal mass and heat capacity allows less heat energy to be wasted in increasing the temperature of the catalyst substrate. If the catalyst substrate heats up quickly, more of the heat energy that comes through the exhaust gas is used to trigger the ignition of the catalyst components. Thermal conductivity is the ability of the material to conduct heat as a result of molecular movement. More specifically, thermal conductivity is also a measure of the amount of heat that passes in unit time through an area unit of a plate whose thickness is unity, when its opposite faces differ in temperature by a g rade. The more heat a material conducts, the more energy is needed to compensate for the loss and reach the required temperature. Preferably, a material reflects heat, instead of driving it.

A lower thermal conductivity value is preferred, so that more energy is used in the pore spaces and not lost by absorption by the substrate. The chemistry of different substances determines the level of thermal conductivity. Additionally, the thermal conductivity of the filter medium is a major influence on the efficiency of an exhaust emission filter, since the loss of temperature negatively impacts the reactivity. A low thermal conductivity is preferred because more of the energy generated is reflected back to the particles, and will remain in the pore space. In other words, the lower the thermal conductivity, the lower the heat loss. The lower heat loss translates into less energy needed to obtain the desired temperature range for catalytic conversion and higher energy efficiency. The specific heat is the heat in calories required to increase the temperature of a g bouquet of a substance one degree Celsius. A substrate with a high specific heat will reflect the heat of the environment, for example, from an exhaust or auxiliary source, back into the pore space where combustion or catalytic reduction and oxidation processes require heat. For example, under extreme conditions, for example, in the Arctic, it will take longer to heat a specific heat filter and cool the hot filters, increasing the opportunity for external damage by heat. A lower specific heat is preferable because it reaches the operating temperature faster and with less energy. In certain embodiments, a substrate of the present invention has a number of preferred thermal attributes. Preferably, the material is such that the heating of the air in the pore space occurs preferentially compared to the heating of the substrate. Preferably, the substrate of the present invention has a high melting point, and in certain embodiments, a higher melting point than conventional substrates. A high melting point is preferred, in part, due to the extreme temperatures at which a catalytic substrate or filter substrate is exposed. In a preferred embodiment, a substrate of the present invention preferably has a high melting point. In one embodiment, the melting point is greater than about 815 ° C (1500 ° F). In another embodiment, the melting point is greater than about 1093 ° C (2000 ° F). In another embodiment, the melting point is greater than about 1371 ° C (2500 ° F). In a further embodiment, the melting point of the substrate is from about 1093 to 2204 ° C (2000 - 4000 ° F). In a further embodiment, the melting point of the substrate is from about 1648 to about 2204 ° C (3000 -4000 ° F). Other suitable melting point ranges include from about 1648 to about 1704 ° C (3000-300 ° F), from about 1704 to about 1760 ° C (3100-3200 ° F), from about 1760 to about 1815 ° C (3200) -3300 ° F), from about 1815 to about 1871 ° C (3300 - 3400 ° F), from about 1871 to about 1926 ° C (3400 - 3500 ° F), from about 1926 to about 1982 ° C (3500 -3600 ° F), from about 1982 to about 2037 ° C (3600 - 3700 ° F), from about 2037 to about 2093 ° C (3700 - 3800 ° F), from about 2093 to about 2148 ° C (3800 - 3900 ° F) ), and from about 2148 to about 2204 ° C (3900 - 4000 ° F). In another preferred embodiment, the substrate has a melting point of about 200 ° C (3632 degrees Fahrenheit). In one embodiment of the present invention, the substrate has a melting point of about 2000 ° C (3.632 degrees Fahrenheit). For example, if a vehicle is located in temperatures below freezing, an exhaust fumes wave at 815 ° C (1,500 degrees Fahrenheit) will not cause the substrate to crack or fracture. Similarly, certain modes of the substrate will not overheat or crack. Certain samples of cordierite have a melting point of approximately 1, 400 degrees Celsius. The specific heat of an exemplary embodiment of the present invention is about 640 J / kg-K (Joules per kilogram-Kelvin). A cordierite sample is approximately 750 J / kg-K. Even though the cordierite has a higher specific heat, the cordierite filters have a larger mass to heat. The result is that more heat energy is needed to reach the operating temperature, which makes the cordierite less efficient. A limit of temperature for multiple use is the maximum temperature at which a substance can be subjected a plurality of times without substantial degradation. The higher the temperature at which a substrate can continue to operate without micro-fractures or spallation, the lower they will be the opportunities for the substrate to break or ag itself in time. This in turn means that the substrate is more durable over a wider temperature range. A higher limit of temperature for multiple use is preferred. A multipurpose temperature sensor suitable for certain embodiments of the catalytic or filtering substrates of the present invention is one selected from the group consisting of approximately 2000 ° C, 21 00 ° C, 2200 ° C, 2300 ° C, 2400 ° C, 2500 ° C, 2600 ° C, 2700 ° C, 2800 ° C, 2900 ° C, 3000 ° C, and 31 00 ° C. The limit of temperature for multiple use of an example of this modality The invention is at 2,980 degrees Celsius.A cordierite sample is approximately 1, 400 degrees Celsius.The embodiment of the present invention can withstand more than twice the temperature than cordierite before breaking.

This allows the material to function in a wider range of exhaust environments. The coefficient of thermal expansion is a proportion of the increase in length (linear coefficient), area (its surface), or volume of a body for a given temperature increase (usually for zero to one Celsius) with respect to the original longitudinal area or volume, respectively. These three coefficients are approximately in the ratio 1: 2: 3. When it is not specifically expressed, the cubic coefficient is usually understood. The less a substrate expands when it is heated, the less chance it is for spillage, fracture, or damage to the filter assembly. A lower thermal expansion is preferred to make sure that the substrate maintains its dimensions even when heated or cooled. The coefficient of thermal expansion for an exemplary embodiment of the present invention is approximately 2.65 x 1 0"6 Watts / mK (Watts per meter Kelvin) .A sample of cordierite is approximately 2.5 x 1 0 * 6 Watts / mK up to 3.0 x 10"6 Watts / mK. The thermal expansion of a material of the present invention is less than ten times that of cordierite. The coefficient of thermal expansion of the substrate is preferably compatible with the coefficient of thermal expansion of any coating. In one embodiment, a catalytic or filtering substrate of the present invention, compared to certain substrates of the prior art, such as cordierite, has a resistance to stress damage by thermal or mechanical stress; has a lower risk of clogging with soot and / or with ashes, is more tolerant to accumulation of additive ash when used with regeneration of fuel additive; and has good efficiency for reducing the amount of particles. Density When considering substrates to be used in catalytic converters or in diesel particle filters, it is preferable to use a substrate having a low density. The material that has a low density reduces the weight of the substrate and therefore the total weight of the vehicle. Additionally, low density is complementary to high porosity and permeability. The higher density translates into a higher weight. Weight is a big factor that concerns any motor in motion. The heavier the piece, the more energy is needed to move it. In order for these filters to accommodate the increased volume of particles generated by an engine, the filter sizes have to increase, which adds weight to the vehicle and increases manufacturing and operating costs. Thus, a material of lower density is desired. Of course, the density is not so low that the structural integrity is insufficient. Another attribute of the substrate of the present invention is its density. The density of the substrate is lower than that of certain conventional filters and substrates used for filtering and as a catalytic substrate. Density is the mass ratio of a piece of matter to its volume. A higher density requires more energy to reach the operating temperature. In other words, more energy is needed to heat a dense material than a less dense material. The higher density is translated directly into greater weight for a given volume. Weight is detrimental to the mileage and to the performance of a vehicle, since the engine has to work harder to move heavier equipment. The increased density also translates into more heat required to achieve the proper temperature for the catalytic or "on" activity to occur. The density of some materials that are currently used as substrates or filters is greater than the optimum. For example, a cordierite sample has approximately 2.0 to 2.1 g / cm3. Thus, there is a need for a substrate and a filter having a lower density. The density of the substrate of the present invention is lower than that of cordierite. In a modality, the catalytic substrate of the present invention preferably has a low density. The density of the substrate of the present invention can be in the range from about 32 kg / m3 to about 807 kg / m3 (2 -50 pounds / ft3). In a preferred embodiment, the density of the substrate is in the range from about 80 kg / m3 to about 485 kg / m3 (5-30 pounds / ft3), more preferably, from about 1 28 kg / m3 to about 257 kg / m3 (8 - 16 pounds / ft3). Other preferred embodiments include catalytic substrate having a density of about 128, 142, 160, 175, 192, 207, 225, 242 or 257 kg / m3 (8, 9, 10, 11, 12, 13, 14, 15, or 16 pounds / foot3). A low density that still imparts structural integrity is preferred. In one embodiment, the substrate of the invention has a density of about 128 kg / m 3 (8 pounds / ft 3) and 353 kg / m 3 (22 pounds / ft 3), preferably about 128 kg / m 3 (8 pounds / ft 3) and 353 kg / m3 (22 pounds / ft3). In another embodiment, the substrate contains AETB-8 or AETB-16, which has densities of approximately 128 kg / m3 (8 pounds / ft3) and approximately 257 kg / m3 (16 pounds / ft3) respectively. Other suitable densities include a selected density of about 142, 160, 175, 192, 207, 225, 242, and 257 kg / m3 (9, 10, 11, 12, 13, 14, 15, and 16 pounds / ft3). In another modality, density. of the substrate is from about 0.10 to about 0.25 g / cm 3 (grams per cubic centimeter). Structural Integrity The structural integrity of the substrate material is a feature that is important to consider. Structural integrity refers to the ability of the material to withstand vibrational and mechanical stresses, ie agitation and baking. For example, substrate strength is important for supporting packing loads and subsequent use in the engine emission stream with exposure related to various voltages, including engine vibration, road shock, and temperature gradients. High strength substrates are desirable for systems with robust catalytic converter and particle filters. The strength of the substrate material can be controlled by the type of intra and intercrystalline binding, porosity, pore size distribution, and defective population. Additionally, the substrates can be strengthened by the application of chemical / material coatings on the inside of the outside. The strength of the cellular structure of the substrate can also be determined by its dimensions, transverse symmetry, and its cellular attributes, such as cell density, channel geometry, and wall thickness. The strength of the substrate must exceed the tension at which the material is exposed both during packing and during operation. If the tension exceeds the resistance, the substrate will crack. The structural integrity of a material can be measured by the material's traction module. The traction module is the resistance of the material to the rupture. Specifically, the longitudinal tension greater than a material can withstand without tearing in two. The tractional module is usually expressed with a reference to a unit of area or cross section, the amount of pounds per square foot, or kilograms per square centimeter needed to produce the break. The traction module is relevant if the substrate can withstand the force generated by the pressure of the violent emission gas flow. Additionally, a substrate must have a good ability to be coated, such that the coating or a catalytic coating can be applied to the substrate. Similarly, the substrate must be compatible with the coating, allowing the catalysts to be well mounted on the substrate, so that the catalysts are not displaced of its place during normal use and do not detach from the system. The good ability to be coated and the compatibility with the coating also improve the long-term effectiveness of the catalytic converter system. The good ability to be coated and the compatibility with the coating also increases the life time of the catalyst. Another attribute of the substrate of the invention is its structural integrity. The structural integrity of a material can be measured by the tractional module of the material. The tractional module is the resistance of the material to the rupture. Specifically, the longitudinal tension greater than a material can withstand without tearing in two. The tractional module is usually expressed with a reference to a unit of area or cross section, the number of pounds per square foot, or kilograms per square centimeter needed to produce the break. The traction module is relevant if the substrate can withstand the force generated by the pressure of the violent emission gas flow. A catalytic substrate according to the present invention preferably has a higher tensile modulus. For example, in one embodiment, the substrate of the present invention has an axial strength of about 2.21 M Pa. Of course, the major axial resistances are appropriate as well. Other appropriate values include 1, 2, 3, 4, 5, 6, 7, 8, 9 and 1 0 M Pa. Additionally, the structural integrity of the catalytic substrate of the invention is such that it can withstand the conditions encountered during its use in a catalytic converter in commercial vehicles. In another embodiment, the substrate of the invention, for example, nSi RF-C, preferably has a structural integrity and a low density. Pollutant reduction. The substrate plays an important role in improving the activity of the catalyst materials placed on it as a coating. Additional substrates are used to trap particulate material which is then burned as volatile gases. Another advantage of the substrate of the present invention is its increased capacity to network the amount of contaminants in an exhaust gas. The present invention has improved catalytic and filter capacities when compared to certain conventional technologies. In certain embodiments, the substrate of the present invention is capable of reducing the CO emission of a gas emission by at least about 50%. In one embodiment, the substrate of the present invention is capable of reducing the CO emission of a gas emission by at least about 60%, 70%, 80%, or 90%. In another modality, the substrate is capable of reducing CO emission by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9%, or 100%. In certain embodiments, the substrate of the present invention is capable of reducing the NOx emission of a gas emission by at least about 50%. In one embodiment, the substrate of the present invention is capable of reducing the NOx emission of a gas emission by at least about 60%, 70%, 80%, or 90%. In another embodiment, the substrate is capable of reducing NOx emission by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9%, or 100%. In certain embodiments, the substrate of the present invention is capable of reducing the HC emission of a gas emission by at least about 50%. In one embodiment, the substrate of the present invention is capable of reducing the HC emission of a gas emission by at least about 60%, 70%, 80%, or 90%. In another modality, the substrate is capable of reducing HC emission by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9%, or 100%. In other embodiments, the substrate of the present invention is capable of reducing the VOC emission of a gas emission by at least 50%. In one embodiment, the substrate of the present invention is capable of reducing the emission of VOC from a gas emission by at least about 60%, 70%, 80%, or 90%. In another modality, the substrate is capable of reducing VOC emission by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9%, or 100%. In other embodiments, the substrate of the present invention is capable of reducing the emission of PM-10 from a gas emission by at least 50%. In one embodiment, the substrate of the present invention is capable of reducing the emission of PM-10 from a gas emission by at least about 60%, 70%, 80%, or 90%. In another modality, the substrate is able to reduce the emission of PM-10 by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9%, or 100%. In other embodiments, the substrate of the present invention is capable of reducing the emission of PM-2.5 from a gas emission by at least 50%. In one embodiment, the substrate of the present invention is capable of reducing the emission of PM-2.5 from a gas emission by at least about 60%, 70%, 80%, or 90%. In another modality, the substrate is able to reduce the emission of PM-2.5 by at least 91%, 92%, 93%, 94%, 95%, 96%, 97%, 98%, 99%, 99.5%, 99.9 %, or 100%. Reduced weight It is a goal of vehicle manufacturers to reduce the total weight of the vehicle to improve its fuel economy and engine efficiency. Heavy substrates add unnecessary weight to the vehicle. Additionally, if the substrates are not efficient enough to reduce contamination, more than one substrate may be required to act in line to achieve the desired contamination levels. This greatly increases the total weight of the vehicle. Additionally, current catalytic converters require the use of additional devices that are often heavy and outdated. Some of these devices, such as particular heat shields and protective shields, are used to deal with the temperature of the catalytic converter. Others, such as oxygen sensors, have to comply with certain governmental norms. In certain embodiments of the present invention, the catalytic substrate or filter substrate has reduced weight compared to a conventional catalytic substrate or filter. This is due, in part, to the lower density of the substrate of the present invention compared to certain conventional substrates. Alternatively, the lower weight may be due to the need for a smaller amount of catalytic or filtering substrate due to improved filtering and catalytic function of some embodiments of the present invention compared to conventional technologies. A lower weight of a catalytic or filtering substrate has a number of benefits. For example, a lower weight of a substrate can translate into improved fuel efficiency for vehicles. Additionally, a lower weight could be translated into portable motor devices that are easier to handle and possibly more secure. In a preferred embodiment, the outer surface of the substrate is not heated to the same degree as substrates of conventional catalytic converters during use. In some embodiments, the need for a heat shield and / or insulation is reduced. Acoustic attributes Acoustic attenuation can be defined as either the decrease in thickness, thinness, emaciation, decrease in density, decrease in force or intensity, or weakening of acoustic energy (sound). In one embodiment of the present invention, acoustic attenuation is the ability of the substrate to attenuate or decrease the acoustic energy in an engine exhaust. A substrate of the present invention can replace or complete a motor muffler assembly, as described herein, thereby decreasing exhaust noise and exhaust system costs. A greater acoustic attenuation is preferred. In another embodiment, the porosity, density and size of the substrate can be varied to achieve acoustic attenuation for the desired applications. In another embodiment, the acoustic attenuation of the substrate can be coupled with standard techniques based on a metal silencer to reduce or attenuate the existing sound in the exhaust system.

Flux Ti fl ue through In one aspect, the substrate is structured for a flow through use. The flow through configuration is known in the art. In one embodiment, the channels (or pores) are essentially aligned with respect to one another in a parallel manner across the entire length of the substrate. The gas flow enters the substrate at one end and runs down through the channels at the full length of the substrate to exit on the other side. Any number of flow-through configurations is useful and appropriate for the catalytic substrate of the present invention. The flow-through configurations that are known in the art can be applied to the catalytic substrate of the present invention. In one embodiment, the flow-through configuration contains a plurality of substantially parallel channels that extend fully through the length of the substrate. In another embodiment, the walls of the channels are not parallel to the lateral or surface of the substrate. Flow per wall Another embodiment of the invention is a catalytic substrate or filter substrate of the present invention configured in the wall flow configuration. It has been surprisingly determined that a catalytic substrate containing an nS RF-C of the present invention can be configured in the wall flow configuration. In another aspect of the invention, the substrate has a wall-flow configuration. For example, the substrate is used in a catalytic wall-flow converter or in a wall-flow particulate filter. The wall flow configuration can take any of a number of physical fixes. A substrate having a wall-flow configuration may have one or more of the attributes described herein. In addition, a substrate having a flow-through-wall configuration may also contain one or more of the following: a catalyst, a coating, an oxygen storage oxide, and an emissivity enhancer. Additionally a substrate consisting of a wall-flow configuration can be modified, enlarged, or further altered as described herein. In one embodiment, the wall thickness of the channel is any value described below. Preferred channel wall thicknesses range from about 50.8 microns to about 1 52.4 microns (2 mil-6 mil) In other embodiments, the wall thickness of the channel ranges from about 51 to about 1 52 microns (2 - 6 mil). In other embodiments, the wall thickness of the channel ranges from about 254 to about 432 microns (1 0 - 1 7 mil). Other appropriate values include 51, 76, 1 02, 1 27, 1 52, 1 78, 203, 229, 254, 279, 305, 330, 356, 381, 406, 432, 457, 483, and 508 microns (2, 3 , 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 and 20 thousand). In other embodiments of the substrate for wall flow, the cell density of the substrate is approximately 2564 cells / cm 2 (400 cpsi), with a wall thickness of approximately 152 microns (6 mil), or the cell density is approximately 140 cells / cm2 (900 cpsi) with a channel wall thickness of approximately 51 micras (2 mil). Additional modalities include those in which the cells per cm2 are approximately 8, 16, 23, 31, 39, 47, 55 cells / cm2 (50, 100, 150, 200, 250, 300, or 350 cpsi). Ceramic monoliths for wall flow, which come from cellular flow through supports used for catalytic converters, became the most common type of diesel filter substrate. They are distinguished, among other designs for diesel filter, by a high surface area per unit volume and by high filtration efficiencies. Monolithic diesel filters consist of many small parallel channels, typically of square cross section, which runs axially through the part. The diesel filter monoliths are obtained from the flow monoliths through inserted channels. The adjacent channels are inserted alternately at each end in order to push the diesel aerosol through the walls of the porous substrate which act as a mechanical filter. To reflect this flow pattern, substrates called monoliths of flow per wall. Wall-flow monoliths are more commercially available in cylindrical shapes, although it is also possible to find pieces with an oval cross-section for applications in restricted spaces. The walls of the fl ow filter per network have a distribution of fine pores that have to be controlled in the manufacturing process. The filter mechanism in monolith filters with wall flow is a combination of cake filtration and depth. Depth filtration is the dominant mechanism in a clean fi lter, since particles are deposited inside the pores. As the charge of soot increases, a layer of particles develops on the walls of the inlet channel and cake filtration becomes the predominant mechanism. Certain filters with conventional monolith have filtration efficiencies of approximately 70% of the total particulate material (TPM). Greater efficiencies can be observed for solid PM fractions, such as elemental carbon and metal ash. In accordance with certain embodiments of the present invention, it is preferred to have material that is porous, so that more gases can pass easily through the pores, interacting with the catalysts deposited in the core of the fibrous composite. Additionally, having porous walls allows in certain embodiments a greater degree of filtration in depth, which could also be a desirable attribute.

The substrates of the present invention in a flow configuration per net are placed in much more direct contact with the exhaust gas. The pore characteristics of the material (size, percentage of porosity, pore connectivity, open pores against closed pores, etc.) influence the physical interaction between the gas and the filter material, and affect attributes such as filtration efficiency and the fall of pressure. Additionally, the durability of the substrate depends on the resistance of the material to the chemical attack by the components of the gas emissions. In particular, the materials need to be resistant to corrosion by metal ash, which can be part of the diesel particles. Resistance to corrosion by sulfuric acid is also necessary, especially if the filters are used with fuels with higher sulfur content. Additionally, due to the possibility of releasing high quantities of heat during filter regeneration, the filter materials have to demonstrate excellent thermal attributes in terms of both high temperature and high temperature resistance. Insufficient tolerance to temperature can result in melting of the material, while insufficient resistance to thermal shock can cause aggradation. Other potential problems include microcracking and spallation. In particular embodiments, the filtering substrate and the catalytic substrate of the present invention solve one or more of these problems. Important considerations in the design of the exact geometry of a flow monolith per wall include the following parameters: cell density, repeated density (uniform distribution of the pressure drop across the entire wall of the flow filter), wall thickness , open frontal area, specific filtering area, and mechanical integrity factor. In specific embodiments of the present invention, the wall-flow configuration has half of the channels blocked. In another configuration, the substrate of the invention has a wall-flow configuration wherein the channel blocking wall is positioned at the beginning or end of a channel. In another configuration, the blocking wall is placed in the middle of a channel, or alternatively it is placed anywhere between the start and the end of a channel. Additionally, any percentage of the channels may be included in a wall flow configuration, for example, 10%, 25%, 50%, 75%, 90%, 95%, etc. Channels and channel openings In one embodiment, the catalytic or filtering substrate does not contain a plurality of channels extending across the length of the substrate. In certain embodiments, the catalytic or filtering substrate, given its porosity and permeability, does not need to have the channels placed on the substrate for the substrate to function in its intended uses, for example, in a catalytic converter. Any potential differential pressure is relieved by porosity and permeability alone by placing the emissions in the path of a catalytic substrate. If a membrane configuration is used, a preferred use is a low flow rate environment, such that the opportunity for the substrate to fail structurally is reduced. The thin membrane configuration could preferably be used in a "low flow rate", such as in a chimney or possibly in a power plant. Here, the flow rate is low and in some cases constant (power plant). It is understood, of course, that this type of configuration is appropriate for use in other applications as well, including vehicles and stationary engines. In another embodiment, a catalytic or filtering substrate of the invention, in one embodiment, has a plurality of channels extending longitudinally through at least a portion of the substrate. The plurality of channels allows a fluid medium, for example, a gas or a liquid, flows through the substrate. The plurality of channels extends from the front surface to the rear surface. Other channels can extend from the back surface to the front surface. The channels can extend through the entire length of the substrate. In this type of embodiment, a channel will have a first channel opening in the front surface of the substrate, and a second channel opening in the rear surface. Alternatively, a channel extends through a part of the substrate. In certain embodiments, the channel extends through approximately 99%, 97%, 95%, 90%, 85%, 80%, 70%, 60% or 50% of the substrate length. The channel holes, or channel openings, of a substrate can have any number of shapes. For example, the channel openings can be circular, triangular, square, hexagonal, etc. In preferred embodiments, the channel openings are triangular, square or hexagonal. In one embodiment, the channel openings are formed such that the thickness of the substrate material between the adjacent channels is substantially uniform throughout the substrate. The variation in wall thickness can be from about 1% to about 50% in certain embodiments. In another embodiment, the channels are positioned in such a way that the walls of the adjacent channels are parallel to one another. For example, triangular, square or hexagonal channels can be formed in such a way that the walls of the adjacent channels are parallel to one another. The diameter of the transverse distance of the channels in the substrate of the present invention may vary. In certain embodiments, the channels have a diameter or transverse distance from about 5 cm to about 10 nm. In certain embodiments, a canal has a diameter of approximately 100 nanometers. Other appropriate values include a selected distance or diameter of about 25, 51, 76, 102, 127, 152, 178, 203, 229, 254, 279, 305, 330, 356, 381, 406, 432, 457, 483, and 508 microns (1, 2, 3, 4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 and 20 thousand). A channel can vary in size along its length. For example, the channel may be approximately 0.1 cm (0.04 inches) across its opening, but then gradually decrease in size by approaching either the rear wall or channel point or the opening at the end of the channel. In one embodiment, the channel has a square-shaped opening in the front surface with sides of approximately 254 microns (10 mil). The channel extends through the length of the substrate and has a second opening in the back surface. The channel opening of the rear surface has a square shape with sides of approximately 102 microns (4 mil). The channel gradually becomes smaller along its length from the front surface to the rear surface. Other similar configurations are contemplated, of course. The size of the channel opening may also vary. For example, in certain embodiments, the diameter or transverse distance is from about 25 microns to about 25 mm (1-100 mil). Other suitable ranges for the channel opening dimension include, but are not necessarily limited to, about 25 microns to about 12 mm (1 - 500 mil), from about 25 microns to about 25 mm (1-100 mil), from about 25 to about 2 mm (1-10 mil). Other suitable sizes include a selected distance or diameter of about 25, 51, 76, 102, 127, 152, 178, 203, 229, 254, 279, 305, 330, 356, 381, 406, 432, 457, 483, and 508 microns (1,2, 3,4, 5, 6, 7, 8, 9, 10, 11, 12, 13, 14, 15, 16, 17, 18, 19 and 20 thousand). The substrate of the invention may also have channels of varying sizes. This is, some channels of one embodiment of a substrate have a first plurality of channels having a first diameter or transverse distance and a second plurality of channels having a second diameter or transverse distance. By way of example, a substrate of the present invention contains, in one embodiment, one or more channels having a transverse distance of about 127 microns (5 mil) and further comprises one or more channels having a transverse distance of about 178 microns (7 thousand). It is understood that other variations of these embodiments are within the scope of the present invention. In other embodiments, the channel diameter or transverse distance may be approximately 5 cm, 4 cm, 3 cm, 2 cm or 1 cm. Substrates that have larger diameter or greater cross-sectional channels are preferred for larger exhaust systems, which may have tailpipes of 30.4 cm (1 ft) or more in diameter. The thickness of the channel wall can also vary. For example, the channel can be less than 25.4 microns (1 mil) thick. Other appropriate values for the wall thickness of the channel include 25, 51, 76, 102, 127, 152, 178, 203, 229, and 254 microns (1, 2, 3, 4, 5, 6, 7, 8, 9 and 10 thousand). The channels can be measured in terms of the number of channels per square meter. In certain embodiments, a substrate of the present invention has from about 8 to about 15,601 channels per cm 2 (50-100 channels per square inch). Other appropriate values include 16, 31, 47, 62, 78, 94, 109, 125, 140 and 156 channels per cm2 (100, 200, 300, 400, 500, 600, 700, 800, 900 and 1000 channels per square inch) ). Other embodiments include a catalytic or filtering substrate having 312 channels per cm2 (2000 channels per square inch). In one embodiment, the substrate of the present invention contains 94 cells per cm2 (600 cpsi) and a wall thickness of 152 microns (6 mil). The cell density of a sample substrate of the present invention is compared to two samples of cordierite. The first and second cordierite samples have 16 cells per cm2 (100 cpsi) with a wall thickness of 432 microns (17 mil) and 31 cells per cm2 (200 cpsi) with a wall thickness of (12 mil), respectively . In comparison, the substrate of the present invention in this embodiment has 94 cells per cm2 (600 cpsi) and a wall thickness of 152 microns (6 mil). In one embodiment example, the substrate is perforated with 0.10 cm (0.04 inch) diameter channels separated every 0.15 cm (0.06 inches) throughout the filter. These channels are smaller than the channels for conventional cordierite wall flow. The result is a greatly increased surface area compared to that of the cordierite, even without taking into consideration the surface area existing in the massive pore space of the substrate material. The channels are preferably "blind" channels. The emission of the exhaust is forced through the channel walls, instead of flowing in and out of the channels without reacting with the catalyst. An additional embodiment is directed to a catalytic or filtering substrate containing a plurality of channels having a pyramidal shape. The pyramidal shapes of the channels are such that they can be applied to any number of substrate materials, including the substrates of the present invention, such as nSi RF-C and in addition to them. The pyramidal channels can be configured in such a way that each channel has two channel openings, for example, a flow-through configuration having one on the front surface of the substrate and one on the rear surface of the substrate. Alternatively, the pyramidal channels can be configured such that each channel only has one opening, for example, a wall-flow configuration. In this mode, the opening of certain channels is located on the front surface, while the openings of other channels are located on the rear surface. Preferably, the channels are positioned in such a way that the adjacent channels have the opposite configuration with respect to the location of the channel opening. Additionally, in certain embodiments of the pyramidal wall flow configuration, the channel terminates in a non-perforated portion of the substrate. This non-perforated part of the substrate may be flat or pointed. If the non-perforated part is flat, the longitudinal cross-sectional area of the channel has a trapezoidal appearance. If the non-perforated part is pointed, the longitudinal cross-sectional area of the channel has a triangular appearance. Configures and shapes The catalytic and filtering substrates comprise a number of appropriate configurations, and as yet unknown. The substrates are three-dimensional, and generally have a front surface (or area or face) and a back surface (or area or face) connected by the body of the substrate to one or more side surfaces. The front and back surfaces can have any number of shapes such as those described here. The front surface refers to the surface through which the fluid enters the substrate. The back surface refers to the surface through which the fluid leaves the substrate. Generally, the surface is flat, but in certain modalities it may not be flat. In certain embodiments, the substrate has the shape of a cylinder. The composite cylinder of the substrate is used, for example, to catalyze the reduction of NO in a gas emission. Any number of appropriate lengths and widths or diameters is appropriate for the substrate of the present invention. Appropriate lengths include 2.5, 5.1, 7.6, 1 0.2, 1 2.7, 1 5.2, 1 7.8, 20.3, 22.9, 25.4, 27.9, 30.5, 33.0, 35.6, 38.1, 40.6, 43.2, 45.7, 48.3, and 50.8 centimeters (1 , 2, 3, 4, 5, 6, 7, 8, 9, 19, 11, 12, 13, 14, 15, 16, 17, 18, 19 and 20 inches). Of course, longer lengths may be preferred in diesel applications and for use in stationary engines such as those used in pharmaceutical and chemical plants, manufacturing plants, power plants and the like. In another aspect, the shape of the substrate can be described based on its front surface shape. The substrate of the present invention can be prepared in such a way that the front surface has one of several physical configurations. The shape of the front surface can have any number of configurations, including, without limitation, circular, triangular, square, oval, trapezoidal, rectangular and the like. Three-dimensionally, the substrates may be in the form of a substantially flat cylinder or disc. Commercially available substrates generally exist as one of these three designs. The substrates may have square corners or rounded corners. Rounded corners are preferable in the configuration of the front surface of the substrate. Thus, in one embodiment, the substrate of the present invention has a square shape with rounded corners. In another embodiment, the substrate has a trapezoidal front shape with rounded corners. Examples of dimensions for a catalytic substrate according to the present invention include, without limitation, those having a circular cross-sectional shape and having a diameter of about 9.3 cm (3.66 inches), about 1 0.2 cm (4.00 inches) , at approximately 1 0.6 cm (4.1 6 inches), approximately 1 1 .8 cm (4.66 inches), approximately 1 3.2 cm (5.20 inches), approximately 14.2 cm (5.60 inches), or approximately 1 5.2 cm (6.00 inches) ). I n other embodiments, the catalytic substrate has the shape of a oval cylinder with cross-sectional dimensions (minor and major axis respectively) of approximately 8.0 cm (3.1 5 inches) by approximately 1 2.1 cm (4.75 inches), approximately 9.0 cm (3.54 inches) by approximately 1 3.1 cm (5.1 6 inches), or approximately 1 0.2 cm (4.00 inches) by approximately 1 3.2 cm (6.00 inches). In another embodiment, the catalytic substrate has a shape and size that is suitable for use in a catalyst near the engine. Generally, a catalyst near the engine will be smaller in size than conventional catalytic converters found in engine exhaust systems. The determination of an appropriate size and shape of the catalyst near the engine is within the capacity of any person skilled in the art. The size or shape of the catalyst near the engine is configured based on the particular head and engine with which the catalyst will be used near the engine. For example, a conventional round cordierite substrate that is approximately 1 1 .4 cm (4 1/2 inches) in diameter, has a surface area of about 1 82.3 cm2 (28.27 square inches), in a Ford 4.6 V-8 For example, there are two catalysts before the main converter that have a substrate with approximately these dimensions. These two catalysts before the conventional main converter can be replaced by eight catalysts near the engine that contain an nSi RF-C substrate that have a diameter of approximately 2.9 centimeters (1.3 inches). Alternatively, the cylinder is used to catalyze the Oxidation of carbon monoxide and unburned hydrocarbons in a gas emission. The length of the cylinder may be greater than, equal to or less than the diameter of the cylinder. Different shapes and configurations of the filter substrate and the catalytic substrate can be used, based on the particular application, for example, stationary motor, road vehicle, all-terrain vehicle, etc. In another embodiment, the catalytic substrate is configured to replace the commercially used substrate of a commercially available catalytic converter. In this embodiment, the substrate of the invention will have a shape and dimensions that are substantially identical to the substrates of the available catalytic converters that use a different substrate. For example, many used catalytic converters contain a substrate that is made of cordierite. The shape and size of cordierite catalytic converters is known or can be determined by analysis. The substrate of the present invention is then prepared, either by machining or molding as described below, such that the shape and size of the substrate of the present invention is substantially identical to that of the cordierite substrate. known. Membrane configuration Alternatively, the substrate has a membrane configuration. In this type of configuration, the length of the substrate is substantially less than the width or diameter of the substrate. A longer displacement length for emissions through a substrate corresponds to a differential pressure formation in certain catalytic converters and conventional particle filters. In the thinner substrate of certain embodiments of the present invention, the differential pressure will be reduced to a minimum, and the exhaust gas will move through the filtering system with less effort and with increased filter capacities. This reduction in differential pressure results in the engine running more efficiently, which means better mileage ratio for gasoline consumption and more power. In one embodiment of the present invention, the substrate is 5.1 cm (two inches) in diameter and 0.2 cm. (1/16 inch) thick, and it has 400 times the surface area of a conventional cordierite filter that has a diameter of 1 0.2 cm (4 inches) and is 5.2 cm (6 inches) in length. Since the substrate itself has been reduced in size, a container can also be reduced in size, which results in only a small bulge in the exhaust manifold. In another embodiment, the substrate has the shape of a membrane. In this case, the membrane contains the substrate material described herein having any number of shapes, as described above, and wherein the length of the substrate is substantially less than the width or diameter. The dimension can be described as a ratio, for example, of width with respect to length, or of diameter with respect to length. Proportions of diameter with respect to appropriate length include, without limitation, about 20: 1, 19: 1, 18: 1, 17: 1, 16: 1, 15: 1, 14: 1, 13: 1, 12 : 1, 11: 1, 10: 1, 9: 1, 8: 1, 7: 1, 6: 1, and 5: 1. Additionally, a substrate having a membrane configuration can be stacked together with one or more separate substrate modalities. With a membrane configuration, a number of catalytic or filter substrates having a membrane configuration can be stacked together. For example, a plurality, for example, 5, of filtering or catalytic substrates having a cylinder (or disk) shape with a diameter of about 2.5 cm (1 inch) and a length of about 0.5 cm (0.2 inch) can be stacked together to form a substrate stack having a certain length, for example, about 2.5 cm (1 inch). In the case of a membrane configuration, in one embodiment, the catalytic substrate does not contain a plurality of channels that run through the substrate. Due to the shorter distance through which the gas has to travel and due, in part, to the high porosity and low pressure decrease caused by the present invention, it is possible to form a stack of substrates containing a plurality of substrates catalysts that have a membrane configuration. Additionally, a stacked membrane configuration also includes stacked membrane configurations in which the individual substrates are not perpendicular to the floor of the catalytic converter or particulate filter, in these embodiments, the substrate can be machined or molded in such a way that the angle between the side or sides (lateral surface) of the substrate and the face (front or rear surface) is approximately 90 °; or to be less than or greater than 90 °, for example, 80 °, 70 °, etc. Addition of catalyst before sintering In another embodiment, the catalytic substrate, as described herein, further contains a catalyst, wherein the catalyst is added to the substrate material before the sintering process. In this case, the catalyst is generally added to the mixture before the green ingot is produced. In other embodiments, the catalyst is added to the fibers in the mixer. Alternatively, the catalyst, if in the form of a liquid, is added to the mixture in certain embodiments. The substrate can be formed from a mixture containing one or more catalysts. In one embodiment, the catalyst, when sintered, adheres to the fibers of the substrate. In other embodiments, the catalyst is placed within the pores of the channel walls, in contrast to being adhered mainly to the surface of the channel walls. Zonification of the substrate In another embodiment, the catalytic substrate described herein is prepared in such a way that different zones on the substrate have different attributes. In other words, one or more physical characteristics or attributes of the catalytic substrate are not uniform, or are the same, throughout the entire substrate. For example, in certain embodiments, different zones or regions of the substrate have different densities, different catalysts, different catalyst mixtures, different channel configurations, different porosities, different permeabilities, and / or different thermal attributes. By way of example, in one embodiment, a catalytic substrate of the present invention contains a nSiRF-C compound and a first and a second catalyst, wherein said first catalyst is applied to a first zone of said substrate and said second catalyst is applied to a second zone of said substrate. In a further embodiment, the substrate has different degrees of structural integrity through the body of the substrate. For example, as described herein, a coating for densification can be added to the surface of the substrate to increase the surface density, which could reduce possible damage. Coating Another aspect of the present invention is directed to a catalytic or filtering substrate such as that described herein, which additionally contains a coating. In other embodiments, the catalytic substrate also contains a catalytic coating, for example, the coating contains a catalyst in addition to a coating material. Alternatively, in another embodiment, the coating material has catalytic activity. Suitable coatings include silica, titanium, unimpregnated zirconium, zirconium impregnated with a rare earth metal oxide, cerium, rare earth metal oxide co-formed with zirconium, and combinations thereof. Other suitable coatings are described, for example, in U.S. Patent Nos. 6,682,706; 6,667.01 2; 4,529.71 8; 4,722, 920; 5, 795,456 and 5,856,263, all of which are incorporated herein by reference in their entirety. Generally, a coating of an aqueous mixture may be applied in certain embodiments. The alumina powder and / or other coating oxides are milled to obtain the required particle size. The particle size distribution of the coating powder affects the mechanical strength of the finished coating, and its adhesion to the substrate, as well as the rheological attributes of the mixture during the coating process. Alumina, a very hard material, in certain modalities is ground using air jet or ball mills. In the next step, the materials are dispersed in acidified water in a tank with a high shear mixer. The solid content in the suspension is typically 30 to 50%. After prolonged mixing, the alumina suspension becomes a stable colloidal system. The amount of coating deposited on the substrates depends on, and can be controlled by, the rheological attributes (viscosity) of the mixture. The mixture of aluminum oxide, in certain cases, is a non-Newtonian fluid that changes its viscosity over time and with the amount of mechanical energy supplied to the system (shear rate). At any rate of stable shear, the viscosity of the mixture is a function of its pH. in certain embodiments, the viscosity can be controlled by adjusting the pH. The precise control of the viscosity, however, is probably the biggest challenge in the coating process due to the non-Newtonian character of the systems with alumina. The coating mixture can be applied to the substrates using any known method and method, including dipping or casting onto the parts, and / or in a specialized coating machine. The excess mixture is cleaned from the channels with compressed air. The substrates are then dried and calcined to add the coating to the walls of the monolith.

In certain embodiments, the coating can be applied in one, two or more layers. Each layer can be dried and calcined before processing the next layer. There are several reasons for the application of coatings with multiple layers: (1) the design of the catalyst may require a different chemical formulation for each layer, and (2) restrictions of the coating equipment or process, for example, an inability to handle very viscose, which have to be applied in a thick coating in a one-step operation. The typical thickness of the coating layer is 20 to 40 μ ??, but values outside the range in the present invention can also be used. These numbers correspond, for example, to a coating load of approximately 100 g / L on a substrate of 31 cells per cm2 (200 cpsi), up to approximately 200 g / L on a substrate of 62 cells per cm2 (400 cpsi). The specific surface area of the coating materials with catalyst in certain embodiments is between 100 and 200 m2 / g. Of course, other values are useful in the present invention. Noble metals and other catalysts in a system with complex catalyst can react with each other, with the components of the coating, or with the support material, and produce undesired, catalytically inactive compounds. If these reactions occur in a given catalytic system, they are difficult to avoid in conventional coating technology. Since the catalytic metals are impregnated on the finished coating layer, contact between the reactive components can not be avoided. Segregated coating technologies have been developed to physically separate the noble metals by fixing them on a particular metal base oxide of the coating before the coating is applied to the substrate. Through the use of coating layers with different oxides and / or noble metals, the components of a catalytic system can be separated. The additional benefit of this technology includes a control of the proportion of noble metal / base metal and an improved dispersion of the noble metal. This technology can be applied to the present invention. Thus, in a preferred embodiment, the present invention is directed to a catalytic substrate containing an nSi RF-C, at least two catalytic metals, and a coating, wherein said two catalytic metals are physically separated.

Segregated coating scheme: The segregated coatings were applied first for 3-way automotive catalysts. An example of this type of catalyst is a three-metal system that includes platinum, palladium and rhodium. The first catalyst layer is composed of Pd / Al203. The second layer (surface) is composed of Rh / Pt / Ce-Zr. This design prevents the formation of palladium-rhodium alloys that otherwise could cause the deactivation of the catalyst. Aluminum oxide or alumina is the basic material for the coating with catalysts for the control of emissions. The high crystalline gamma structure of its surface area (? -203) is used for catalyst applications. It is characterized by its high purity. The presence of certain elements in Al203 can influence its thermal stability, both negatively and positively. The small amounts of Na20 present in the Al203 act as a flux, improving the sintering of the alumina, in contrast, several metal oxides, including La203, Si02, BaO and Ce02, have a stabilizing effect on the surface area of the alumina and reduce its sintering rate. Stabilized aluminas are commercially available. In other embodiments, cerium dioxide, or ceria, is a component of the catalyst coating, added, for example, in amounts of up to 25%. In other embodiments, cerium dioxide is added in amounts of approximately 5%, 1 0%, 1 5%, 20%, and 25%. Cerium dioxide is an important promoter in the catalyst for the control of automobile emissions. One function of cerium dioxide in the three-way catalyst is the storage of oxygen, which is possible through a cycling between Ce4 + and Ce3 +. Other effects attributed to cerium oxide include the stabilization of alumina, promotion of the dispersion of noble metals, and promotion of reduction of noble metals. Certain formulations of catalysts for diesel oxidation include high charges of cerium oxide. The function of cerium oxide is catalytic oxidation / cracking of the soluble organic fractions of diesel particles.

Cerium oxide with large surface area can be produced, for example, by calcination of zero compounds, the surface area B ET of the cerium oxide can be as high as 270 m2 / g. In other embodiments, for example in a three-way catalyst, cerium oxide of approximately 150 m2 / g surface area is used. Varieties stabilized for high temperature, which are capable of supporting from 900 to 1000 ° C, have surface areas from about 6 to 60 m2 / g and are suitable for use in the present invention. A catalytic substrate or filter substrate of the invention in other embodiments also contains zirconium oxide. In certain embodiments, zirconium oxide increases the thermal stability of the substrate. Titanium dioxide is used with some catalysts for diesel as an inert, non-sulfiding carrier. Two important crystalline structures of titanium dioxide include anatase and rutile. The anatase form is important for applications with catalyst. This has the largest surface area of 50 to 1 20 m2 / g and is thermally stable up to 500 ° C. The rutile structure has a low surface area, below 10 m2 / g. An anatase conversion in ruti, which takes place at approximately 550 ° C, leads to deactivation of the catalyst. In another embodiment of the present invention, the catalytic substrate contains an nSi RF-C, preferably an AETB, or an OCTB, a catalyst, and titanium oxide.

Zirconium oxide can be used as a thermal stabilizer and cerium oxide promoter in the three-way automobile catalytic converter, and also as a component, not a catalyst coating liner for diesel oxidation. The zirconium oxide has a surface area B ET of 1 00 to 1 50 m2 / g. It rapidly loses its surface area at 500 - 700 ° C. Better thermal stability can be achieved through the use of a wide range of dopants, including La, Si, Ce and Y. Zeolites are synthetic or naturally occurring alumina-silicate compounds with well-defined crystalline structures and pore sizes. The dimensions of the zeolite pores are typically between 3 and 8 A, which fall in the range of molecular sizes. Any molecule with a larger cross-sectional area is prevented from entering the channel of the zeolite cage. For this reason, zeolites are often referred to as molecular sieves. Zeolites are characterized by large specific surface areas. For example, zeolite ZSM-5 has a surface area of about 400 m2 / g. The mordenite zeolite has a surface area of about 400 to 500 m / g. Most zeolites are thermally stable up to 500 ° C. Zeolites for some catalytic applications have ion exchange with metal cations. The acid form of the zeolite is first treated with an aqueous solution containing NH4 + (N H4NO3) to form the zeolite with ammonium exchange (N H4 + Z ').

This zeolite is then treated with a saline solution containing a catalytic cation, thus forming the zeolite with metal exchange (MZ). Zeolites, due to their repeatable and well-defined porous structure, are excellent materials for adsorption. They have been used as adsorbents in numerous applications, including drying, purification and separation. Synthetic zeolites are also used as catalysts in petrochemical processing. In recent years, zeolites have been used increasingly for the control of diesel emissions, both as catalysts (SCR, thin NOx catalyst) and adsorbers (traps for hydrocarbons in diesel oxidation catalysts). It is understood that further embodiments of the invention include any of the specific substrate modalities described herein, and further comprise any of the specific coating modalities. Oxygen storage oxide In another modality, the catalytic substrate or filter substrate of the present invention further contains an oxygen scavenging oxide. The oxygen storage oxide, for example Ce02, has an oxygen storage capacity (hereinafter referred to as "OSC"), that is, the ability to occlude gaseous oxygen and to release the occluded oxygen. More specifically, Ce02 is added to adjust the oxygen concentration of the gaseous atmosphere, such that excess oxygen in the gaseous atmosphere is occluded in the crystalline structure of Ce02 in an oxygen-rich state (i.e. the fuel is thinned, which can be referred to simply as "thinned state") to help the catalytic converter reduce NOx in N2, while releasing the oxygen occluded in the gaseous atmosphere in a state rich in CO- and / or in HC (ie, fuel-rich state, which can simply be referred to as "enriched state") to help the catalytic converter oxidize CO and HC in C02 and H20. Thus, the catalytic activity of the catalytic substrate is improved by the addition of Ce02. Other oxygen scavenging oxides include Pr6O and the like, as described in U.S. Patent No. 6,576,200. Additional embodiments include any specific substrate modalities described herein, which additionally contain an oxygen scavenging oxide, for example, Ce02. Oxidation of SOx In the presence of certain metal catalysts, especially platinum, the sulfur present in the fuel, for example in diesel fuel, is converted into SOx, which can then create sulfur compounds harmful to the environment, such as fumes from sulfuric acid, in the emissions. Most sulfates are typically formed on platinum catalysts at relatively high emission temperatures of about 350-450 ° C. While there is an extreme need to eliminate sulfur from gasoline and diesel fuel formulations, in the meantime, catalytic formulations have tried to redirect that problem to its best possible extent. An example of platinum catalyst developed by Engelhard is composed of 0.2 kg / m3 at 5.4 kg / m3 - (5 -150 g / ft3) of Pt / Rh in a ratio of 5: 1 and 1.1 kg / m3 at 53.6 kg / m3 (30-1,500 g / ft3) of MgO (U.S. Patent No. 5,100,632 (Engelhard Corporation)). The catalyst may be impregnated in substrates of water-based solutions. A filter coated with the catalyst is preferably used to regenerate emissions with temperatures from 375 to 400 ° C. The function of rhodium in the above formulation is to suppress the catalytic oxidation of S02, and with it, the sulfate masked in the catalyst. A catalytic substrate of the present invention, in certain embodiments, can provide solutions to these problems, for example, by having an improved thermal profile and thereby reducing the thermal breakdown of the catalyst. Catalyst contamination is a significant source of catalyst deactivation. This can occur when the substances that are present in the exhaust gases chemically deactivate the catalytic sites or cause contamination on the catalytic surface. Pollutants in the gases emitted by internal combustion engines can come from lubricating oil components or fuels. Interactions between different species of catalysts or between species of catalysts and carrier components is another mode of catalytic deactivation induced by temperature. An example is the reaction between rhodium and Ce02 in a three-way car catalyst. This type of problem can be addressed using alternative carriers and special coating technologies that physically separate the reactive components and are known in the art. A further advantage of the present invention is that u n nSi RF-C can be pumped with different zones to physically separate incompatible components, or alternatively it can be used as a stacked membrane configuration with incompatible components on separate membrane substrates. Deactivation of the catalyst can also occur due to a loss of physical coating due to erosion and wear. That mechanism can also be important for the emission control catalyst due to the high gas velocities, temperature changes, and differences in thermal expansion between the coating and the substrate materials. Catalyst cover In certain applications, adsorbent catalysts are used to convert NOx into salts that can then be manually removed in a regenerative process. However, the presence of sulfur in the fuel can lead to the formation of insoluble S04 salts, such as barium sulfate, which can form a protective coating on the top of the catalysts and reduce their efficiency. An advantage of certain embodiments of the present invention is that the catalytic substrate is less susceptible to reducing its efficiency due to coating with sulfate salts. In another embodiment, the catalytic substrate or filter substrate of the present invention further contains a protective coating suitable for ceramics. For example, this type of protective coating is described in U.S. Patent No. 5,296,288, which is incorporated herein by reference in its entirety. This coating is also known as a protective coating for ceramic materials (PCC). Another appropriate and related coating is available as an Emisshield ™ coating (Wessex I Corporation, Blacksburg, VA). The emissivity agents in the Emisshield ™ improve the emissivity of the materials, especially at high temperatures. Additionally, a protective coating can decrease the damage from external impact and wear forces. Protective coatings are described in U.S. Patent Nos. 5,702,761 and 5,928,775, issued to Di Chiara, J r. et al. and in U.S. Patent No. 5,079,082, issued to Leiser, et al. , both descriptions are incorporated herein by reference. Said coating can be used with one or more of the specific catalytic and filter substrates described herein.

In certain embodiments, the catalytic substrate of the filter substrate is resistant to damage by thermal shock and thermal cycles. However, certain substrates are relatively soft and can be damaged by external impact and wear forces. To decrease this damage, in a preferred embodiment, the catalytic or filtering substrate of the present invention further contains one or more protective coatings for the surface, preferably the outer surface of the substrate. Examples of suitable protective coatings are described in U.S. Patent Nos. 5,702,761, 5,929,775 and 5,079,082, the disclosures of which are incorporated herein by reference. Thus, in a preferred embodiment, the invention provides a substrate having, among other attributes, a greater porosity, a greater permeability, and a sufficient hardness compared to conventional substrates. Said coating can be used with one or more of the specific filter and catalytic substrates described herein. Pressure drop The present invention also provides a substrate that provides an improved pressure decrease for catalytic converters and particulate filters. Thus, in certain embodiments, a substrate of the present invention allows to provide a means to remove and / or filter a gas emission without substantial differential pressure creation, or alternatively with a lower creation of differential pressure compared to catalytic and conventional particles. The flow of gas emissions through a conventional catalytic converter creates a substantial amount of differential pressure. The formation of differential pressure in a catalytic converter is an important attribute for the success of the catalytic converter. If the catalytic converter is partially or totally obstructed, this will create a restriction in the exhaust system. The subsequent creation of differential pressure will cause a drastic drop in engine performance (eg, horsepower and torque), and fuel economy, and may even cause the engine to stop after it is turned on. the blockade is serious. Conventional attempts to reduce pollutant emissions are very costly, due both to the cost of the materials and to the upgrade or manufacture of an original motor with the appropriate filter. A substrate of the present invention, in certain embodiments has the attribute of producing a lower or smaller pressure decrease than conventional substrates used in catalytic converters or in particle filters. The present invention in some embodiments provides a lesser accumulation of soot in the particulate filter, and in some cases the less frequent need to replace the filter, compared to conventional particulate filters. Specific modalities. The present invention is also directed to specific embodiments of the cata lytic and filter substrates described above. The specific modalities include a substrate that contains, or alternatively consists of, or consists essentially of, an RF-C nSi and a catalyst. An additional embodiment is a filter substrate containing an nSi RF-C and a plurality of channels. For example, certain embodiments of the substrate have a plurality of the attributes described above. In other embodiments, the substrate of the invention has 2, 3, 4, 5, 6, 7, 8, 9, or 10 of the attributes described above. The specific modalities can include any combination of attributes. The catalytic substrate is further illustrated by the following specific non-limiting modalities. In one embodiment, the substrate of the invention contains an nSi RF-C compound having a porosity of from about 96% to about 99%, a density from about 1 60 kg / m3 to about 225 kg / m3 (1 0 - 14 pounds / foot3); a plurality of channels having a flow configuration per wall and optionally a catalyst. In one embodiment, the substrate of the invention contains an nSi RF-C compound containing aluminaboriasilicate fibers, silica fibers and alumina fibers having a porosity of from about 96% to about 99%, a density of about 1 60 kg. / m3 to about 257 kg / m3 (10-16 pounds / ft3), preferably about 160, 175, 192, 207, 225, 242 or 257 kg / m3 (10, 11, 12, 13, 14, 15 or 16) pounds / foot3); a plurality of channels having a flow configuration per wall, and optionally a catalyst. In other embodiments, the substrate further contains a coating, preferably alumina oxide or a derivative thereof. In another embodiment, the substrate of the invention comprises a substrate having one or more of the following attributes: traction resistance from about 689 kPa to about 1034 kPa (100-150 psi); preferably from about 896 kPa to about 965 kPa (130 -140 psi); thermal conductivity from about 2.84 to about 5.10 Watts / (m2-K) (0.5 -0.9 BTU-ft / h ft2 ° F) preferably from about 3.97 to about 4.54 Watts / (m2-K) (0.7 -0.8 BTU-ft / h ft2 ° F), more preferably about 4.37 Watt / (m2-K) (0.770 BTU-ft / h ft2 ° F); a coefficient of thermal expansion from about 1 to about 3 x 10"6, more preferably about 1.95 x 10'6 (tested from 25 ° C to 537 ° C (77-1000 ° F), an average density from about 249 kg / m3 to approximately 273 kg / m3 (15.5 - 17 lb / ft3), preferably from about 257 kg / m3 to about 270 kg / m3 (16 - 16.8 lb / ft3), more preferably about 262 kg / m3 ( 1 6.3 pounds / ft3), and optionally a catalyst In another embodiment, the substrate of the invention includes a substrate having one or more of the following attributes: tensile strength from about 345 kPa to about 483 kPa (50-70) psi), preferably from about 414 kPa to about 448 kPa (60-65 psi), more preferably about 434 kPa (63 psi), thermal conductivity from about 2.84 to about 5.1 0 Watts / (m2-K) (0.5 - 0.9 BTU-ft / h ft2 ° F), preferably from about 3.97 to about 4.54 Watts / (m2-K) (0.7 -0.8 BTU-ft / h ft2 ° F), more preferably about 4.37 Watt / (m2-K) (0.770 BTU-ft / h ft2 ° F); a coefficient of thermal expansion from about 1 to about 5 x 1 0"6, from about 1 to about 3 x 1 0" 6, more preferably about 1.77 x 1 0"6 (tested from 25 ° C to 537 ° C (77 - 1 000 ° F), an average density from about 1 1 3 kg / m3 to about 145 kg / m3 (7-9 lb / ft3), preferably from about 1 32 kg / m3 to about 1 38 kg / m3 (8.2 - 8-6 pounds / ft3), more preferably about 1 35 kg / m3 (8.4 lb / ft3), and optionally a substrate In another embodiment, the substrate of the invention includes a substrate having one or more of the following attributes: traction resistance from about 414 kPa to about 552 kPa (60 -80 psi), preferably from about 483 kPa to about 545 kPa (70-79 psi), more preferably about 51 0 kPa (74 psi); thermal conductivity from approximately 2.84 hast at about 5.1 0 Watts / (m2-K) (0.5 - 0.9 BTU-ft / h ft2 ° F), preferably from about 3.97 to about 4.54 Watts / (m2-K) (0.7 - 0.8 BTU-ft / h ft2 ° F), more preferably about 4.34 Watts / (m2-K) (0.765 BTU-ft / h ft2 ° F); a coefficient of thermal expansion from about 1 to about 5 x 1 0"6, from about 1 to about 3 x 1 0" 6, more preferably about 1.84 x 1 0"6 (tested from 25 ° C up to 537 ° C (77 - 1 000 ° F); an average density from about 1 45 kg / m3 to about 1 77 kg / m3 (9-1 1 lb / ft3), preferably from about 1 53 kg / m3 to about 1 69 kg / m3 (1 0.5 - 1 0 lb / p3), and optionally a catalyst. Another suitable catalytic substrate of the present invention is an nSiRF-C as described herein; and a catalyst containing: a carrier previously doped with copper oxide (CuO); at least one precious metal as the main catalyst selected from the group consisting of platinum (Pt), palladium (Pd), rhodium (Rh) and rhenium (Re), wherein the at least one precious metal is doped on the surface of the doped carrier previously, and at least one metal oxide as co-catalyst selected from the group consisting of anti monium trioxide (Sb203), bismuth trioxide (Bi03), tin dioxide (Sn02), and mixtures thereof, wherein the less a metal oxide is doped on the surface of the previously doped carrier. Such a catalyst is described in U.S. Patent No. 6, 685,899, which is incorporated by reference in its entirety. In one embodiment, the substrate is suitable for use in a catalytic converter that is placed inside the engine head before the exhaust manifold in relation to the gas emission flow. Additional embodiments of the catalytic substrate include a catalytic substrate containing a nSiRF-C compound having the approximate attributes shown in the following table. Modality 1 Modality 2 Modality 3 Conductivity 4-100 x 10"* 5-7 x 1 0 '6.04 F- ° ¿' thermal Watts / m- ° K Watts / m- ° K Watts / m- ° K Specific heat 1 0-1 50 J / mol ° K 600-700 x 1 0'2 640 x 10 '' J / kg- J / mol ° K ° K Density 0.05-5 g / cm3 0.1 -0.3 g / cm3 0.2465 g / cm3 Emissivity 0.68-0.97 0.7-0.92 0.88 Axial resistance 1.5 to 3.5 MPa 2-3 MPa 2.21 MPa Attenuation of 40-1 00 db 70-80 db 74 db noise at 3500 rpm Modality 1 Modality 2 Modality 3 Porosity 80-99% 97-98% 97.26% Permeability At least 600 900 - 8 cd 1093 - 8 cd Time from 0.5 to 1.5 s 0.6 - 0.9 s 0.75 s regeneration Surface area 45-61 m2 57 m¿ Melting point 1700-5000 ° C 3000-4000 ° C 3000 ° C Expansion 0.001x10-e up to 0.1x10"'up to 0.25x10' '1 / c thermal (CTE) 9x10'6 0.4x10" 7 Another specific embodiment is directed to a catalytic substrate containing an nSiRF-C such as that described in Table 1, and a catalytic substrate selected from the group consisting of palladium, platinum, rhodium, derivatives thereof, and combinations thereof. A preferred substrate containing high grade nonwoven refractory fibers is 90% to 98% porous, and has an emissivity value between 0.8 and 1.0. In one embodiment, the filtering substrate of the present invention contains or consists essentially of an nSiRF-C and further includes a front entry end and an exit end, a matrix of thin, porous, intersecting walls extending vertically and walls that they extend horizontally, which define a plurality of channels extending in a substantially longitudinal and mutually parallel way between the front entry end and the exit end; the front entry end includes a first section of cells inserted along a portion of their lengths in a pattern that is not checkered, and a second section of cells inserted in a checkered pattern, the first section of cells inserted into pattern that is not square is smaller than the second section of cells inserted into squares. This configuration is described more fully in U.S. Patent No. 6,673,414, which is incorporated herein by reference in its entirety. Up to three quarters of the cells in the first section may be disconnected. Alternatively, up to one half of the cells of the first section may be disconnected. Alternatively, up to a quarter of the cells in the first section may be disconnected. It is further understood that the invention is directed to modalities consisting of or consisting essentially of the limitations of the various modalities. Thus, for example, having described an embodiment as a catalytic substrate containing an nS / RF-C and a catalyst, it is understood that the invention further comprises a catalytic substrate consisting of or consisting essentially of an nSiRF-C and a catalyst. Methods for catalyzing a reaction and for filtering Another aspect of the invention is directed to a method for catalyzing a reaction comprising providing a catalytic substrate of the present invention; and d) determining the flow of a fluid on and / or through the catalytic substrate at a temperature sufficient to catalyze said reaction. Preferably, the reaction converts contaminants to non-contaminants. For example, the catalytic substrate in one embodiment converts carbon monoxide to carbon dioxide. The method for catalyzing is carried out using a substrate containing an improved thermal barrier of alumina, as described herein. A number of substrates In a preferred embodiment, the substrate contains an appropriate catalysis. In one embodiment, the present invention is directed to a method for filtering a gas emission comprising providing a filtering or catalytic substrate of the present invention as described above, and directing a flow of a fluid, for example, a gas liquid, through the substrate, where said gas contains particulate material. In another embodiment, the method further comprises burning the filtered particulate material. The burning of the filtered particulate material converts the material into accumulated particles mainly in non-polluting. This aspect of the present invention is for particular use with diesel engines. In another aspect, the invention is directed to a method for filtering where the filtrate uses a diesel particulate filter.

Diesel engines (where compression alone ignites fuel) have recently been put under global scrutiny for their exhaust emissions, which contain a large number of harmful particles in addition to toxic gases. The response of the manufacturers has been to apply the known catalytic converter technology to diesel engines. Unfortunately, standards with respect to emission standards have exceeded the physical and economic limitations of conventional catalytic converters. Diesel emissions differ from gas emissions in that a greater amount of particulate material is generated. For this reason, the existing technology for the capture, combustion and oxidation of exhaust emissions will not sufficiently comply with the strictest emission standards. Most buses are manufactured with or are updated with diesel particle traps (DPT) with 85% efficiency. DPTs have a high cost, are highly complex, decrease fuel economy and have low durability. Additional regulations require 1 00% compliance for 201 0 and DPT alone can not satisfy these regulatory requirements. The temperature of a motor or gas leak, allows the particulate material to burn with a shorter residence time. Moving the filter closer to the engine's combustion chamber or adding an auxiliary heat source can provide increased heat. Therefore, what is needed is a filter that can (1) be placed at extremely high temperatures, that is, above 500 degrees Celsius, such as near the combustion chamber; (2) is more resistant to degradation by vibration; and (3) still maintain or improve the effect of quenching of the particulate material. The ability to achieve the burning of particulate material even without a catalyst could also provide significant savings in catalyst and coating costs. Once a filter captures particulate material (eg, soot), the particulate material needs to be fully burned by increasing its temperature sufficiently in the presence of oxygen. The combustion of the particulate material can be achieved using the existing temperature of the outgoing emission and / or providing an auxiliary heat source. The time it takes to burn the particulate material at this temperature is called the required "residence time", "regeneration time" or "burn" period. A shorter residence time of the particles in the pores of the substrate results in a reduced occurrence of clogging accumulation in the pores, the accumulation of which can cause increased deluxe gas pressure differential, which requires excessive energy to operate efficiently. The shorter residence time, therefore, is preferred. A conventional DPT is exemplified in U.S. Patent No. 5, 61 1, 832 (I suzu Ceramics Research I nstitute Co., Ltd.). which describes a PT D to collect particles of gas emissions discharged from a diesel engine. The filter with DPT is made up of a woven inorganic fiber covered with a silicon carbide ceramic, and metallic wire meshes arranged between them. Additional uses of a filter substrate or catalytic substrate include the ability to imply or filter from a fluid flow those contaminants and impurities such as: dust / dust, smoke, pollen, fluids, bacteria / viruses, odor, oil, compounds volatile organic compounds, methane, methane, ethylene, and a wide variety of other chemical substances, including chemical substances listed as EPA's 1 88"toxic air pollutants." A method for catalyzing a reaction and / or for filtering a fluid can be useful in any number and industries or applications, in particular one or more of the following: aerospace industry, asbestos, roofing and processing of asphalts, cars and trucks for light work (surface coating), operations that dispose of benzene, manufacture of boats, construction and structural applications, manufacture of clay products, manufacture of cellulose products, production of carboxymethylcellulose, production of cellulose ethers, manufacture of cellulose food containers, production of cellophane, electro galvanized with chrome, coke oven: pushed, quick cooled and battery stacking; coke ovens, combustion turbines, degreasing organic cleaners, dry cleaning, cells / engine test stands; fabric printing, coating and dyeing, ferroalloy production, flexible polyurethane foam, manufacturing operation, production of polyurethane foam, manufacture of friction products, gasoline distribution (stage 1), general provisions, generic MACT, combustion of hazardous waste, N ESHAP organic hazardous, production of hydrochloric acid, industrial, commercial and institutional boilers, process heaters with industrial cooling towers, integrated iron and steel, iron foundries (surface coating), leather finishing operations, manufacture of lime, magnetic tape, nutritional measuring for manufacturing, ship loading operations, chlorination plants-alkalinization of mercury cells, metal coils (surface coating), metal cans (surface coating, metal furniture (metal coating) surface), mineral wood products, manufactures miscellaneous coatings, miscellaneous metal parts and products, municipal solid waste landfills, natural gas transmission and storage, off-site waste recovery operations, oil and natural gas production, distribution of organic liquids (not gasoline), paper or other surface (surface coating); production of active ingredients for pesticides, petroleum refineries, pharmaceutical production, phosphoric acid / phosphate fertilizer, plastic parts (surface coating), polymers and resins, products of polyether polyols, polybutadiene rubber, polysulfide gum, phenolic resins, polyethylene terephthalate, polyvinyl chloride and copolymer production, Portland cement manufacturing, primary aluminum production, primary lead smelting, primary copper, primary magnesium refining, printing / publishing, public works treatment (POTW), pulp and paper (non-combustion) MACT I, pulp and paper (non-chemical) MACT III, pulp and paper (combustion sources) MACT II, pulp and paper mills, reciprocating internal combustion engines, manufacture of refractory products, production of plastic compounds reinforced, secondary aluminum, secondary lead smelters, semiconductor fabrication, construc ship repair and repair, on-site remediation, solvent extraction for vegetable oil production, steel-HCL selection process, iron ore processing with taconota, manufacture of tetrahydrobenzaldehyde, tire manufacturing, wet-formed fiberglass , production of protective mesh, wood products for construction, wood furniture, and manufacture of fiberglass wool. These industries and applications often use sources of stationary emissions regulated by the EPA. Other appropriate uses include a filtering or catalytic process in one or more of the following applications: vehicles (dust / soot, oil filtration, VOC, methane, other chemicals (gaseous, solid or liquid)), water reactors (dust, soot, odor, oil filtration, VOC, methane, other chemical substances (soda, solid or liquid), small motors (dust / soot, odor, oil filtration, VOC, methane, other chemical substances (soda, solid or liquid) )); motorcycles (dust / soot, odor, oil filtration, VOC, methane, other chemical substances (soda, solid or liquid), diesel engines for automobiles (dust / soot, odor, VOC, methane, other chemical substances (soda, solid or liquid)), stationary diesel engines (dust / soot, odor, VOC, methane, other chemical substances (gaseous, solid or liquid)), power stations (dust / soot, VOC, methane, other chemical substances (soda, solid or liquid)); refineries (VOC, other chemical substances (soft drinks, solid or liquid); and chemical and pharmaceutical manufacturing (dust / soot, bacteria, virus, odor, oil filtration, VOC, methane, other chemical substances (gaseous, solid or liquid) .In addition, catalytic and / or filtering applications include the use of a substrate according to the present invention in one or more of the following areas: agricultural and forestry incineration emissions, bakeries dust / soot, smoke, odor, VOC, other chemical substances (soft drinks, solid or liquid)); filtration of bio-medical fluids; breweries and distilleries (smell); cabin air (cars, submarines, space industry, airplanes) (dust / soot, smoke, pollen, bacteria / viruses, odor, VOC, other chemical substances (soda, solid or liquid)); room cleaning applications (dust / soot, smoke, pollen, bacteria / viruses, odor, oil, VOC, methane, other chemicals)); commercial incineration emissions (odor, VOC, other chemical substances (gaseous, solid or liquid)); toxic commercial organic emissions; dry cleaners (VOC, other chemical substances (gaseous, solid or liquid)); vaporizable emissions (such as fuel evaporation management); Fireplaces); grilling (fast food) (dust / soot, smoke, odor, VOC, other chemical substances (soft drinks, solid or liquid), physical care centers); filtration of fluids in general (water treatment for drinking)); food processing and storage (odor, other chemical substances (soda, solid or liquid), foundries (odor), fuel cells (VOC, methane, other chemical substances (soda, solid or liquid); gas masks (dust / soot) , smoke, pollen, bacteria / viruses, odor, VOC, other chemical substances (soft drinks, solid or liquid), applications with general VOC for processing / manufacturing (wood products, coating industry, textile industry, etc), glass / ceramics; greenhouses; household appliances-cold (rechargeable appliances) (odor, oil, VOC, other chemical substances (soft drinks, solid or liquid)); household appliances - heat (water heaters and domestic room heaters) (smell, oil, VOC , other chemical substances (gaseous, solid or liquid)); Cleaning of heaters, fans and air conditioning (HVAC); reforming of hydrogen (VOC, methane, other chemical substances (aerated , solid or liquid)), medium for medical culture; office buildings; oil / gasoline transportation; other electromagnetic insulation (Electromagnetic Protection); use of paint; gas stations (smell, VOC); processing of polymers (odor, VOC, other chemical substances (gaseous, solid or liquid), recovery of precious metals / hot and liquid gas catalysts, restaurant fumes, waste water and biological waste (bacteria / viruses, odor, VOC, methane) , other chemical substances (gaseous, solid or liquid)), slaughterhouses, smokers (dust / soot, smoke), sound insulation, swimming pools, tanning studios, tunnels and parking lots (dust / soot, odor, VOC, methane, other substances) chemical (gaseous, solid or liquid)) and waste incineration (dust / soot, odor, VOC, other chemical substances (gaseous, solid or liquid)) Process for preparing a catalytic or filtering substrate In another aspect, the present invention is directed to a process for preparing any of the substrates (catalytic or filtering) described herein The present invention is also directed to a process for preparing a catalytic substrate. tico of the present invention. In another aspect, the present invention is directed to a process for preparing a diesel particulate filter. A number of methods such as those described below can be used to prepare the substrate. In one aspect of the present invention, a catalytic substrate such as that described herein can be prepared using an available billet of n Si RF-C. The commercially available nSiRF-C billet is machined in a configuration, proper shape and size. A substrate of the invention can be prepared as a large block of an appropriate substrate material, by machining the block in a form suitable for use in the present invention. The raw block can easily be cut or sawed into a preformed configuration, and then sanded, turned or machined to the final desired shape. Although the composition of the substrate material is very resistant to chemicals, heat, thermal and vibrational shock, the hardness of the substrate material is low. This low pressure allows machining with little or minimum amount of resistance or wear on the tools. Despite the fact that the block has a low hardness and is soft, it is very durable and easy to machine, sculpt or form. For example, in certain embodiments, a substrate material usually has, on the Moh hardness scale, between 0.5 and 1.0 (or 1 -22 on the Knoop hardness scale), talc being the softest with 1 (1 -22 in the scale of Knope du reza) and the diamond being the hardest with 1 0 (Knoop du reza of 8,000-8,500). Other appropriate values of certain substrate materials of prior art are harder. For example, silicon carbide has a Moh hardness of 9-1 0 (Knoop hardness of 2,000 to 2,950). With red stress compared to certain conventional substrates such as cordierite, the billet is formed, sanded, turned or machined, providing limited configuration capabilities for the formation of the indian cylinder. Machining can range from turning a cylinder on a lathe, sawing to forming with a hacksaw, band saw or jigsaw, sanding the shape or smoothing the surface, or any other machining method commonly used in other solid materials and known in the subject. The billet can be machined to very exact tolerances with the same precision as the machining of metals, woods or plastics. If the billet is molded into cylindrical molds with the desired diameter of the final configuration, the machining would simply require cutting and sanding the indic cylindrical billet to the desired thickness. This process also reduces the loss of substrate due to excessive machining, and increases the speed of the preforming process as well. In certain embodiments, the front shape of the substrate is circular 51 0, oval 520, and in the form of a race track 530, as shown in Figure 5. As is easily understood, the shapes do not have to be exact. Three-dimensionally, the substrates can have the shape of a cylinder or a substantially flat disc. Designs with square corners, in certain applications, are not as effective. While they are easy to machine, square or angular designs have proven to be a trap for rust and corrosive substances, for example, road salt. Accordingly, rounded corners are preferable in the shape of the front surface of the indian piece in certain embodiments. The billet can be shaped by a band saw, reciprocating saw, CNC lathe, or other familiar method for a connoisseur of the subject. In addition, the billet can be shaped by a lathe sander, belt sander, or orbital sander. The particles present in the air are preferably sucked to prevent them from clogging the pores of the material. In addition, these particles can enter the drill press bearings and destroy them, grinding and scratching the bearings. The ceramic powder is also very fine, and can be easily inhaled by the operator. In another embodiment, the present invention is directed to a method for preparing a catalytic or filtering substrate according to the present invention, which comprises preparing a billet of an NSi RF-C compound, and optionally machining said housing to form a substrate. of the present invention. If the billet is prepared in a form suitable for use in one or more processes of the present invention, the billet does not necessarily have to be machined in a different way. In this case, the billet is prepared with a mold, as described below, having an appropriate shape. Alternatively, the billet or substrate can be machined to give it a proper shape. In addition, as described in more detail below, a plurality of channels are machined into the substrate. The step of preparing the billet (or substrate) comprises known methods for preparing these materials. Any known method for preparing a suitable billet or substrate can be used. For example, in US Pat. Nos. 4, 148,962 and 6,61,325, each of which is hereby incorporated by reference in its entirety, suitable processes are described. By way of non-limiting example, in one embodiment, the steps for preparing an appropriate substrate comprise: heating a plurality of refractory silica fibers, refractory alumina fibers, and refractory aluminoborosilicate fibers; mix said fibers; optionally cutting said fibers in one or more lengths; combine or mix the staple fibers in a mixture; adjust the viscosity of said mixture, preferably adding thickening agent; add a dispersant; add the mixture to a mold; removing the water from the mixture to form a raw billet; remove the raw billet from the mold; drying the raw billet in the furnace, preferably drying at a temperature from about 1 21 ° C to about 260 ° C (250-500 ° F); and heating the raw billet, preferably previously and incrementally, in an oven from about 1093 ° C to about 1,371 ° C (2000-2500 ° F). As noted above, the billet is then optionally machined to form a substrate of the present invention. In another embodiment, the process further comprises machining a plurality of channels in the substrate. In another embodiment, the process further comprises adding a coating to the substrate. In another embodiment, the process further comprises adding a catalytic coating to the substrate. In another embodiment, the process further comprises In a further embodiment, the mixing of the fibers is performed after the washing and heating of the fibers. In a further embodiment, boron nitride is used in the process of making a substrate of the present invention. BN = > B + N2 In still a further embodiment, a thickening agent is used. Preferably, the thickening agent and the dispersant used in the process are substantially removed from the substrate during a heating step. For example, the thickening and dispersing agent can be burned during the sintering process. The substrate 251 0 comes from a billet created by forming a rigid configuration of cut and / or non-woven inorganic fiber, and a bonding agent. The billet is machined or worked into the desired external dimensions for the substrate 251 0. The interior of the substrate 251 0 is then machined or worked to provide the improved configuration of desired surface area, eg, channels, coating or catalyst. A durable, endurous organic coating 251 1 may be applied to the substrate 251 0 by brush, spraying, dipping, or by any other common application method. In addition, substrate 251 0 may include an oxidation or reduction catalyst applied by brush, spray, submerged, or by any other common application method. In one embodiment, the catalytic or filtering substrate of the present invention contains an nSi RF-C, and a coating containing, in admixture, silicon dioxide powder in an amount from 23.0 to 44.0% by weight, silicon dioxide. colloidal in an amount from 25.0 to 45.0% by weight, water in an amount from 1 9.0 to 39.0% by weight, and one or more emittance agents selected from the group consisting of silicon tetraboride, silicon hexaboride, silicon carbide , molybdenum disilicide, tungsten disilicide and zirconium diboride, wherein said protective coating has a solids content of 45 to 55% by weight. This type of coating is described in U.S. Patent No. 5,296,288. The present invention utilizes a plurality of sintered inorganic refractory fibers, such as those present in the AETB. Other materials suitable for use as an nSi RF-C in the present invention include: AETB-1 2 (having a composition of about 20% Al203, about 1.2% (14% B203, 72% Al203, 14% Si02; N EXTEL ™ fiber), and approximately 68% Si02); AETB-8 (which has a composition of approximately 20% Al203, approximately 1.2% (14% B203, 72% Al203> 1.4% Si02 N EXTEL ™ fiber), 68% Si02); FRCI-1 2 (which has a composition of approximately 78% by weight of silica (Si02), and 22% by weight of aluminoborosilicate (62% of Al203, 24% of Si02, 14% of B203); and FRCI-20 (having a composition of about 78% by weight of silica (SiO2) and about 22% by weight of aluminoborosilicate (62% of Al203, 24% of SiO2, 14% of B203) In a preferred embodiment, The constituents of the inorganic fibers consist of, or essentially consist of, fibrous silica, alumina fiber, and aluminoborosilicate fiber, In this embodiment, the fibrous silica constitutes approximately 50 to 90% of the inorganic fiber mixture, the alumina fiber constitutes about 5 to 50% of the inorganic fiber, and the aluminosilicate fiber constitutes about 10 to 25% of the inorganic fiber mixture The fibers used to prepare the substrate of the present invention can have both crystalline and glassy phases in certain Other suitable fibers including aluminoborosilicate fibers, preferably contain aluminum oxide in the range from about 55 to about 75 per cent. or by weight, silicon oxide in the range from less than about 45 to more than zero (preferably, less than 44 to more than zero) percent by weight, and boron oxide in the range of less than 25 to more than zero (preferably, about 1 to about 5) percent by weight (calculated on a theoretical oxide base such as Al203, SiO2, and B203, respectively). The aluminoborosilicate fibers are preferably at least 50 percent by weight crystalline, more preferably, at least 75 percent, and most preferably, approximately 1 00% (ie, crystalline fibers). The sized aluminoborosilicate fibers are commercially available, for example, under the trade names "N EXTEL 31 2" and "N EXTEL 440" from the 3M company. In addition, aluminoborosilicate fibers can be made as described, for example, in U.S. Patent No. 3,795,424, which is incorporated herein by reference in its entirety. Suitable additional fibers include aluminosilicate fibers, which are typically crystalline, contain aluminum oxide in the range from about 67 to about 77, eg, 69, 71, 73 and 75% by weight and silicon oxide in the range from about 33 to about 23, for example, 31, 29, 27 and 25 percent by weight. The sized aluminosilicate fibers are commercially available, for example, under the trade name "N EXTEL 550" from the company 3M. In addition, the appropriate aluminosilicate fibers can be processed as described, for example, in US Pat. No. 4,047,965 (Karst et al.), The description of which is incorporated herein by reference. In other embodiments, the fibers used to prepare the substrate of the present invention contain α-AI203 with additions of Y2O3 and Zr02, and / or α-AI203 with added Si02 (to form α-Al203 / mullite). Various specific materials can be used to prepare the catalytic substrate. In one embodiment, the material used to prepare a substrate of the present invention contains, or alternatively consists of or consists essentially of refractory silica fibers and refractory aluminoborosilicate fibers. In another embodiment, the material used to prepare the catalytic substrate contains refractory silica fibers, refractory grade alumina fibers, and a binding agent, preferably a boron oxide or a boron nitride powder. In one embodiment, the catalytic substrate of the present invention contains, or alternatively consists or consists essentially of, an improved thermal barrier material of alumina ("AETB") or a similar material familiar to a person skilled in the art. The AETB material is known in the art and is described more fully in Leiser et al. , "Options for I mproving Rigidized Ceramic Heatshields", Ceramic Engineering and Science Proceedings, 6, No. 7-8, p. 757-768 (1985) and in Leiser et al., "Effect of Fiber Size and Composition on Mechanical and Thermal Properties of Low Density Ceramic Composite Insulation Materials ", NASA CP 2357, pp. 231-244 (1984), both of which are incorporated herein by reference.In another embodiment, the catalytic substrate includes ceramic slabs, such as Enhanced alumina thermal barrier (AETB), with hardened single piece fibrous insulation (TUFI) and / or cured reaction glass (RCG) coatings These materials are known in the art.Another appropriate material is the insulation of refractory ceramics fibrous (FRCI) In one embodiment, the AETB is made of aluminaboriasilicate fibers (also known as alumina-boria-silica, aluminoborosilicate, and aluminoboriasilicate), silica fibers, and alumina fibers.A commonly known application is an exterior ceramic in the space shuttle, ideal for re-entry of the shuttle The AETB has a high melting point, low heat conductance, and coefficient of exp thermal resistance, capacity to withstand thermal and vibrational shock, low density and very high porosity and permeability. In one embodiment, a first component of the AETB is alumina fibers. In preferred cases of the present invention, alumina (Al203 or aluminum oxide, for example SAFFIL) typically has from about 95 to about 97% by weight of alumina and from about 3 to about 5 percent by weight of silica in commercial form , in other embodiments, alumina with a lower weight is also useful, for example, 90%, 92%, and 94%. In other embodiments, alumina having a higher purity is also useful. Alumina can be produced by extruding or spinning. First, a solution of precursor species is prepared. A slow and radical polymerization process is initiated, for example, by pH manipulation, whereby the individual precursor molecules combine to form larger molecules. As this process progresses, the average molecular weight / size increases, thereby causing the viscosity of the solution to increase with time. At a viscosity of about ten centipoise, the solution becomes slightly adhesive, allowing the fiber to be stretched or spun. In this state, the fiber can also be extruded through a matrix. In certain embodiments, the average diameter of the fiber ranges from about one to six microns, although fibers with larger and smaller diameters are also suitable for the present invention. In one embodiment, a second component of AETB is silica fiber. Silica (Si02, for example, Q fiber or quartz fiber), in certain embodiments, contains more than 99.5 percent by weight of amorphous silica with very low impurity levels, silica of lower purities, eg, 90%, 95%, and 97%, is also useful for the invention. In certain embodiments, an amorphous silica having a low density (eg, from 2.1 to 2.2 g / cm 3), high refractoriness (1600 degrees Celsius), low thermal conductivity (approximately 0.1 Watt / m- ° K) is used, and near zero thermal expansion. In one embodiment, a third component of an AETB is aluminaboriasilice fibers. In certain cases, the aluminaboriasilice fiber 3AI203-2S02 B203, for example, NEXTEL 312) typically has 62.5 weight percent alumina, 24.5 weight percent silica, and 13 weight percent boria. Of course, the exact percentages of the constituents of aluminaboriasilice can vary. It is largely an amorphous product, but it may contain crystalline mulita. Aluminaboriasilic fibers and methods of making it are described, for example, in U.S. Patent No. 3,795,524, the teachings of which are hereby incorporated by reference in their entirety. Other means suitable for use as an nSiRF-C in the present invention include: AETB-12 (having a composition of approximately 20% Al203, approximately 12% (14% B203) 72% Al203l 14% Si02; NEXTEL ™ fiber), and approximately 68% Si02); AETB-8 (which has a composition of approximately 20% Al203, approximately 12% (14% B203, 72% Al203, 14% Si02, NEXTEL ™ fiber), 68% Si02); Frei-12 (having a composition of about 78% by weight silica (Si02), and 22% by weight of aluminoborosilicate (62% Al203, 24% Si02, 14% B203); and FRC I-20 ( It is having a composition of approxi mately 78% by weight of s ilice (Si02) and about 22% by weight of Licato aluminoborosi (62% Al203, 24% Si02, 14% B203). in a preferred embodiment, the components of fi inorganic fibers consist, or consist essentially of, fibrous silica, alumina fiber, and fiber aluminoborosilicate. in this embodiment, the fibrous silica comprises about 50 to 90% of the mixture of inorganic fiber, alumina fiber is about 5 to 50% of the inorganic fiber, and the aluminoborosilicate fiber constitutes from 1 to 25% of the inorganic fiber blend, fibers similar to the AETB fibers can be used, as described herein, in addition to or instead of the fibers of AETB.The production of fibr by means of fusion can be carried out in two general methods. The first method involves a combination of centrifugal spinning and gas attenuation. A glass stream with the appropriate viscosity flows continuously from a furnace onto a plate rotating spinning at thousands of revolutions per minute Centrifugal forces project the glass out of the walls of the spinneret, q ue contain thousands of holes. The glass passes through the holes, again driven by the centrifugal force, and is attenuated by an expansive wave of heated gas before being collected. In the second fusion technique, the molten glass is immersed in a heated tank whose lower surface is perforated with hundreds or with thousands of holes, depending on the application. The glass flows and exits through these holes, forming individual fibers. The fibers are combined into strands and collected in a mandrel. In one embodiment, the blend of AETB fiber in the suspension preferably contains three ingredients, including fibrous glass, alumina fiber, and alumina-alumina fibers. The fibrous silica will constitute approximately 50 to 90 percent of the inorganic fiber mixture; the alumina fiber will constitute approximately 5 to 50 percent of the inorganic fiber blend, and the aluminaboriasilica will constitute approximately 10 to 25 percent of the inorganic fiber blend. In other embodiments, the mixture will contain any combination of fibers that can be used to make a substrate according to the invention as described above. In a preferred embodiment, the fibrous substrate component is a mixture of 64% amorphous silica, 21% alumina, and 1 May alúminaboriasílice% fiber, with residual amounts, for example 0.3 to 1 .0 mg / m2, of an active surface agent used to aid the dispersion of bulk fiber in the mixture before and during molding. In one embodiment, the fibers in the blend are only primarily inorganic fibers. Preferably, in one embodiment, the present invention does not use any carbon in the formation of the substrate. Alumina-zirconia fibers can be added to the inorganic fiber blend as a fourth component or as a replacement component for other fibers. Mixture of fibers In one step of a mode of the present invention, the fibers are mixed. Any of a number of known methods of blending fibers can be used to mix the fibers. An example is mixing with high shear, which can be used. Fiber heating In one step of the present invention, the fibers are heated according to known methods. The fibers are first heated to allow them to be cut more evenly. Heat-treated fibers are washed to remove all dust, detritus and loose particles, leaving only the fibers that are going to be processed. In a preferred embodiment, the fibers are cleaned with heat. Fiber washing In one step of the present invention, the fibers are washed. In a preferred method, the fibers are washed such that they are substantially free of dust and particles. In one embodiment, the silica fibers are washed in acid to remove impurities, rinsed, dried and subsequently treated with heat to impede structural integrity. Fiber cutting In another step of the present invention, the fibers are cut. The fiber for use in the present invention typically can be obtained as cut fiber. Methods for cutting fibers are known in the art. Most methods are continuous processes capable of handling multiple fibers or strands simultaneously. Typically, the product is fed between a set of wheels or rotating drums, one of which has cutting blades spaced equidistantly apart. As the fiber is passed through the cutter, it is cut to the desired length. While the specific manufacturing details to form the cut fiber remain under protected property, the technique typically involves one of two production mechanisms: fusion and Sol-gel. Preferably, the fibers are heat treated before the final cut. Preferably, the fibers are then cut to the desired size. Appropriate lengths of the fibers include, but are not limited to, about 0.3, 0.5, 0.8, 1.0, 1.3 or 1.5 cm (0.1, 0.2.0.3, 0.4.0.5, or 0.6 inches). Other appropriate lengths include 0.3, 0.6 and 1 .3 cm (1/8", 1/4", and 1/2") .It is preferred that the fibers be of relatively uniform size.In another embodiment, the fibers that make up the The catalytic substrate of the filter substrate has an average of about 1 centimeter (about 1/4 inch) in length and about 1 to 1 2 microns in diameter, alternatively, one to six, or 1 to 1 2 microns with a diameter three-micron fiber medium In a preferred embodiment, material is not added in patents, since it can clog the pore space The fibers suitable for use in the present invention are commercially available, for example. example, in 3M Of course, in other embodiments, longer fibers are used Formation of the mixture In another step of the process of the invention, a mixture containing the fibers is prepared instead of ceramic extruder or wind a thread or cloth around a tube p erforated, the substrate can be made by a Sol-gel process. This is carried out by pushing (by vacuum drawing or by gravity) a well-mixed solution of inorganic fibers and colloidal solution into a fiber mold that creates the virgin solution or raw billet or billet. Alternatively, a pressurization casting process may be used, where the pressure is reduced to a negative value, or to a vacuum process. The vacuum process allows to form virgin inorganic fiber with super low densities while maintaining its strength. The Sol-gel process in conjunction with the pressurized process or the vacuum process, helps to produce exceptionally low densities, which is extremely beneficial for the filtration of the particles. The fibers are mixed together in a suspension. In certain embodiments, a suspension may contain 1 or 2 percent by weight solids, and is almost as fluid as water.

Alternatively, the suspension may contain from about 0.5 to about 5 percent by weight of solids. Other percentages by weight are also acceptable, as is known in the art. The staple fibers are combined together in a mixture using a high shear mixer. Preferably, de-ionized water is used in the mixture to avoid impurities that can act to fluidize or destabilize the fiber in service. In one embodiment, the mixture can be pumped through a centrifugal cyclone to remove the injected glass and other contaminants, including high soda particles. Alternatively, organic fibers or particles may be added to the fiber mixture in proportions up to thirty percent by weight. During the production stage with fire, the organic fiber is volatilized or burned out of the article. Burn the fiber leaves a vacuum, which allows creating a route for the escape of gases. By varying the type and proportion of the polymeric fiber, the permeability of the tile can be adjusted. The voids produced by this method are porous, and therefore are capable of being actively cooled by the introduction of puga air. Adjusting the viscosity In another mode, the viscosity is adjusted to an appropriate range. A higher viscosity prevents the fibers from "resting", that is, they become flat or oriented only in a substantially horizontal direction. Boron nitride can be added as a thickening agent to coat the fibers in preparation for high strength sintering. In one embodiment of the present invention, boron nitride is added and no aluminaboriasilice fiber is used in the mixture. Addition of dispersant In one embodiment, the process comprises adding one or more dispersants to the mixture or suspension. In one embodiment of the present invention, one or more surface active agents are added to the mixture during the process of the invention. The surface active agent is used in amounts of from about 5 to about 10 percent by weight. The surface active agent is used to assist in the dispersion of the bulk fiber in the mixture prior to molding and during molding, to prevent the fibers from agglomerating together. In one embodiment of the present invention, one or more catalysts are added to the mixture, as described above. By adding a catalyst at this stage of the process, a substrate having the catalyst impregnated within the porous material is made. In one embodiment, this configuration eliminates the need for additional coating or catalysis. Molding In one embodiment, the mixture is poured into a mold to form a billet. The shape of the mold can take any desired shape. In certain embodiments, the shape of the mold will produce a substrate having a shape suitable for use in a catalytic converter or particle filter. For example, the mold may have the shape of an indro cylinder. Alternatively, the mold has the shape of a pentagon. Preferably, the mixture is not allowed to remain in the mold because the fibers can settle. In one embodiment, a vacuum suction method is employed to prevent the fibers from settling and to maintain a uniform porosity and density in the material throughout the billet. The vacuum suction technique can be employed from any number of directions to control the fiber arrangement and density with the raw billet. By way of example, a billet of the catalytic substrate material is produced in a 61 cm x 61 cm (3721 cm2) x 1 0.2 cm (24 x 24 x 4 inches) mold with rounded corners. Of course, larger or smaller sizes can be produced. The material of the mold can be any material that is stable with water, including, without limitation, metal or plastic. Other suitable materials include aluminum, PLEXI GLAS and other synthetic materials. Aluminum is very durable in the long term, while the PLEXIGLAS material is cheap and easy to machine. The appropriate permeable surfaces are available in the form of a thin screen with metal screen. Semi-permeable surfaces larger than about 322 cm2 (50 inches2), under certain conditions, may preferably use a support or support structure to prevent ripping. There are embodiments in which an anaerobic, ie, oxygen-free, environment during molding may be desirable. The oxygen-free atmosphere creates an environment that minimizes metal oxidation and uniquely strengthens the fiber joints. The soaked billet is placed in a chamber, for example, a large plastic bag filled with ammonia gas. Ammonia is most commonly used because of its low cost and availability. It is also possible to introduce nitrogen and / or gaseous hydrogen. Nitrogen is preferred to hydrogen, since hydrogen is volatile. In fact, any gas can be introduced as long as a reducing and oxygen-free environment is maintained. Preferably, the gas is supplied in a constant flow until the billet soaked with the solution has been formed as a billet with gel. At this point, the gas is removed and the billet is exposed with gel to the air, allowing the gases to escape. Organic base formers can be used as hole forming bars, which are introduced into the raw billet during the molding step. Under the high sintering temperature, these bars can disintegrate and leave behind the plurality of channels desired. Deshiratation of the mixture In a billet production mode, the mixture enclosed in the mold is placed, where at least one dimension is adjustable, and at least one wall is semi-permeable. Compressive force is applied by means of the ajustable wall, and the water is expelled from the mixture by means of the semi-permeable wall where the fiber and felts are collected. Compression is continued applying until obtaining the dimensions of the desired preform, that is, the billet. This method is generally limited to simple geometric shapes, such as blocks or cylinders. Gravity is typically not a sufficient driving force, so the use of a vacuum pump is required. The vacuum pump is used as a means to accelerate the drying process with great sensitivity to avoid increasing the density. Preferably, only mild assistance with vacuum is used. Bulks with more complicated shapes can be prepared by an alternative method, for example, in which a mixing head is placed and held in a mold for semi-permeable forming. A low pressure is established outside the permeable form by means of the vacuum pump. The differential pressure leads to water through the permeable form, where fiber and felt are collected. The differential pressure is maintained until the desired thickness is achieved. This process is suitable for applications where the desired substrate is very curved, since the billets can be produced close to a network or close to its final shape. The injection or mixing of multiple mixing formulas (two or more) and the variation of the pull rate (a plurality of times) provides a billet with some areas more dense than others and / or areas with different physical properties. The billets can have layers or graduated or different nuclei, with different chemical compositions and densities. The billets can have one or a plurality of zones, each with a unique shape, location and physical properties, as needed. Each zone can change as needed, to change the resistance, heat or electrical conductivity, catalyst adhesion capacity, thermal expansion, thermal or vibrational shock, weight, porosity and permeability, sound attenuation or any other preferable property. Using different mix recipes and molding techniques, you can also put layers on the billets. Furthermore, the billet is not restricted only to parallel flat layers, such as the layers in a cake, but the billets can be formed with horizontal, angular, spherical, pyramidal and free-form layers, or in any other configuration known in the art. matter . It should also be noted that the density of the billet could be altered chemically and physically, if desired, during this process. The billets can also be formed by placing a plurality of billets, of different chemical constitution and in any configuration, whether cured or uncured, inside or inside another billet. The core billets can be manually placed on the billet or injected into the core. The result is a core or a plurality of cores of lower or higher density.

The configuration or shape of these cores and billets is unlimited, as is the combination of layers in the nuclei. The nuclei can be enclosed even within other nuclei, the process can be repeated an unlimited number of times, as necessary, producing a unique number of combinations of boulders in unlimited forms. Drying the raw billet In a step of one embodiment, the mixture in the mold is dried in the oven for sufficient time to dehydrate it, that is, extract any amount of water it may contain. Water can be extracted by gravitational forces. You can use help with light vacuum. Of course, other methods known in the art can be used. Extracting the raw billet from the mold and drying the crude billet In a step of one embodiment of the invention, the crude billet is removed from the mold. Generally, the billet can be removed when it is sufficiently dry to handle it. Alternatively, the billet is removed when it is sufficiently dry to be handled by a machine. For example, when the billet is dry enough to be handled, it is removed from the mold. The billet is then dried in an oven. A sufficiently low temperature is used to complete the dehydration process and allow the fibers to remain substantially in their desired configuration. Much more preferably, the temperature is sufficient to dry the billet as required, but it is sufficient to cause any sintering of the billet or substantially any. In another preferred embodiment, a temperature of about 1-21 ° C (250-500 ° F) is used in this step. In a further embodiment, the billet is dried at a temperature of about 1 80 ° C for about 2 to about 6, preferably about 4 hours. Other times and temperatures may be used as are known in the art. A dry billet is then immersed in a sol-gel binder, preferably a sol-gel alumina binder, for a period of time, for example, a few days, at various temperatures, as is known in the art, while the billet "sucks" (that is, absorbs) the bonding solution. A suitable binder is known in the art, and may be required to impart structural integrity as well as promote sintering. The billet can use a process with a single binder or with multiple binders, to vary the strength and conductivity of the billet. The application of a binder several times will increase the strength of the billet, but it can also reduce or fill the pore spaces. Any suitable binder can be used. The binder can be an oxide binder such as Si02 or Al203. The oxide binder can also have a vitreous configuration, a crystalline configuration or another inorganic binder. A binder can be plated using known techniques and methods, such as those described in U.S. Patent No. 3, 549, 473, the teachings of which are hereby incorporated by reference in their entirety. Drying the raw billet (sintering) In another step of one embodiment of the present invention, the billet is cured with heat. The temperature for heat curing or sintering is generally a higher temperature than that used to dry the raw billet. In one embodiment, the temperature is increased incrementally for one or more hours, preferably for several hours, until the desired temperature is reached. In one embodiment, the furnace is preheated, and is incrementally heated to about 1093 to 1 371 ° C (2000 - 2500 ° F). Other temperatures known in the art are appropriate. In a preferred embodiment, after the binder is gelled, the billet is cured by heating it to approximately 93 ° C (200 ° F) for approximately four hours, and then the temperature is slowly increased to about 31 5 ° C (600 ° F) for a period of about five hours. After achieving and maintaining the maximum temperature, the billet is rapidly cooled. The final result is a rigid billet with inorganic fiber. Again, the heat curing process of the voids can vary in the temperatures used, in the length of the curing time, the temperature and cooling time, the temperature increases, and the programming of temperature increases. The billets are subjected to fire to supply the energy necessary to sinter the fiber to fiber contacts, thereby forming bonds that impart resistance to the substrate. For example, resistance can be increased by increasing the amount of fiber to fiber contacts. The increase in the number of contacts increases density and tortuosity. The more tortuous a network of pores is made, the lower the permeability. Sintering does not cause the fibers to melt together, but instead binds them chemically. The billet is heated progressively in a high temperature oven. The billet is preheated and then heated incrementally to approximately 1 093 - 1 371 ° C (2000 - 2500 ° F), until the desired density and melt is obtained. Secondary chemical substances, such as the thickening agent, burn in preferred embodiments. There remains a substrate containing, or alternatively consisting of, or consisting essentially of the sintered fibers. In a preferred embodiment, the chemical substances that provide viscosity (thickening agent) and the dispersants are burned. In other modalities, multiple curing steps are performed. This can be done to increase the hardness of the substrate. The variables in the drying and curing processes can be adjusted according to the desired density, strength, porosity or permeability, or with the high temperature resistance of the virgin fiber. In certain modalities, the curing process can use a plurality of coating applications, and can vary the heating and cooling intervals and approaches. The billet can also be cooled quickly to temper it. The mixture can be subjected to additional heat or to other treatments, such as coatings for densification or curing and multiple sintering. Physical modification In certain methods of the process, the billet is coated with a catalyst. In a method of applying catalysts to a substrate, the substrate can be formed from a suspension containing catalysts. Other appropriate methods can be used to apply a catalyst. Another advantage of the present invention is that it has been surprisingly discovered that a catalyst can be applied to an nSi RF-C material using methods that can apply catalyst to other materials.

In another embodiment in the present invention, catalyst is added to the mixture before molding, in this case, a catalytic substrate having the catalyst residing directly on the individual fibers constituting the substrate is formed. This method of adding catalyst to the substrate, in certain embodiments, provides an efficient method for dispersing the catalyst in the core of the catalyst substrate, and does not have the catalyst resident only along the walls of the channel. In this mode, a coating is not necessary.

Machining A billet in the form of a raw block can be cut or sawed into a specific shape, and then sanded, turned or machined into the desired final part. Although the composition of the material is very resistant to the chemical substances, heat, thermal and vibrational shock, in preferred embodiments, the hardness is very low. This low pressure allows machining with little or a minimum amount of resistance or wear of the tools. Despite the fact that the billet in certain modalities has a low hardness and is soft, it is very durable and easy to machine, sculpt or form. On a Moh hardness scale, the material usually has between 0.5 and 1.0 (or 1 - 22 on the Knoop hardness scale), talc being the softest with 1 (1 - 22 on the hardness scale of Knopp), and the diamond being the hardest with 1 0 (8,000 -8,500 on the Knoop scale). For example, silicon carbide has a Moh hardness of 9 to 10 (2,000 - 2,950 Knoop hardness). In relation to other known substances, the billet is very soft and no effort has to be made to machine or sculpt, such as styrene foam or as wood Balsa. The billet can be formed, sanded, turned or machined, providing unlimited configuration capabilities for the formation of the indian cylinder part. Machining can range from turning a cylinder on a lathe, sawing to the shape with a tip saw, band saw or jigsaw, sanding the shape or smoothing the surface, or any other machining method commonly used in other materials solid, and known in the field. The billet can be machined to very exact tolerances with the same precision as the machining of metals, wood or plastics. If the billet is molded into inductive cylindrical molds with the desired diameter of the final shape, the machining will simply require cutting and sanding the indic cylindrical billet to the desired thickness. This process also reduces the loss of substrate due to excessive machining, and increase the speed of completion of the process as well. There are many possible shapes for the front and rear surfaces, including circular 51 0, oval 520 and race track 530, as shown in figure 5. Three-dimensionally, the substrates may have the shape of a cylinder or a disk substantially flat. Conventional substrates exist as one of these three designs. Designs with square corners are not as effective. While they are easy to machine, square or angular designs have proven to be a trap for rust and corrosive substances, for example, road salt. Therefore, rounded corners in the shape of the front surface of the indian cylinder part are preferable. The billet or substrate or cylindrical piece can be formed by a band saw, a reciprocating saw, a CNC lathe, or another familiar method for a connoisseur of the subject. The indian cylindrical piece can be configured by means of a manual polisher, sanded around, sanded of ci nta, or orbital l orjado. The particles present in the air must be sucked to prevent them from clogging the pores of the material. In addition, these particles can enter the bearings of the drill press and destroy them, grinding and scratching the bearings. The ceramic powder is also very fine and can be Easily inhaled by the operator. The shaped indian cylinder piece is used as a substrate in the present invention. The surface area of the substrate is an important characteristic for the application of catalysis. The surface area is the sum of the surface area through which the exhaust emissions must pass when traveling through an emissions filter. The increase in surface area translates into more space for chemical reactions to take place between pollutants and catalytic and thermal processes., making the catalytic converter process faster and more efficient. Speed and efficiency can result in little or no obstruction, which could lead to exhaust system failure. In one embodiment, the substrate of the present invention has a surface area of 1.89 m2 per cubic meter (83.58 square inches per cubic inch). This results in a much larger area that can be impregnated with precious metals, compared to cordierite samples that have comparable macro dimensions (eg, diameter, length and width). Note, however, that this coarse calculation of surface area does not yet include the density, porosity and permeability of the different materials. In an exemplary embodiment of the present invention, the substrate is used in an emission filter system for a diesel engine. The substrate is created using AETB formulation and is formed into approximately 33 cm x 33 cm x 1 3 cm (1 3"x 1 3" x 5") sheets with a density between 1 29 kg / m3 and 402 kg / m3 (8 and 25 pounds / ft3) From the billet, cut an indian cylinder piece 1 3 cm (5 inches) long, which is 1 5 cm in diameter or an oval straight cylinder, using a bandsaw with diamond or tungsten-carbide tip This piece is further machined to exact tolerances on a rotating lathe (for straight circular cylinders) or on a belt sander to form the substrate Preparation of holes and channels in the substrate In a In the embodiment of the present invention, a plurality of channels are formed in the filtering or catalytic substrate substantially longitudinal to the desired gas flow.The channels extend across the length of the substrate, either partially or totally. show schematic diagrams that exemplify ciert as embodiments of the present invention having a plurality of channels. In certain embodiments, the channels extend at an angle to the fluid flow. The interior surfaces of these channels can be chemically coated, in order to capture and treat more contaminants in a small volume of substrate. When the channels are formed in the substrate, smaller diameter channels are preferred, for example small channels having 31, 62, 78, 94, 109, 125, 140, 156, 172, 187, 203, 218, 234, 250 , 265, 281, 296, 312, 328, 343, 359, 374 or 390 cells per cm2 (200, 400, 500, 600, 700, 800, 900, 1000, 1100, 1200, 1300, 1400, 1500, 1600, 1700, 1800, 1900, 2000, 2100, 2200, 2300, 2400, or 2500 cpsi), to maintain a large surface area. In another embodiment, the channels extend through the entire length of the substrate. This substrate has a flow through configuration. Alternatively, the channels do not extend through the entire length of the substrate, but extend from about 50% to about 99% of the length of the substrate. This type of substrate is considered as a wall-flow configuration. The non-perforated part that remains in the channels of the substrate with flow per wall can have a varied thickness. Figure 8 shows a wall flow pattern substrate 820 according to an embodiment of the present invention with a non-perforated portion 840, 845 of varying wall thicknesses. In this embodiment, the alternative inlet channels have a wider wall thickness than other inlet channels, as well as the outlet channels. However, the non-perforated part with variable thickness can be configured in any combination such that the inlet or outlet channels have a thinner or thicker part, and where all the non-perforated portions may or may not be substantially of similar thickness. The thickness of the wall is so thin and porous that the 830 gas emissions pass from the emission inlet channels through the walls to the outlet channels, trapping the emissions particles. The length between the inner edges 850 and 855 of the non-perforated portions is known as the crossing region. Where the non-perforated portion 840 is thicker in some of the inlet channels, the 830 emission flow is more likely to go through the walls of the substrate channel in the crossing region and out of the substrate 820. The flow of emissions 830 can still pass through the thinner non-perforated part 845. In another embodiment of the present invention, the non-perforated part of the channel has a selective impregnation of catalysts, such that the amount of catalysts differs from that which It's on the walls of the channels. The thickness of this non-perforated part is limited. The gas flow increases when the surface area of the walls increases with equivalent thicknesses. If the non-perforated part is too thin, it could be broken by excessive pressure. Mechanical drilling Once a modality of a substrate is cut from the billet and machined, it can be inserted into a drilling support.

A plurality of channels can be drilled in the substrate in direction substantially parallel to the main axis of the cylinder, and to the flow of exhaust emissions. The smaller the channel diameter, the more channels can fit into the substrate. In an alternative embodiment, the channels are punched in a substrate. The substrate is placed on a metal sut for drilling. The sut can be for example a pair of large metal arms that firmly hold the indic piece of the substrate in place and prevent it from moving and at the same time not breaking the substrate. The sut holds the substrate ready to be drilled. After drilling one side of the substrate, the sut rotates precisely at 1 80 degrees to allow drilling on the oite side of the substrate. If the rotation is not precisely 180 degrees, the perforated channels will not be properly aligned or parallel. In addition, the pressure at the inlet must be substantially identical or similar to the pressure at the outlet. Preferably, in order to ensure that the walls are parallel, the sut should not move the substrate by more than 0.002 millimeters (0.0001 inches) in any unwanted direction. The channels of the substrate of the invention can be prepared using a mechanical drilling process. In one embodiment, drilling with computerized numerical control ("CNC") is used, which is common in machine shops and is the preferred method. Drilling with CN C is much slower and is not so economically feasible in mass production environments that require the production of thousands of filters per day. Drilling with CN C is carried out with high precision and accuracy. CNC drilling is achieved by making multiple passes with the drill bit. The CNC drills a little more into the substrate at each pass, eliminating fibrous material as the drill comes out. The drill bit may be of tungsten type due to its resistant and brittle nature, or it may be of a similar material familiar to a person skilled in the art. The drill bit penetrates at a feed rate of approximately 3 m (10 feet) per minute. A slow feed rate is necessary in order to prevent the drill from melting. When the drill bit penetrates at a feed rate of 7.6 meters (25 feet) per minute, the bit melts. Also, due to the large pore space, the drill bit has a tendency to "walk" or move around. A slower penetration rate solves this problem. It is preferable to rotate the drill bit at a slow rate. The drill bit should rotate at approximately 200 revolutions per minute. Turning the drill bit at a higher rate, such as at approximately 1,000,000 revolutions per minute, can cause the drill to melt. The drill bit is kept cool by lubricating the drill with water, alcohol or glycerin. Once the substrate is cut and sanded to its final dimensions, channels are cut or drilled into the substrate.

In this mode example, the channels are cut using a DPSSL. Since the substrate is so porous and permeable, the substrate does not need to be as thick as in conventional filters. In addition, thinner or smaller substrates are less expensive to produce because the cutting of a billet can produce multiple substrates and requires a reduced amount of any coatings or catalysts to be applied. Drilling with water In another modality, cutting with water (or drilling with water) is used to form the channels. Cutting with water uses a fine spray of water with very high pressure and cuts holes in the substrate. However, the water jet can not be stopped during the cutting process to leave a blind hole (that is, a channel that does not go through the entire substrate completely). The physical characteristics of the water jet limit the size of the channel opening to a diameter no smaller than the diameter of the jet. In certain modalities, you could create a rectangular hole with the jet. Gas drilling In another aspect of the invention, a gas drilling method is used to prepare the substrate. Gas perforation is known in the art, and can be applied to substrates of the present invention to prepare channels in the substrate. Pei nado In another modality, channels are formed or configured using a comb process. The comb is preferably a metallic device with a plurality of prongs. The length, width, thickness and shape of the tines can be varied according to the properties, configurations and desired dimensions for the channels. In certain embodiments, the comb is inserted into the substrate substantially perpendicular to the surface of the substrate. In other embodiments, the comb is inserted into the substrate at an angle with respect to the surface of the substrate. The use of a comb is a preferred method, in particular to form blind channels. It is understood that an appropriate comb can also be made, so that the comb is formed by fields and barbed columns, for example 4 x 4, or 1 6 x 1 6. In general, the combing process comprises repeatedly inserting the comb. comb in the substrate material a plurality of times, until most of the channels are formed. This process is called here as chopped. Optionally, the comb can be removed from the channel after each push, so that excess material can be cleaned from the substrate of the channel, for example, by air. It is preferable to avoid the accumulation of fiber during the steps of chopping and broaching. The accumulated fiber can cause the breaking of the walls or the total rupture. To operate this property, a vacuum cleaner and / or compressed air can be used to clean the channels and surfaces of the drill bit.

In one embodiment, the comb is pushed into the substrate with sufficient force to displace or detach a quantity of material from the substrate of the channel network of the channel. In a preferred embodiment, a sufficient amount of force is applied to the comb, such that the prongs extend approximately 0.3 cm (0.1 inches) into the channel. Other appropriate values include 0.1, 0.4 and 0.5 cm (0.05, 0.1 5 and 0.2 inches). Preferably, the amount of force applied to form or configure the channels is a sufficient amount to form or configure the channel without substantially damaging the channel wall. The process comprises pushing the tines into the substrate repeatedly until the channels of desired length and shape are produced. The shape of the barbs dictates the shape of the channels. For example, a rectangular shaped barb on the comb is used to create rectangular shaped channels with a rectangular channel opening. A wedge-shaped pick is used on the comb to create wedge-shaped channels. The use of a wedge-shaped spike produces channels where the walls are parallel with a square-shaped aperture. As shown in Fig. 17, a substrate 1 700 incorporates wedge-shaped parallel "blind" channels 1 702, ie, channels without exit hole. The blind channels 1 702 push the gases 1 704 to pass through the pore space of the channel walls before leaving. A four-sided spike with a pyramidal shape is used in the comb to create a pyramid-shaped channel. The walls are parallel and the opening is substantially square in shape. However, the thickness of the wall in the opening of the channel is minimal since the channels meet at a point, instead of being attached by a wall with a flat front. This results in a decrease in the frontal surface area, and therefore a decrease in the differential pressure. With four-sided spikes in a pyramidal shape, no shims are required to separate the combs. In this embodiment, with reference to Figure 16, an appropriate comb has pins that come to a point instead of having a flat end. Of course, various other barbed shapes are encompassed by the present invention. A tine in the shape of a tent on the comb is used to create a polygonal channel. The frontal surface area is minimized with polygonal channels. With reference to Figure 16, the dimensions of a comb example are shown according to one embodiment of the present invention. The 1600 comb is approximately 15.24 cm long and 0.08 cm wide (6,000 inches long and 0.0308 inches wide). The comb 1600 includes a base 1610 from which a plurality of barbs 1620 extend. The base 1610 is 1.11 cm ( 0.4375 inches) in height. The plurality of barbs 1620 is 3.18 cm (1250 inches) in length and 0.08 cm (0.0308 inches) in width, and they are separated by 0.03 cm (0.010 inches).

In one embodiment of the combing process, the channels are first formed by a drill bit, and are circular. In order to produce channels formed with parallel walls, according to one embodiment of the present invention, the barbs of the combs bar (ie, press or stamp) the circular channels to create the formed channel. One embodiment of a 1 500 comb is shown in Figure 1 5. Preferably, the drilling is performed in a CNC press. The impression left shape the channels and openings of the channels. The thickness of the cell wall can be varied, as described above. In certain embodiments, the combing process produces a catalytic or filtering substrate having a channel wall thickness from about 102 microns (4 mil) to about 508 microns (20 mil), preferably from about 1 52 microns (6 mil). ) to approximately 254 microns (1 0 thousand). In the combing process, you can place metal combs in a box called template and mounted on the CNC press for the flaring. Within the template, the combs are separated by plates. The separation between the combs has a low tolerance, so it is necessary that the combs are held tightly in the template to restrict movement during drilling. With reference to Figure 16, a sheet 1 630 is used as a spacer for the 1 600 comb. Sheet 1 630 has dimensions of 0.3 cm (0.01 inches) in width by 1 5.24 cm (6,000 inches) in length, and 1 .1 1 cm (0.4375 inches) of height. Preferably, at least one tab is provided on the combs to keep the barbs aligned. Preferably the grids are floating to distribute the alignment as necessary. Additionally, the grills are useful for barbs of varying lengths, for example from about 1 .3 cm (0.5 in.) To about 1 5.24 cm (6.0 in.) In length. The at least one grid can be floating along the tines. The tines are not fixed to the at least one screen, instead the screens are placed on the tines in such a way that the grids are adjustable. The at least one grid can be placed with springs on the tines. By placing the grid with springs, the pressure of the substrate against the grid maintains the distance between the tines approximately at the edge of the substrate. The at least one grid can also be fixed to the tines, at any position along the length of the tines. Another embodiment of the present invention is directed to a process for preparing a catalytic or filtering substrate having a plurality of channels, comprising using a comb for nibbling on the substrate to form the plurality of channels. This process, in preferred modalities, is a step-by-step process. That is, the entire channel is not formed with an insertion of the comb's barb. Instead, the tines of the comb are inserted and removed repeatedly in small increments until the desired channel length is obtained. Preferably, the channels are cleaned of material from the substrate discharged between each bite or with a bite in between. In another embodiment, the combing process is an automated process, which uses machines and / or robots to form the channels. Method for making combs. There are a number of methods for making combs for use in the present invention. The combs can be made from a material that includes, without limitation, stainless steel, tungsten, or key raw material. Methods for forming the comb include laser cutting, water cutting, and machining with electronic discharge, or the use of other forming methods available to a person skilled in the art. DPSSL can be used to make combs. You can also use cut with water to make the combs. For example, thirty to forty combs are made with a cut using a water cutting process in one mode. Machining with electronic discharge ("EDM") is an alternative method to make the combs. The EDM is a process of thermal erosion by which conductive material is extracted by a series of recurring electrical discharges between an electrode and a conducer workpiece, in the presence of a dielectric fluid. The EDM, similarly, can be used on the substrate if the substrate becomes electroconductive. There are at least two types of EDM: (1) with ram and (2) wire.

Using the EDM with ram, that is to say penetration of troq uel, an electrode / tool is attached to a ram, which is connected to a pole, usually the positive pole, of a supply of pulsed current. The work piece is connected to the negative pole. Then the work piece is placed in such a way that there is a separation between the work piece and the electrode. The separation is filled with the dielectric fluid. Once the power supply is turned on, thousands of direct current or DC pulses per second cross the separation, beginning the erosion process. Spark temperatures generated can range from 7760 ° C (14,000 ° F) to 1 1, 648 ° C (21,000 ° F). As the erosion continues, the electrode advances in the work, while maintaining a constant separation dimension. The EDM method with wire is preferred for the production of the comb. The wire method uses a consumable wire, electrically charged, as an electrode to make intricate cuts as it moves in patterns present around the work piece. When the walls are too thin, any rough edges of the tines can tear the walls in or out during drilling. According to this, the combs are polished to eliminate any jagged or sharp edges that could get stuck in the fibers. Cutting and polishing the combs can generate heat, which can warp the comb. Preferably a tolerance of approximately 0.003 mil (0.001 inches) is maintained in order to ensure that the hole generated is parallel and not broken. The combs used for boring contain a plurality of barbs. The length, width, thickness and shape of the tines can vary according to the desired attributes for the channels. With reference to Figure 16, the dimensions of a comb 1600 are shown according to one embodiment of the present invention. The 1600 comb is approximately 15.24 cm (6,000 inches) in length and 0.08 cm (0.0308 inches) in width. The comb 1600 includes a base 1610 from which a plurality of barbs 1620 extend. The base 1610 is 1.11 cm (0.4375 inches) in height. The plurality of barbs 1620 is 3.18 cm (1250 inches) in length and 0.08 cm (0.0308 inches) in width, and they are separated by 0.03 cm (0.010 inches). Laser machining Other methods include diode pumped solid state laser drilling ("DPSSL"), chemical lasers, for example, C02; perforated with electron beam ("EB") or drilling machines with electrodes ("EDM"), or the use of other methods familiar to a connoisseur of the subject. Any suitable laser can be used to cut the comb material. The substrate can be cut using laser drilling, such as DPSSL drilling. This method drills with a laser programmed using a CAD program. The CAD program is loaded in a CAM program. The laser cuts with oxygen or preferably with nitrogen in fine pulses. The DPSSL allows channels to be cut at a rate of approximately 2,000 channels per minute. In one embodiment, the channels have an approximate diameter of 100 nanometers. Laser drilling can be employed using known techniques and methods, such as those described in U.S. Patent No. 4,686,128, the teachings of which are hereby incorporated by reference in their entirety. In one embodiment, the process uses laser drilling to prepare channels that have a depth (or length) of approximately 1.3 cm (0.5 inch) or less. In one embodiment, the channels produced are large enough for the particles to enter, but small enough so that most of the particles are removed from the gas emission stream. Further, in one embodiment, the substrate material is approximately ninety-seven percent porous, which means that there is a large amount of space for the gases to pass through the substrate. This large porosity also provides an additional surface area on which the particles are deposited. Pulsed lasers Gator series G355-3 G532-5 G532-10 Wavelength 355 532 1064 nm Average output power 1) 3 5 10 W Pulse repetition rate2 '0 -15,000 0 -15,000 0 -15,000 Hz 1) Measured at a repetition rate of 10 kHz; 2) Externally triggered from 0 to 15,000 Hz (attenuated power). Internally triggered from 7,500 to 15,000 Hz.

The actual random triggering mode for external triggering between 0 and 15,000 Hz in full power mode is optional; 3) Gator lasers use a closed loop water system for temperature control. Preferably, the substrate material is substantially free of impurities, such as carbon, when machined with a laser. Molding of holes In an alternative embodiment, the substrate of the present invention is prepared with channels made in the billet, in this embodiment, the use of channel formers produces channels in the billet. The channel formers are rods having an appropriate size and shape to form a desired channel when the raw billet is formed. Various types of material can be used for such channel formers. For example, the channel formers can be of a strong durable material, such as metal or polymer that is capable of withstanding the temperatures of the drying process. Once the raw billet or final billet is formed, the bars are removed to leave the channels. The channels can be further machined as described above. Alternatively, in other embodiments, the bars are made of a material that can evaporate or disintegrate upon exposure to an appropriate source of radiation or heat, such as laser or heat. In another embodiment, the channel formers are made of carbon, carbon derivatives or the like. Specific modalities In certain modalities, the channels are drilled using a CNC drill, which is controlled by computer to maintain uniformity, as described below. The drilling process is carried out under a constant water shower to prevent the dust from becoming present in the air, which is a risk identified by the S HA, and can enter the drill bearings and destroy them. The perforated substrate optionally is dried in the furnace to extract or bake any remaining water or other liquid that may be present in the pore space before any catalytic application. Baking time is not critical. Sufficient time is used to remove most or substantially all of the water. The evaporation of water can be determined simply by weighing the substrate. Baking time primarily accelerates the dehydration process. After heating the filter element for several different intervals, the weight will lose level and the substrate is ready for any catalyst application or coating. In a preferred embodiment, the channels of the substrate are first prepared by drilling and then setting using the comb method. Due to the low heat conductance nature of the preferred substrates, when the substrate is drilled, most of the heat generated during the drilling and cutting process is reflected in the drill bit and out of the substrate. For this reason, the drill bit can absorb some of the heat and expand, overheat and / or melt. Preferably, cooling of the drill bit is carried out, preferably with water. In another embodiment, the drill operated at a reduced bore speed, for example, 200 RPM, to minimize heat generation. Of course, other drill speeds, both faster and slower, are appropriate. In another preferred embodiment, the drilling uses drills with two or four or six facets with configurations of turns and head (drill tip) modified. Additionally, in a preferred embodiment, the channel is pierced in a plurality of drilling attempts. For example, a channel that is approximately one inch in length can be prepared by drilling into the substrate at depths of approximately 0.3 cm (0.1 pu lgada) at a time., until reaching the final length. The channel can be cleaned of material from the perforated substrate between the drilling attempts. Pu nzonado central and holes pi lotus. The method of chopping is used because the suction of cut fibers has to be eliminated. In a preferred embodiment, the blind channels were drilled a fraction deeper than our desired depth, to allow the fibers to be packed in that extra area during the combing process. The combs were programmed to go to the depth of the flow configuration per wall indicated and for the extra vacuum to accommodate any detached substrate material remaining in the channels. Product by process In another embodiment, the present invention is directed to a product prepared according to the process described herein. Specifically, the invention is directed to a catalytic substrate prepared according to any of the specific embodiments described herein. In another aspect, the present invention is directed to a filtering substrate prepared according to any of the specific embodiments described herein. Applications Various embodiments and applications of the invention are described below. These examples of applications are described for illustrative purposes only, and are not limiting of the scope of the invention. Any of the embodiments of the catalytic substrate and the filter substrate described below can be used in the various applications. Catalytic converter In another embodiment, the present invention is directed to a catalytic converter that includes a catalytic substrate of the present invention. The catalytic converter of the present invention can be used in an engine exhaust system in a manner similar to that known to be known catalytic converters. Of course, the catalytic converter of the present invention has advantages over prior art catalytic converters. Because of these advantages, the catalytic converter can be used in ways in which catalytic converters can not be used. Any of the specific embodiments of the substrate of the invention, as described above, can be used in one or more of the specific applications, for example, catalytic converters. In a specific embodiment, the catalytic converter includes a catalytic substrate of the present invention, a protective mesh surrounding said catalytic substrate and a shell, preferably a metallic shell.; and optionally further comprises a coating, and optionally further comprises. Another aspect of the present invention is directed to a catalytic converter which is located in the exhaust manifold of an exhaust system of the engine, or adjacent to it. Said converter contains a catalytic substrate of the present invention. This type of catalytic converter is called a collector catalytic converter (other terms include catalyst adjacent to the manifold, converter in the manifold, and the like). A catalyst adjacent to the manifold of the present invention includes the catalysts adjacent to the manifold known in the art, wherein the catalytic substrate of the present invention is used in place of the substrate of the prior art. These catalysts adjacent to the manifold are described, for example, in U.S. Patent Nos. 6,605,259 and 5,692,373. In another embodiment, the invention is directed to an improved catalytic converter, the improvement comprises the novel substrate described herein. Any of the specific embodiments of the substrate can be used in the improved catalytic converter. In another embodiment, the invention is directed to an improved catalytic converter for treating emissions from internal combustion engines, comprising a substrate, a metal oxide coating, and at least one catalyst adhered to the metal oxide particles, the improvement consists wherein the substrate contains a nSiRF-C compound and a catalytic metal. In another embodiment, the invention is directed to an improved catalytic converter for treating emissions from internal combustion engines, which contains a substrate, a metal oxide coating, and at least one catalyst adhered to the metal oxide particles, the improvement consists in that the substrate contains a compound of nSi RF-C and a catalytic metal. In another embodiment, the invention is directed to an improved catalytic converter for treating emissions from internal combustion engines, which contains a substrate, a metal oxide coating, and at least one catalyst adhered to the metal oxide particles, the improvement consists in that the substrate contains an AETB compound. In another embodiment, the present invention is directed to a main catalyst having a catalytic substrate containing an nSi RF-C compound and a catalyst. The main catalyst (sometimes called a catalytic converter under the floor) is placed partially or completely inside the head of an engine. In one embodiment, the main catalyst contains a catalytic substrate of the present invention, wherein said substrate has a density of about 1 93 kg / m3 (1 2 pounds / ft3), has a porosity of about 97%, has an expansion Low thermal, has a high structural integrity, and has low heat conductance. In a preferred embodiment, the main catalyst contains approximately 94 cells / cm 2 (600 cpsi) and has a wall thickness of approximately 1 52 microns (6 mil). The main catalyst in this embodiment has a wall-flow configuration. In a preferred embodiment, the main catalyst has a substantially box channel shape (varying lengths through the substrate) with substantially square openings (or holes). In a preferred embodiment, the catalytic substrate of the primary catalyst is made using the comb method. Additionally, in this embodiment, the catalytic substrate contains an alumina coating. In this embodiment, the main catalyst is capable of catalyzing both oxidation and reduction of contaminant, for example, it has a catalyst capable of oxidizing contaminants and has a catalyst capable of reducing contaminants. The catalyst housing adjacent to the manifold is made using a stamping method. In a preferred embodiment, the main catalyst contains two substrate units. The main catalyst, in certain embodiments, is used alone, or alternatively used in combination with a catalyst before the main converter. In a preferred embodiment, the main catalyst contains an intumescent protective mesh. The main catalyst can be used with fuel carrier catalysts. Moreover, the catalyst substrate adjacent to the collector may have improved protection.

The main catalytic converter of the present invention, as described above, is also used in certain embodiments with one or more post-treatment systems. These post-treatment systems include a NOx adsorber, an adsorber, a system with SCR, and the like. Additionally, a modality having the same or similar configurations and attributes as the main catalytic converter described above, can be used for a membrane catalyst. The membrane catalyst contains a catalytic substrate which has a membrane configuration as described above. In another embodiment, the present invention is directed to a catalyst near the engine having a catalytic substrate containing a nSi RF-C compound and a catalyst. The catalyst near the engine is placed partially or totally inside the head of an engine. In one embodiment, the catalyst near the engine contains a catalytic substrate of the present invention, wherein said substrate has a density of approximately 1 93 kg / m2 (1 2 pounds / ft3), has a porosity of about 97%, has a low thermal expansion, has high structural integrity, and has low heat conductance. In a preferred embodiment, the catalyst near the engine contains approximately 94 cells / cm 2 (600 cpsi) and has a wall thickness of approximately 1 52 microns (6 mil). The catalyst near the motor in this embodiment has a wall-flow configuration, in a preferred embodiment, the catalyst near the motor has a substantially pyramidal channel shape with substantially square openings (or holes). In a preferred embodiment, the catalytic substrate of the catalyst near the engine is made using the comb method. In this embodiment, the catalyst near the engine is capable of catalyzing both oxidation and reduction of pollutants, for example, it has a catalyst capable of oxidizing contaminants and has a catalyst capable of reducing contaminants. The catalytic converter near the engine, in certain modalities, is used alone, or alternatively it is used in combination with a catalyst before the main converter. In a preferred embodiment, the catalyst near the motor contains a hybrid protective mesh. The catalyst near the engine can be used in all internal combustion engines. The catalyst near the engine can be used with fuel carrying catalysts. One or more catalysts can be used near the engine in the same engine. The use of a catalyst near the engine according to the present invention could also have one or more of the following advantages: reduce the weight of the emission system under the floor; increase the leakage of particulate material from the exhaust that an internal cooler would otherwise trap, thereby improving the life of the internal cooler; no protective mesh is required; reduction of rattle sounds in heat shields; reduced muffler size; Improved incineration of particulate material, in case of a failure of a catalyst near the engine, in certain modes, the gas emission would still be effectively treated with the other catalysts near the engine in operation, for example, the other three on an engine of 4 cylinders. Catalysts near the engine are advantageous for boats, boats, motorcycles, small hand motors, leaf blowers, and related engines, and in other applications where a non-exposed catalytic converter is preferred. In another embodiment, a catalytic converter of the present invention could be placed between the head and the exhaust manifold, as shown in Figure 41. In this mode, the section of the catalytic converter is placed between the motor head and the exhaust manifold. An advantage over conventional systems is that the converter is very close to the combustion chamber, which increases efficiency. For example, this mode could place this in the 4.6-liter Ford and this could be useful for all its engines. This in turn means that it could serve in the Ford Explores, M ustang, Crown Victoria, Econoline, 1 50/250/350 pickup truck, Expedition, and in any other product in which Ford supplies the engine, such as Lincoln products . It would also serve in certain modalities in the various model years that used it for many years. This presentation for 4.6 engines would be useful for millions of vehicles in the United States alone. It is also friendly to the oxygen sensors that go inside. In another embodiment, the present invention is directed to a catalyst after the main converter having a catalytic substrate containing an nSiRF-C compound and a catalyst. In another embodiment, the catalytic converter of the present invention is a catalyst after the main converter. The catalyst after the main converter is located after the main catalytic converter. In one embodiment, the catalyst after the main converter contains a catalytic substrate of the present invention, wherein said substrate has a density of approximately 1 93 kg / m3 (1 2 pounds / ft3), has a porosity of approximately 97. %, has low thermal expansion, has high structural integrity, and has low heat conductance. In a preferred embodiment, the catalyst after the main converter contains about 94 cells / m2 (600 cpsi) and has a wall thickness of about 1 52 microns (6 mil). The catalyst after the main converter in this mode has a flow configuration per wall. In a preferred embodiment, the catalytic substrate of the catalyst after the main converter is made using the comb method. In a preferred embodiment, the catalyst after the main converter has channel holes of varying shapes, including triangular, square and hexagonal. Similarly, the shape of the channel may vary. In this embodiment, the catalyst after the main converter is capable of catalyzing both oxidation and reduction of contaminants, for example, it has a catalyst capable of oxidizing contaminants and has a catalyst capable of reducing contaminants. The catalyst after the main converter, in certain embodiments, is used alone, or alternatively used in combination with a catalyst before the main converter. In a preferred embodiment, the catalyst after the main converter comprises a non-intumescent protective mesh. The catalyst after the main converter is used as a whole without fuel carrier catalysts. Generally, the catalyst after the main converter of the mode is placed near the location of the standard muffler, although other locations are possible. In an alternative embodiment, the catalyst after the main converter is integrated into a silencer, or b) the substrate is placed within the typical metal silencer assembly in such a way that it is integrated into the silencer. In another embodiment, the invention is directed to a diesel oxidation catalyst (DOC), wherein the DOC substrate is a catalytic substrate as described herein. In a preferred embodiment, the DOC substrate of the invention is an AEBT or an OEBT, preferably AEBT-1 0, AEBT-1 2, AEBT-1 6 or OCBT-10. The DOC modality has a catalyst selected from the group consisting of palladium, platinum, rhodium, mixtures thereof, and derivatives thereof. Other suitable embodiments include a catalysed DPF containing a catalytic substrate of the present invention, preferably the substrate contains an AEBT material such as AEEBT-1 2, and further contains a catalyst. Particle filter (DPF.DPT) In another embodiment, the present invention is directed to a particulate filter that includes a catalytic substrate of the present invention. The particulate filter of the present invention can be used in an engine exhaust system in a manner similar to that of known catalytic converters. Of course, the particulate filter of the present invention has advantages over prior art catalytic converters. Because of these advantages, the catalytic converter can be used in ways in which known catalytic converters can not be used. In another embodiment, the invention is directed to an improved particle filter, the improvement consists of the novel substrate described herein, any of the specific modes of the substrate can be used in the improved particle filter. In another embodiment, the invention is directed to an improved particulate filter for treating emissions from internal combustion engines, which contains a filtering substrate, the improvement consists in that the substrate contains a nSiRF-C compound having a plurality of channels which extend in and optionally through the substrate. The configuration of the channels may vary as described above. In another embodiment, the invention is directed to an improved particulate filter for treating emissions from internal combustion engines, which contains a filtering substrate, the improvement being that the substrate contains a nSi RF-C compound having from about 1 00 to about 1000, preferably about 600 channels that extend partially through the substrate, and wherein said substrate has a flow-through-wall configuration. In another embodiment, the invention is directed to an improved particle filter for treating emissions from internal combustion engines, which comprises a substrate, and a metal oxide coating, the improvement consists in that the substrate contains AETB. In another embodiment, the invention is directed to a diesel particulate filter (D PF) having a filter substrate of the present invention, wherein said substrate has a density of approximately 1 93 kg / m3 (1 2 pounds / ft3), it has a porosity of approximately 97%, has a low thermal expansion, has a high structural integrity, has low heat conductance. In a preferred embodiment, the catalyst adjacent to the collector contains approximately 94 cells / cm 2 (600 cpsi) and has a wall thickness of approximately 1 52 microns (6 mil). The "main-cat" in this mode has a flow configuration per wall. In a preferred embodiment, the catalyst adjacent to the manifold has a substantially box-shaped channel shape (varying lengths through the substrate) with substantially square openings (or holes). In a preferred embodiment, the catalytic substrate of the catalyst adjacent to the collector is made using the comb method. Additionally, in this embodiment, the catalytic substrate contains an alumina coating. in this embodiment, the catalyst adjacent to the collector is capable of catalyzing both oxidation and reduction of contaminant, for example, it has a catalyst capable of oxidizing contaminants and has a catalyst capable of reducing contaminants. The catalyst vessel adjacent to the collector is prepared by a stamping method. In a preferred embodiment, the catalyst adjacent to the collector contains two substrate units. The catalyst adjacent to the manifold, in certain embodiments, is used alone, or alternatively used in combination with a catalyst before the main converter. In a preferred embodiment, the catalyst adjacent to the collector contains an intumescent protective mesh. The catalyst adjacent to the manifold can be used in all internal combustion engines. The catalyst adjacent to the manifold can be used with fuel carrier catalysts. Moreover, the catalyst substrate adjacent to the collector may have improved protection. The protective coating can be applied to the interior or to the internal surface of the substrate. Housing Types The catalytic converter of the present invention has a housing. The housing can be prepared according to methods known in the art. AdditionallyTo make the shell of the catalytic converter or particle filter of the present invention, materials known in the art, for example, steel, can be used. In a preferred embodiment, the catalytic converter of the present invention has an outlet tube that can be attached to a commercially available vehicle exhaust pipe. Preferably, the catalytic converter serves for exhaust pipes having a diameter of approximately 6.4 or 7.6 cm (2 1/2 or 3 inches). For example, suitable containers include those made by any of the following methods: clam shell, tourniquet, shoe box, stuffing and stamping. The above methods use two different separation control mechanisms: (1) fixed separation and (2) fixed packaging force. From the perspective of the welding process, the methods produce converters with one or two seams. These classifications are illustrated in Table 4 (Rajadurai, 1999).

Closing the housing using a fixed force offers more accurate separation density control by eliminating the influence of the dimensional tolerance of the substrate, container, and protective mesh alone. Closing the housing to a fixed spacing has the advantage of producing a converter with fixed final dimensions, which simplifies the design of the converter, primarily with respect to the welding of the cones to the finished container. The design with a single seam is usually preferred for round or oval converters of low aspect ratios, where they can provide uniform density distribution. Double-seam housings also provide more manufacturing flexibility and require less expensive tooling. The customary design is usually required for oval converters with high proportions and appearance. In this case, reinforcement ribs are stamped on the housing to prevent its deformation and the resulting non-uniformity of separation. The casings with double seam are produced in stamping processes that require very expensive tooling and have to be justified by high production volumes. Shells of al meja In one embodiment, the catalytic converter of the present invention contains a container made with the clam shell technique. In another embodiment, the particle filter contains a container made with a clam shell technique. In North America, the clam shell has traditionally been the most common design of the underfloor converter in passenger cars and light trucks. The construction of a clam shell catalytic converter is illustrated in Figure 6. The substrate or ceramic catalyst substrates are wrapped in the protective mesh and placed on the bottom part of the shell. Then, another part of the symmetric shell is placed on top, pressed together and welded. The tongue and groove design is used to prevent the protective protective mesh from diverting emission gases from the substrate, the converter illustrated above also includes end seals. The seals are used here to protect the protective mesh against impact and erosion by gas, instead of preventing leaks. Most converters that misuse the protectors do not have final seals. Whichever wire mesh screen assembly is used in place of the protective screen, final seals are required, at least at the substrate entry surface. Clam shell converters are often equipped with external heat shields. Internally insulated designs were also developed, with the inside of the molded clam shells lined with an extra layer of thermal insulation. Older designs of catalytic converters included support rings or deep pockets in the clam shell prints to prevent axial movement of the substrate within the container, in an appropriately designed converter, which uses intumescent protective mesh with high resistance to pressure, these measures are not required. There are many automotive converters without axial substrate support, which still show a record of impressive durability. However, axial support may be required for larger and heavier substrates or when non-intumescent protective screens with less pressure resistance are used. Another consideration is the erosion of the protective mesh. The housing profiles of the converter or end cones must be designed in such a way as to protect the protective mesh from the direct impact of the hot emission gases. Some manufacturers of converters impregnate the edges of the protective evil, which are exposed to the gas, with chemical substances to improve their resistance to erosion. The high resistance to pressure in modern converters also improves the resistance of the protective mesh to erosion. Dual monolith converters are used in many automotive applications. Two or more monoliths can be used due to manufacturing restrictions in terms of the length of the monolith, or to combine catalysts with different specifications in a converter. In most converters with dual monolith the substrates are separated by a space, which is kept forming separate pockets in the stamping of the clam shell. In some designs, the space between the substrates is maintained by a metal or ceramic ring. A stacked monolith position, without separation between them, is also possible. The recessed design, which offers less pressure drop than the separate design, has been used in some commercial converters for gasoline engines (Kuisell, R.C., 1996, "Butting Monoliths in Catalytic Converters," SAE 960555). The geometry of the converter housing must provide the required protective mesh compression. The clam shell profiles include stamped reinforcement ribs in order to provide the necessary rigidity and pressure distribution. This is especially important for oval flat catalyst substrates. Care must be taken when designing the ribs that there are no areas with excessive pressure, which could cause damage to the substrate or the protective mesh. The sea shell method carries high demands on the dimensional tolerances of the monoliths, as well as on the prints of the clam shells. The compression of the protective mesh during canning with the clam shells continues until the shell halves close, which produces a certain thickness of separation. The separation thickness is determined by the dimensions of the monolith and the housing. Therefore, any variations in the size of the monoliths result in variations in the density of the protective mesh, and consequently, in the pressure of the container, which can cause problems of durability of the converter. The turnstile is the most common method that allows direct control of mounting pressure during the canning process. Since the tourniquet is insensitive to the dimensional differences that can occur between the monoliths of the substrate, it is capable of producing the most robust catalytic converters. In practice, the turnstile method is limited to almost round cross sections of the catalyst substrate. Its suitability for oval or flat-oval automotive converters used in the position below the floor is very limited. The turnbuckle was once again popular among vehicle manufacturers in Europe, but it became more common in North America as the automotive converters mted from the location below the floor to the position coupled near the engine. The tourniquet is also suitable for large-scale catalytic converters for heavy-duty diesel engines. A catalytic tourniquet converter is shown in the tourniquet technique, the substrate is first wrapped in a protective mesh formed with tongue and groove. Then, the wrapped monolith is placed inside a longitudinally extended housing. The housing is manufactured by winding a rectangular piece of sheet metal. The part of the rectangle that goes below the flap is usually of decreasing section. In some designs the overlapping casing part is formed, by an additional stamping operation, in a protruding lip to provide space for the edge of the casing to pass under the flap. This design prevents the inside edge of the housing from being cut into the protective mesh or creating a buildup of local pressure that can damage the canned part, especially when using thin protective mesh. Then, the casing with the wrapped monolith is placed in the tourniquet machine, which applies a controlled force for the assembly. The housing is welded with studs when it is still under pressure, it is removed from the machine and seam welded. Sometimes an expulsion test is carried out as a measure of quality assurance. The axial displacement of the monolith caused by the application of a controlled force is measured in a special test apparatus. Finally, the converter heads or the final cones, as well as the tabs and / or ports, are soldered to the converter body in a separate operation. The final assembly can be tested to determine the welding quality by pressurizing it with air while submerged in water. The turnstile machine includes a loop of a steel band that applies force to the canned parts. One end of the loop is rigidly attached to the machine, while the other end is pulled by a hydraulic or pneumatic actuator. On some machines vibration is applied during canning to minimize the closing force and to ensure a more uniform pressure distribution. The actual canning force required to achieve a target mounting density for a given protective mesh can be determined through a series of tests. Several converters must be closed using different closing forces. The canning force that produced the desired protective mesh density should be selected. Due to the relaxation of the pressure on the protective mesh, it is important that the tourniquet machine produces repeatable closing speed and time patterns. After the desired closing force is reached, the machine must keep the housing in a constant position, to allow welding with rivets, instead of constant force. The application of constant force to the casing as the pressure on the protective mesh relaxes could cause over compression of the protective mesh. The shoebox technique uses a shell divided into two parts, similar to the clam shell method. However, the housing is closed under fixed force with the edges of one of the halves of the housing overlapping with those of the other. Therefore, the shoe box offers the benefits of robust packing of the turnstile with respect to its insensitivity to dimensional tolerances of the substrate. Reinforcing ribs can be stamped into the shoe box housings. Thus, this technique allows the canning of flat-oval substrates in cases where the screw may be inadequate. Filling In the filling technique, the monolith wrapped in the protective mesh is pushed into a cylindrical shell. The casing is usually made from a tube section, but it can also be a rolled and welded metal sheet. Non-cylindrical shapes (for example, trapezoidal) are also possible. This method is applicable both to converters for small passenger cars, and to large converters for heavy duty engines. A filling cone is used to facilitate the easy insertion of the monolith (Li, FZ, 2000, "The Assembly Deformation and Pressure of Stuffed Catalytic Converter Accounting for the Hysteresis Behavior of Pressure vs. Density Curve of the Intumescent Mat", SAE 2000- 01-0223), as shown in the figure. After completing the operation, the end cones are welded on each end of the cylinder to complete the assembly of the casing. Although filled-in converters look similar to tourniquet assemblies, the actual substrate support mechanism is the same as in the clam shell design. In particular, the mounting pressure of the protective mesh is determined by the geometrical dimensions of the housing and the monolith. As a consequence, a high repeatability of the diameters of the substrate is required when the filling technique is used. A modification of the filling technique - called SoftMount technology - has been proposed by Corning (Eisenstock, G., ef al., 2002, "Evaluation of SoftMount Technology for Use in Packaging Ultra Thinwall Ceramic Substrates", SAE2002-01 -1097) . The objective was to minimize the peak pressure in the protective mesh during filling to allow the canning of ultra-thin walled substrates characterized by lower strength. The key idea is to use a cylindrical tool of decreasing section called pergola, placed in front of the substrate, to take the response to the peak pressure of the protective mesh during insertion. In the SoftMount method, the protective mesh is first inserted into the housing, where it is held over a flange during the process. Then, the casing lined with the protective mesh is pushed down on the pergola and the substrate (ie, the pergola is placed on the substrate). The pergola is bevelled inward at the end so that it slides easily into the housing-protective mesh assembly. The pergola compresses the protective mesh against the housing as it moves through it. Since the substrate moves to its position, replacing the pergola in the housing, it is not exposed to the instantaneous peak loads required to compress the protective mesh. Stamped In the stamped converters, the converter housing is machined to the desired diameter after the substrate wrapped in the protective mesh has been inserted. The stamping is a newer packaging technique, which is done in a fully automated way, the CNC controlled equipment is suitable for high production volume for applications in passenger vehicles. The stamped converters can be manufactured from a section of pipe with its final cones, which are obtained in a process of formation with auger in the same production machine. The separation control mechanism can be classified as a constant separation thickness, as in the case of filling, but the production lines controlled by CN C can automatically account for differences in the diameter of the substrate. The stamped converters can be formed initially with diameters slightly smaller than the desired diameter of the finished product, to allow the housing to "jump back" after machining. This is a disadvantage of this method, which can lead to excessive peak pressures and damage to the substrate during canning. The collectors of the catalytic converters provide the transition between the inlet and outlet tubes and the cross section of the substrate. Most converter manifolds are formed as cones or funnels with axial gas flow. Other designs, such as truncated collectors (Wendland, W. W., et al., 1 992, "Effect of Header Truncation on Monolith Converter Emission Control Performance", SAE 922340) or collectors with tangential gas inlet are possible, but little common. The function of the inlet manifold is to diffuse the inflow, that is, to decrease the velocity of the gas and increase its static pressure with as little loss as possible of total pressure. In practice, the combined collector losses can constitute from 10% to 50% of the total pressure drop in the converter, depending on the geometry and the flow conditions. These pressure losses can be minimized by designing inlet manifolds for the converter that can provide a more uniform flow distribution. There is also a notion that the uniform flow distribution in a catalytic converter improves its performance with emissions and / or its du rability. In one embodiment of the present invention, the catalytic converter or particle filter has a collector having an angle of about 30%. Misplacing the Protector A catalytic converter or particulate filter of the present invention also optionally includes a protective mesh. Any of the embodiments described above or later may include a protective mesh. In certain embodiments, the present invention also includes a mesh (or protective mesh, or mat). For example, a catalytic converter of the present invention, in one embodiment, includes a catalytic substrate as described above, a protective mesh, and a metal casing. Protective screens useful for use in the present invention are known in the art. A protective mesh in certain embodiments may be selected based on a number of attributes such as those described herein, and are known in the art. The housing is preferably designed in such a way as to provide the mounting pressure required for a given catalytic substrate and a given mesh. The mounting pressure of the protective mesh increases exponentially during compression from its initial mass density to the desired final density. The mounting pressure shows viscoelastic relaxation, that is, the initial peak pressure that occurs in the housing decreases significantly during the first seconds or minutes due to the realignment of the mesh fibers (Myers 2000). The loss of mounting pressure of intumescent screens due to relaxation varies between 30% and 60% of the initial peak mounting pressure. Due to the relaxation of the bad, as well as later to the pressure losses in service, the mounting pressure is not a convenient parameter for the specification of the canning process. Instead, the mounting density - often referred to as the separation mass density (G BD) - is commonly used for this purpose. The typical mesh assembly densities together with their mass densities (uncompressed) are indicated in Table 2. The exact density for a given application has to be consulted with the manufacturer of the protective mesh. The exact density for a given application should be consulted with the manufacturer of the mesh, called the base weight. The weight / area is expressed in g / m2 or in kg / m2 (since these are units of mass instead of weight, the usual term "weight / area", strictly speaking, must be replaced by "mass / area") . The available meshes have their weight / area in the range from 1050 to 6200 g / m2 and a non-compressed thickness of between 1.5 and 1.0 mm. Intumescent meshes from 3000 to 4000 g / m2 are typically used for converters in automobiles. Larger mesh weights, such as 6200 g / m2 (6.2 kg / m2), are recommended for more demanding applications or for larger converters. Another important property of the mounting meshes of the converter is its weight / area ratio, sometimes referred to as base weight. The weight / area is expressed in g / m2 or in kg / m2 (since these are units of mass instead of weight, the usual term "weight / area", strictly speaking, must be replaced by "mass / area") . The available meshes have their weight / area in the range from 1050 to 6200 g / m2 and a non-compressed thickness of between 1.5 and 1.0 mm. Intumescent meshes from 3000 to 4000 g / m2 are typically used for converters in automobiles. Larger mesh weights, such as 6200 g / m2 (6.2 kg / m2), are recommended for more demanding applications or for larger converters. Packing meshes can suffer erosion caused by the impact of hot exhaust gases. Erosion resistance is an important feature of the protective mesh. Erosion resistance depends largely on the separation mass density (Rajadu rai, S., Et al., 1 999. "Single Seam Stuffed Converter Design for Thinwall Substrates", SAE 1999-01 -3628). Many other attributes of the wrong assembly are specified and / or are tested and are available in the mesh manufacturers. The list of these attributes includes thermal conductivity, gas sealing attributes, friction coefficients and more. During the design of a mounting system, the following considerations are taken into account, in certain modalities: Mounting pressure: Assuming that the mounting wrong is the only means to connect the substrate to the housing (ie, the converter has no seals or support rings on the ends), the mechanical connection is provided by the radial pressure in combination with friction on the surface of the mesh. The mounting pressure is the minimum pressure required to hold the substrate in place. Peak mounting pressure. As mentioned above, the protective meshes behave like viscoelastic solids, producing high peak mounting pressures during initial compression, followed by a gradual relaxation until the residual mounting pressure is reached. On thin-walled substrates, peak pressures can cause damage to the catalyst core during packing. The temporal behavior of the meshes also has to be considered when designing canning methods that rely on constant force, in contrast to the constant spacing size, such as the turnstile method. Behavior with temperature. For intumescent meshes, the mesh pressure depends on getting enough temperature to activate the vermiculite. An entry temperature of at least 500 ° C is required for the activation of vermiculite; higher inlet temperatures may be necessary, depending on the heat transfer conditions in the particular system. In gasoline applications, the mesh is activated in the vehicle during the hours of initial engine operation. Oven treatment of catalytic converters may be required in diesel applications, where the temperature of the exhaust gas could never reach sufficient levels during the regular operation of the vehicle. The expansion of the vermiculite is reversible in part, which causes the mesh to expand as the temperatures increase, and contract when the converter cools. This property of the vermiculite is more compensated by the expansion of the converter housing, which produces very high mounting pressures at high temperatures, in contrast, the non-intumescent meshes show mounting pressure approximately constant throughout the temperature range. The slight decrease in pressure with the increase in the temperature visible in Figure 4 can be attributed to the expansion of the gas due to the thermal expansion of the converter housing. At temperatures above 500 ° C, intumescent meshes provide pressures that remain higher than those of non-intumescent meshes. However, at temperatures below 500 ° C, the mounting pressure of intumescent meshes is actually much lower than that of non-intumescent meshes. Therefore, non-intumescent meshes are the preferred mounting material in many diesel applications where the inlet temperature to the converter remains below 500 ° C. Intumescent meshes with reduced vermiculite content produce mounting pressures between conventional intumescent meshes and non-intumescent meshes. The hybrid meshes show pressure levels similar to those of the non-intumescent ones, but maintain a certain pressure increase at high temperature, which counteracts the expansion of separation. Separation expansion. When the converter is exposed to high temperature, the separation thickness increases due to differences in the coefficients of thermal expansion between the substrate and the housing. The thermal expansion of the separation can be a significant source of mounting pressure loss. The expansion of separation is especially critical in applications where non-intumescent meshes are used, since this can not be compensated by the expansion of the vermiculite. As a design guideline, the separation expansion has to be kept below 10% (Olson, J., 2004, "Diesel Emission Control Devices - Design Factors Affecting Mounting Mat Selection" SAE 2004-01 -1420). The separation expansion depends on the following design factors: Substrate diameter: Larger substrates result in a separation expansion with higher percentage. Therefore, separation expansion may still be a problem in heavy-duty diesel applications, despite the relatively low temperature of the converter. Separation thickness: the thicker separations give less expansion of separation as a result. Housing temperature: higher temperatures produce more separation expansion. CTE material in the housing: steels with higher thermal expansion coefficients produce a higher separation expansion. Therefore, separation expansion is easier to control using ferritic steels (in contrast to austenitic steels). Age of the mesh. Once the converter is put into service, the intumescent mesh expands, causing an increase in mounting pressure. A number of other aging factors are responsible for the gradual and irreversible loss of mounting pressure, as follows: thermal cycles; vibration, acceleration, and other mechanical factors; Wetting the mesh with water (by condensation, washing the vehicle); and burning of the organic binder when the mesh is heated for the first time. Advantages and disadvantages of current protective screens Conventional applications utilize intumescent and non-intumescent fibrous meshes to mount a honeycomb substrate on housings, as exemplified in European Patent Application No. EP 0884459 of Locker and in the patent specification European number EP 091 2820 from Hwang. According to a conventional system, the fibrous mesh only allows the mounting of a larger catalyst member in a housing.

Mal I ntu mescents The intumescent meshes were originally developed for gasoline converters. In the early 1990s, they became the most common type of ceramic mesh used in catalytic converters for all applications in internal combustion engines, including diesel. Intumescent meshes have the property of partially irreversible expansion once they are exposed to high temperatures. There are thermal expansion curves available for meshes in various manufacturers, including 3M and Unifax. Once expanded, they increase the pressure maintained in the substrate, which provides a very secure mounting system. Due to its expansion characteristics with temperature, the intumescent meshes can actually increase their mounting pressures at high temperatures, compensating for the loss of mounting pressure due to the thermal expansion of the steel housing. The intumescent meshes are made of alumina-silica ceramic fibers and contain vermiculite, which provides thermal expansion. Typical compositions have from 30 to 50% alumina fibers, from 40 to 60% vermiculite, and from 4 to 9% of an organic binder (typically acrylic latex). After the converter is assembled, the mesh must be exposed to temperatures in the order of approximately 500 ° C to achieve initial expansion, which is usually achieved in the vehicle during the initial hours of engine operation. The organic lacing of the mesh, which decomposes at high temperatures, is responsible for the characteristic odor that is emitted when the mesh is heated for the first time. The vermiculite component imposes relatively low limits on the maximum operating temperature of the intumescent meshes. The meshes lose their support pressure drastically at temperatures of approximately 750 ° C. That temperature is usually defined as the average temperature of the mesh. Therefore, the meshes can be used at higher exhaust temperatures, as long as there is a temperature g across the mesh due to heat losses from the outside of the converter housing. The use of intumescent screens is limited in hot isothermal applications where no heat loss occurs through the converter wall. These situations include catalysts mounted inside mufflers, for example, for motorcycle applications. The high content of the vermiculite component is also responsible for the high mounting pressures, especially at higher emission temperatures. It was found that the pressure of the intumescent meshes is excessive for substrates with ultra-thin walls, which results in possible damage to the pieces. For these applications, mesh manufacturers introduced intumescent meshes with reduced vermiculite content (sometimes referred to as "advanced" or "second generation" intumescent meshes), which provide less mounting pressure than conventional design. Mal the nonintucent meshes The non-intumescent meshes do not contain vermiculite. Therefore, they can provide much higher temperature limits of about 1250 ° C. The main components of the non-intumescent meshes are alumina fiber, with addition of organic binders In certain embodiments of the present invention, the converter The catalytic or particulate filter contains a substrate like the one described here and a non-intumescent mesh can be better with fibrous materials.The substrate support is supported by the accumulated compression or "hopping" of fiber, which supplies maintenance pressure constant through the application temperature range Since the converter housing expands with temperature, a decrease in the effective mounting pressure of the converter is observed at higher temperatures., non-intumescent meshes, as opposed to meshes with vermiculite, hold the catalytic substrate more safely at low temperatures. As the temperature increases, the substrate inside the converter remains with decreasing force. Non-intumescent meshes can be used not only in high-temperature applications, which can not withstand high mounting pressures (thin-walled substrates), but also in low-temperature converters, such as those in diesel engines. Since they are not dependent on vermiculite expansion, they do not require oven treatment in low temperature diesel converters. Bad hybrids A catalytic converter or improved particulate filter of the present invention may also contain a hybrid mesh. These meshes are known in the art. A hybrid mesh, in one modality, incorporates a two-layer design: an intumescent mesh layer on top of a non-intumescent mesh layer. its attributes and performance are also intermediate, with better mounting pressure at low temperature than intumescent meshes, but higher pressure at high temperatures than non-intumescent meshes. In a preferred embodiment, the improved diesel particulate filter of the present invention comprises a hybrid mesh, for use in both light duty and heavy duty applications. Bad Wire Mesh Stainless steel woven wire mesh can be used instead of fiber meshes to pack ceramic catalyst substrates. Wire mesh is often considered to have less favorable mounting pressure characteristics than fiber meshes, but is still used in some catalytic converters (traditionally, the wire mesh has been used by Ford). Seals are always required at the ends with the wire mesh to prevent the gas from getting around the substrate.

Auxiliary heat source As another example embodiment configuration in addition to those already described, the filter element could include the addition of a series of electric heating bars added to the substrate after the catalyst has been applied. Preferably, the heating elements are applied after the catalyst to prevent the curing process from damaging any electrical contact. In one embodiment, heating elements or bars are placed approximately 0.6 cm (1/4 inch) apart from each edge or any desired distance. In certain embodiments, a wire mesh configuration or other heating element described herein, which is positioned perpendicular to the gas flow direction and installed during the formation of the virgin fiber could also be used. The electrical contacts could be protected with Nextel cloth or a similar material. The heating elements could be activated before a motor is started as a preheater and could remain in operation, either partial or total, until the temperature of the exhaust exceeds the temperatures achieved by the auxiliary heating elements. The use of an auxiliary heating source applied to the base of the filter can be useful to increase the temperature inside the base of the filter and / or to evenly distribute the additional heat throughout the base of the filter, making it more efficient. The auxiliary heat source can be constituted by heating elements with electrical resistances. The heating elements can have a configuration of a bar that can be inserted after the formation of the filter base or during the Sol-gel process. The base of the filter may have one or more heating elements applied and the heating elements may be heated simultaneously, independently, and in a cyclic series, with a pattern, or random. The heating elements could be in the form of a wire mesh configuration that can be inserted during or after the formation of the filter base. The filter may employ the use of a single wire mesh or a plurality of wire mesh heating elements, and those heating elements may be heated simultaneously or individually. Additionally, the mesh heater elements can be heated in a cyclic series, with a pattern, or random. The heating elements can also use bars, spirals or helical configurations inserted during or after the formation. The base of the filter may incorporate one or more helical or helical heating elements, which may be heated simultaneously or independently, including the use of a cyclic series, with a pattern, or random. Finally, the base of the filter may incorporate a combination of any of the heating elements previously described. In addition to the heating elements with electrical resistors described above, the auxiliary heat source can also use heating elements with infrared heat or microwaves. The various heat sources can be implemented within the base of the filter alone, or they can be used to heat the base of the filter as an external heating element. Again, various sources of heat can be applied independently or in combination with any other heating elements or sources. The base of the filter can be housed in a housing with sufficient durability to protect the base of the filter from normal impacts encountered with vehicle transportation. This housing may include a common metal housing, such as stainless steel, steel or any other metallic alloy. The material can also be non-metallic, including carcasses made of ceramic. The base of the filter can be encapsulated in insulation or filling before being placed in the housing. The present invention may also incorporate a heat shield.

The inlet and outlet tubes of the filter base can be coated with an oxidation catalyst. The catalyst can make the radiation process faster, which results in a complete treatment of the emissions in the system in a much faster time. The catalysts can be noble metal catalysts, including those that are based on platinum, palladium or rhodium, as well as others. The catalyst can be applied directly to the surface of the filter base. The application of the catalyst can be sprayed, applied by immersing the base of the filter in a solution, or injected into the base of the filter itself. The use of an oxidation catalyst will promote the ignition of the particulate material at a lower temperat In addition, a catalyst can also be used as a supplementary heater within the filter base itself. The filter emission system can be integrated with the exhaust route of the engine, including integration into the exhaust manifold of the engine itself. Because the base of the filter is so durable to heat and vibration, it can be placed immediately following an engine exhaust as it exits the engine block. The unique ability of the filter base to withstand high temperat and increased vibrational stress allows the placement of the present invention much closer to the engine. Close placement provides advantage over conventional catalytic converters or exhaust filters, which can not withstand these high temperat or vibrational stresses. While the invention has been described in detail and with reference to its specific embodiments, it will be apparent to those skilled in the art that various changes and modifications can be made therein without departing from the spirit and scope of the invention. Thus, it is intended that the present invention cover the modifications and variations of this invention, provided they are within the scope of the appended claims and their equivalents.

Specific Modes of a Catalytic Converter The catalytic converter and particle filter of the present invention are further illustrated by the following specific non-limiting embodiments. A number of specific embodiments mentioned herein, exemplify, but do not necessarily limit, the scope of the invention. A catalytic converter of the present invention can be used in any number of engines and vehicles. Thus, in one embodiment, a catalytic converter of the present invention is suitable for use in a vehicle or engine produced by any of the following companies: Daimler-Chrysler; Chrysler; Dodge; Eagle; Jeep; Plymouth; General Motors; AM General (for example, HUMMERs); Buick; Cadillac; Chevrolet; Geo; GMC; Hummer; La Salle; Oldsmobile; Pontiac; Saturn; Ford; Continental; Lincoln; Mercury; Ace Motor Corp; American Motors; Avanti BMW; Daimler-Chrysler; Fiat; Ford; GAZ; General Motors; Sling; Mitsubishi; Renault; Peugeot; Toyota; and Volkswagen Group, others include Holden; Lightbum; Hartnett; Alpha Sports; Finch; Fence Australian Kitcar; FPV; Bavariacars; Birchfield; G-Force; Bomac; Bullet; Homebush; Carbontech; HSV; Classic Glass; Kraftwerkz; Classic Revival; Cobra Craft; Piper; Daktari; PRB; Daytona; Python; Deuce Customs; RCM; Devaux; RMC; DRB; Roaring Forties; The end; Robnell; Evans; Austro-Daimier; OAF; Puch; Steyr; Steyr-Daimler-Puch; FN; Germain; Miesse; Minerva; Nagant; Vivinus; Gurgel; Cougar; A-E; AC; Allard; Alvis; Ariel; Armstrong Siddeley; Ashley; Aston Martin; Austin; Austin-Healey; Bentley; Berkeley; Bond; Bristol board; BSA; Caterham; Clan; Daimler; Dellow; From Lorean; He goes; F- L; Fairthorpe; Ford; Frazer Nash; Gilbem; Ginetta; Gordon-Keeble; Hillman; Humber; Jaguar; James and Browne; Jensen; Jowett; Lagonda; Lanchester; Land Rover; Lea- Francis; Lister; Locost; Lotus; M-R; Frames; McLaren; MG; Morgan; Morris; Mini; Ogle; Panther; Peerless / Warwick; Piper; Range Rover; Reliant; Riley; Rochdale; Rolls-Royce; Rover S-W; Singer; Standard; Sterling; Sunbeam; Swallow; Talbot; Twister; Trident; Triumph; Turner; TVR; Vanden Pias; Vauxhall; Wolseley; Bricklin; McLaughlin; Aero; Jawa; Laurin & Klement; Prague; Skoda; Tatra; Walter; Kewet; Elcat; Valmet; RaceAbout; Amilcar; Alpine, aka. Alpine-Renault; Bonnet; Bugatti; CD; CG; Citroen; DB; From Dion-Bouton; Delage; Delahaye; Delaunay-Belleville; Facel Vega; Gordini; Hispano-Suiza; Hotchkiss; Peugeot; Renault; Rosengart; Simca; Sizaire- Naudin; Talbot; Tract; Venturi; Voisin; A-G; Amphicar; Audi; Auto-Union; BMW; Fendt; Glas; Goggomobil;; Heinkel (Heinkel Trojan); Horch; Kasbohrer-Setra; Kleinschnittger; MAN; Magirus; Maybach; Mercedes Benz; Merkur; Messerschmitt; Neoplan; NSU; Opel; Porsche; S-W; Smart; Stoewer; Titan; Trabant; Volkswagen (VW); Wartburg; Wanderer; Thomond; Bajaj Tempo; Hindustan; Mahindra; Maruti; Premier; Reva; Storm; Sipani; Tata; Abarth; Alpha Romeo; Autobianchi; Bugatti Automobili SpA; From Tomaso; Diño Ferrari; Fiat; Iso; Innocenti; Isotta Fraschini; Itala; Lamborghini; Lancia; Maserati; OM; Piaggio; Qvale; Vespa; Zust; Daihatsu; Honda (also Acura); Isuzu; Mazda; Mitsubishi; Mitsuoka; Nissan aka.

Datsun (also Infiniti); Subaru; Suzuki; Toyota (also Lexus); Proton; ACE; TO ME; AMM; Bufori; Inokom; Naza; Perodua; Swedish Assembly; Tan Chong; TD 2000; Donkervoort; Spyker; DAF; Pyonghwa; Tokchon; Kewet; Think aka. Pivco; Troll; Syrena; UMM; Ring; Dacia Martha; Oltcit; Volga; Moskvitch; GM Daewoo Motors; Hyundai Motor Company; Kia Motors; Renault Samsung Motors; SsangYong Motor Company; Nilsson; Nordic Uhr; S.A.M .; Saab; Scania; Thulin; Tidaholm; Tjorven (marketed as Kalmar in the export market); Volvo; and Yugo. Catalytic or filtering silencer In another embodiment, the present invention is also directed to a catalytic muffler that contains a catalytic or filtering substrate of the present invention. As described herein, the catalytic substrate or filter substrate is housed together with a silencer in a single housing. In one embodiment, the catalytic muffler of the present invention includes a catalytic muffler of known design, in which the catalytic substrate of the prior art is replaced with the catalytic substrate of the present invention. Suitable known catalytic silencers include those described in 6,622,482; 6,604,6004; 6,341,662; and 4,457,895. Exhaust Systems In another embodiment, the present invention is directed to an exhaust system that includes a catalytic substrate of the present invention. An exhaust system usually has a number of components. The exhaust system includes a motor and an appropriate means to direct the gas emissions out of the engine. The exhaust system includes an internal combustion engine and a duct to direct the exhaust gas away from the emission ports of the combustion chamber. Other optional components of an emission system include an exhaust manifold, a silencer and an exhaust pipe. In another embodiment, the present invention is directed to an exhaust system that includes a filtering substrate of the present invention. In another aspect, the present invention is directed to an improved exhaust system, which utilizes a catalytic substrate of the present invention. In another aspect, the present invention is directed to an improved exhaust system utilizing a filtering substrate of the present invention. The exhaust system of the present invention is suitable for use with any of the following: 1) motors, equipment and mobile road vehicles, including automobiles and light trucks; motorcycles for motorway and street, three-wheeled motorcycles; heavy duty motorway engines, such as trucks and buses; 2) motors, equipment and off-road mobile vehicles, including compression-ignition engines (agriculture, construction, mining, etc.); small ignition engines with spark plugs (lawn mowers, leaf blowers, chain saws, etc.); large ignition engines with spark plugs (forklifts, generators, etc.); diesel marine engines (commercial ships, diesel recreational ships, etc); marine ignition engines with spark plugs (boats, personal crashes, etc.); recreational vehicles (snow trolleys, off-road bikes, etc.); locomotives; aviation (aircraft, ground support equipment, etc.); and 3) stationary sources, including hundreds of sources, such as power plants, refineries, and manufacturing facilities. In another embodiment, the invention is directed to an exhaust system comprising a substrate, a catalytic converter, particulate filter or catalytic silencer of the present invention. Other suitable exhaust systems of the present invention include those used in certain marine vehicles. The catalyst is typically placed in an exhaust pipe that comes from the engine. This exhaust pipe goes through a chamber in the hull of the ship until an exit near the stern. This arrangement causes the exhaust pipe to be susceptible to vibration, especially with substrates of the prior art. In addition, in personal vessels, the amount of space in which the engine can be placed is limited, so that the ship is maintained with small dimensions and a low center of gravity. Moreover, certain substrates of the prior art, such as cordierite, should not be placed too close to the engine (overheating and melting is possible). A marine vehicle emission system containing a catalytic converter or particle filter of the present invention can solve one or more of these problems. The catalytic converter is smaller than a catalytic converter of the prior art, but has substantially the same efficiency for removing and / or filtering contaminants. See, for example, U.S. Patent No. 5,983,631 (Yamaha Hatsudoki Kabushiki Kaisha). In other embodiments, the exhaust system of the present invention comprises one or more additional devices or methods for post-treatment that are used to reduce or limit contaminants that are emitted from an exhaust system. Suitable devices and methods include CRT, EG R, SCR, ACERT and the like. For example, in one embodiment, the exhaust system comprises a catalytic converter of the present invention and a CRT. The exhaust system may further comprise an SCR system. Additional combinations and variations are possible and are understood to be within the scope of the invention. In another embodiment, the present invention is directed to an exhaust system containing a NOx adsorber having a catalytic substrate containing an nSi RF-C compound and a catalyst. The main catalyst is placed partially or totally inside the head of an engine. In one embodiment, the main catalyst contains a catalytic substrate of the present invention, wherein said substrate has a density of about 1 93 kg / m 3 (1 2 Ibs / ft 3), has a porosity of about 97%, has an expansion low thermal, has a high structural integrity, has low heat conductance. In a preferred embodiment, the primary catalyst contains approximately 94 cells / cm 2 (600 cpsi) and has a wall thickness of approximately 1 52 microns (6 mil). The main catalyst in this embodiment has a wall-flow configuration. In a preferred embodiment, the main catalyst has a channel. In a preferred embodiment, the catalytic substrate channels of the main catalyst are made using the comb method. Additionally, in this embodiment, the catalytic substrate includes an optional coating. In this mode, the main catalyst is able to catalyze both oxidation and reduction of pollutants, for example, has a catalyst capable of oxidizing contaminants, and has a catalyst capable of reducing pollutants. In a preferred embodiment, the combination exhaust system for NOx includes an intumescent mesh. The main catalyst can be used in all internal combustion engines. The NOx combination system is preferably used without fuel carrier catalysts. Generally, the combination exhaust system for NOx has the substrate located near the silencer, although other locations are possible. In another embodiment, the present invention is directed to an improved vehicle, said embodiment comprising a catalytic converter or a particulate filter according to the present invention. The improved vehicle includes in ous embodiments, any of the specific embodiments of catalytic converters and particle filters described herein. Appropriate examples of improved vehicles include vehicles manufactured by one or more of the following companies: Daimler-Chrysler; Chrysler; Dodge; Eagle; Jeep; Plymouth; General Motors; AM General (for example, HUMMERs); Buick; Cadillac; Chevrolet; Geo; GMC; Hummer; La Salle; Oldsmobile; Pontiac; Saturn; Ford; Continental; Lincoln; Mercury; Ace Motor Corp; American Motors; Avanti BMW; Daimler-Chrysler; Fiat; Ford; GAZ; General Motors; Sling; Mitsubishi; Renault; Peugeot; Toyota; Volkswagen Group; and Yugo. Examples Example The residence time, or combustion time, is the amount of time that the hydrocarbons of the exhaust emissions support within the emission filter until combustion or oxidation is complete. The residence time of the present invention is significantly better than that of conventional systems. Figure 19 provides a graph of residence times 1902, 1904, 1906, 1908, required to consume or burn soot at temperatures of 326.85 ° C, 626.85 ° C, 726.85 ° C and 626.85 ° C (600 ° K, 900 ° C). K, 1000 ° K and 1200 ° K), respectively.

The more kinetic energy the particles possess, the higher the probability of a successful reaction. As shown in Figure 19, the residence time 1902 for consuming or burning soot having a soot mass of 0.9 to 326.85 ° C (600 ° K) is much longer than the 1908 residence time at 926.85 ° C. (1200 ° K). The longer the residence time, the smaller the allowable processing volumes and the greater the risk of more particles accumulating in the filter and clogging its pores. The clogging can also be a result of the overheating of the ceramic material to the melting point, which blocks or clogs the pores. The values of residence time 1902, 1904, 1906 are indicative of cordierite samples. The residence times 1902, 1904, 1906, range from approximately two minutes to twenty hours to complete the combustion. The residence time 1908 represents one embodiment of the present invention and only requires approximately 0.75 seconds to complete the combustion. Example 2 Substrates Substrates 1 to 7 were prepared, as described herein. AETB-12 was purchased from COI Ceramics and used as the nSiRF-C material of choice with a density of 193 kg / m3 (12 pounds / ft3). The substrate / filter was machined from AETB-12 billets with 8 x 8 x 4 measurements using machining methods with standard drill bit drills, described in this patent. The substrate was machined in an indian cylindrical shape with the following dimensions: radius of 5.1 cm (2 inches), length of 2.5 cm (1 pu lgada). Channels were drilled for flow through, flow per network and mixed with flow through / flow per wall in the standard substrate using CNC drilling methods described in this patent and known in the art. A stainless steel drill bit with a diameter of 0.1 mm (0.042") at 1000 RPM was used to drill the channels.During the drilling process, it was observed that due to the high emissivity and thermal conductivity of the material , the drill was exposed to high temperature environments, which led to damage and eventual fusion of the drill bits The thickness of the walls was not measured Substrates 1 and 2 had a flow through configuration.

Substrates 3-6 had a flow configuration per wall. Substrate 3 had approximately 25% of the channels as flow through and approximately 75% as flow per wall. Substrate 4 had approximately 50% of the channels as flow through and approximately 50% as flow per wall. Substrates 5 and 6 had approximately 75% of the channels as flow through and approximately 25% as flow per wall. Some of the substrates were coated with an alumina coating, followed by a catalyst coating in a 5: 1 ratio of Pt: Rh. Specifically, substrates 1, 2, and 7 were not coated with any chemical substance. Substrates 3, 4, 5, and 6 received a niform coating using standard techniques known in the prior art. The coating mass applied to each substrate is provided in the column entitled Coating Mass. After coating, substrates 3, 4, 5 and 6 were applied to a catalyst mixture containing 5: 1 Pt / Rh, using standard methods. The mass of catalyst mixture applied to each substrate / filter is provided in the column entitled Mass of the Catalyst (g / m3). Coated substrates and fillers of precious metal catalysts were placed within the housing using techniques known in the prior art. Number Weight Coating Amount On Mass of H20 Abs. Moist Mass of the estimated wet (g) coating (g) substrate substrate catalyst net of (g / cm3) Weight H20 Abs (g) dry (g) coating (g / cm3) (g) g / cm3 1 29.0 178.5 149.9 0.178 63.0 0.165 2 28.9 182.0 153.1 0.183 65.3 0.177 3 30 158.0 128.0 61.0 167.4 164.9 24.3 Pt 0.153 0.153 0.517 4.8 Rh 4 30.4 163.3 132.9 61.9 168.4 155.1 21.8 Pt 0.158 0.153 0.519 4.4 Rh 5 30.3 165.7 135.4 62.0 169.8 170.4 25.3 Pt 0.161 0.154 0.524 5.1 Rh 6 30.9 184.6 153.7 67.3 202.5 31.6 Pt 0.183 0.177 6.3 Rh Prom = 0.52 Prom = 30.9 D / S = 0.23 D / S = 5.0 N = 3 N = 4 7 24.3 105.1 80.8 0.151 44.6 0.155 99.7 20.2 Pt 4.0 Rh Example 3 Preparation of catalytic and filter substrates Substrates / filters were prepared exactly as described in Example 2, unless explicitly stated otherwise. In a marked difference with the substrates / filters of Example 1, advance to a final depth of 1.9 cm (3/4 inch) in the 2.5 cm (1 pu lgada) lock. The comb assembly was taken out of the CNC, and the opposite comb assembly (mirror image) was mounted on the CNC driller, and the same process was used for the chopping method. The final result of this machining methodology is 94 cells / cm2 (600 cpsi) with walls of 1 52 microns (6 mil) and overlap of flow per wall of 1 .3 cm (1/2 inch). As shown in Figure 28, the dimensions of the substrate / filter in the flow-through-wall configuration were 2.5 cm in diameter by 2.5 cm in thickness (1 inch x 1 inch), and the pattern within the billet was square. 2 cm x 2 cm (0.8"x 0.8"). This substrate was used to perform a successful delta-P test at an early stage to observe the pressure drop observed in a N2 gas flow due to the obstruction in the flow caused by the wall flow configuration. Figure 29 demonstrates the pressure drop measured in a flow measurement system in the reactor tube as a function of the gas flow rate for temperatures of 27 ° C, 29 ° C and 400 ° C. Figure 30 shows the pressure drop measured in the same reactor as a function of temperature at a constant flow rate of 125 SLPM. These initial results were positive, and indicate that nSiRF-C substrates / filters do not generate high differential pressure in the wall-flow configuration. Example 4 Preparation of catalytic and filter substrates Substrates / filters were prepared exactly as described in Example 12, unless explicitly mentioned otherwise. In a marked difference with the substrates / filters of the Example 1, three different substrates were generated using AETB-11, AETB-12 and AETB-16 billets purchased from COI Ceramics with densities of 177, 193 and 257 kg / m3 (11, 12 and 16 pounds / ft3), respectively. For the substrate / filter created from AETB-11, a final depth of 1.9 cm (3/4 inch) is advanced in the 2.5 cm (1 inch) block. The comb assembly was taken out of the CNC, and the opposite comb assembly (mirror image) was mounted on the CNC driller, and the same process was used for the chopping method. The final result of this machining methodology is 94 cells / cm2 (600 cpsi) with walls of 152 microns (6 mil) and overlap of flow per wall of 1.3 cm (1/2 inch). For the substrates / filters created from AETB-12 and AETB-16, a final depth of 2.2 cm (7/8 inch) is advanced in the 2.5 cm (1 inch) block. The comb assembly was taken out of the CNC, and the opposite pei ne set (mirror image) was mounted on the CNC driller, and the same process was used for the chopping method. The fine result of this machining methodology is 94 cells / cm2 (600 cpsi) with walls of 1 52 microns (6 mil) and flow overlap per wall of 1.9 cm (3/4 inch). The dimensions of all substrates / filters tested at this stage were 2.5 cm in diameter by 2.5 cm in thickness (1 inch x 1 inch). The substrates were exposed to another delta P test at an early stage to observe the pressure drop for the material density of the substrates and the configuration of flow per wall as a function of the space velocity per hour. This particular test was performed at a temperature of 500 ° C (932 ° F). The results of our tests are summarized in figure 31. In addition to the observed data for our substrates / filters of AETB-1 1, AETB-1 2 and AETB-1 6, the results reported by Corning were observed for their cordierite substrates / filters with flow through 400 / 6.6 and for Cordierite DPT 200/1 2 (wall flow configuration). The Corning data was obtained through Corning's technical reports. Our results indicate that while Corning's DPT in wall-flow configuration causes excessive differential pressure compared to the cordierite filter with flow through, our n-RF-C filters generate differential pressure equiv- alently to the cordierite substrate with flow through, even when they are used in a wall flow configuration. It can be inferred that since the differential pressure has been a great problem in the PTs of flow per wall, as seen in Figure 31, the use of a DPT made of nSi RF-C materials, as shown in FIG. Invented in this patent, it constitutes an excellent alternative. Addition- ally, it is also observed that a comparison of the differential pressures observed with the substrate / filter of AETB-1 1 against the substrates / filters of AETB-1 2 and AETB-1 6, allows us to infer that the increase in "overlapped" channel length leads to better differential pressure performance. Figure 32 is the same test performed at an operating temperature of 593 ° C (1 1 00 ° F), and the trends in the results are almost identical. Example 5 Preparation of catalytic substrates and fillers Substrates / filters were prepared as described in Example 2, unless otherwise explicitly mentioned. AETB-12 was purchased from COI Ceramics, and was used as the nSiRF-C material of choice, with a density of 1 93 kg / m3 (1 2 pounds / ft3). A laser-based channel perforation technique was tested to generate holes at 468 channels / cm2 and at 4680 channels / cm2. The holes were drilled using a DPSS laser system as described in this patent, and in prior art related in any other document. The holes generated using a high power pulsed laser system were square in shape, and due to the particular configuration, had a high front surface area. The presence of a large frontal surface area (caused by a large value of the wall thickness of the channels), was obvious in the delta P tests carried out using the same test flow reactor as described in Example 3. It was noted that for the stage prototype created using laser-based drilling techniques was a success, the delta differential pressure had to be brought to a value less than 25.4 centimeters (10 inches) of water. Additional modifications can be made to decrease (or increase) cell density and alter wall thickness as prescribed by the needs of the application.

Figure 33 shows the change in pressure as a function of the gas flow rate N2 for the substrate / filter of AETB-1 2 with a density of 4680 cells / cm2 (30,000 cpsi) at 27 ° C and at 400 ° C. Figure 34 shows the change in pressure as a function of operating temperature for various N2 gas flow rates for the substrate / filter of AETB-1 2 with a density of 4680 cells / cm2 (30,000 cpsi). Figure 35 shows the change in pressure as a function of the gas flow rate N2 for the substrate / filter of AETB-1 2 with a density of 468 cells / cm2 (3,000 cpsi) at 29 ° C and at 400 ° C . Example 6 Diesel Particulate Filter The substrate is created using the AETB formulation and is formed into a billet having the dimensions of approximately 33 cm x 33 cm x 1 3 cm (1 3 x 1 3 x 5 inches) , with a density of approximately 1 29 kg / m3 (8 pounds per cubic foot). From the billet, a 1 cm 2.7 cm (5 inch) Indian piece that is approximately 1 5 cm (6 inches) in diameter is cut using a diamond tipped saw. This substrate is further machined to exact tolerances (within 0.003 cm (0.001 inches) on a rotating lathe, then a plurality of channels are formed on the substrate to form a substrate containing 94 channels per cm2 (600 channels per square inch). ) and which has a flow-per-wall configuration.The channels are formed using the combined drilling and comb techniques described here.The channels are square-shaped, with a dimension of approximately 1 52 microns per 1 52 microns (6 thousand x 6,000) The adjacent walls of the adjacent channels are substantially parallel to one another.The channels do not extend through the entire length of the substrate, but are approximately 4.9 inches in length Example 7 Measurements of their gross surface area The first and second cordierite samples have a gross surface area of 1 3 cm2 / cm3 and 1 8 cm2 / cm3 (33.2 and 46.97 inch2 / inch3), respectively. cube of a centimeter on the side of the first sample of cordierite, there is 1 3 cm2 of surface to place the loads of precious metal. A sample of a substrate of the present invention has a gross surface area of 33 cm2 / cm3 (83.58 inch2 / inch3). The raw wall volumes for both the first and the second cordierite sample are 0.3 cm3 / cm3 (0.31 1 inch3 / inch3). The raw wall volume of the substrate of the present invention is 0.27 cm3 / cm3 (0.272 inch3 / pu lgada3). Although the value is lower than the first the second cordierite samples, the present invention has a much greater porosity and permeability, making the gross volume of smaller wall more efficient. Example 8 Activity test An activity test measures the amount of contaminants entering and leaving the filter. In an activity test, a sample filter is placed in a reactor, and gases are pumped at a known flow rate and temperature through the material. The activity test then measures the amount of pollutants that come out of the filter. With reference to Figure 24, the activity test of an example of substrate 241 0 of the present invention and a sample of cordierite 2420 are shown. The test measured the activity of toluene at a concentration of 500 ppm and a space velocity of 40,000. per hour . The cell density of the two samples was 62 cells / cm2 (400 cpsi) in both cases. The test illustrates that the substrate 241 0 of the present invention has a faster ignition time and a significantly lower temperature than that of the cordierite sample 2420. The substrate 2410 achieved 85% destruction at a temperature of approximately 168 ° C. (335 degrees Fahrenheit) in about three to four seconds. Cordierite 2420 achieved 85% destruction at approximately 193 ° C (380 degrees Fahrenheit). Then substrate 2410 achieved 90% destruction at approximately 182 ° C (360 degrees Fahrenheit) in approximately four to five seconds. Cordierite 2420 achieved 90% destruction at approximately 232 ° C (450 degrees Fahrenheit in approximately eight seconds.) Substrate 2410 achieved a substantially 100% destruction at approximately 218 ° C (425 degrees Fahrenheit) in approximately five seconds. that cordierite 2420 will achieve substantially 100% destruction at approximately 426 ° C (800 ° F) in approximately 28 seconds Example 9 Permeability of a catalytic substrate The permeability of an exemplary embodiment of example 2 of the present invention is approximately 1093 cd (centidaries) Other test values were above the maximum amount measured by the test equipment Compared with conventional systems, a cordierite sample has a permeability of 268 cd Example 10 Test of a catalytic converter Example 2 In a similar way to the activity test, the EPA uses a test known as the Federal Procedure for Test ("FTP") 75, which currently assembles the filter on the exhaust pipe of a vehicle and handles the car under specified conditions. The EPA uses this test to certify vehicle emissions. The FTP75 tests the vehicle conditions in three phases. The first phase includes starting and maintenance without stopping and handling for 505 seconds. This phase reflects the conditions experienced at the beginning of a trip when the emission control system begins its operation at room temperature and is not performed at optimum levels (ie, the catalyst is cold and has not reached the necessary "on" temperature to efficiently control the emissions that come from the engine), until part of the way during the trip. The second phase includes 864 seconds of operation with a maintenance without stop, restart, and five extra seconds for sampling. This phase reflects the condition of the engine when the vehicle has been in continuous operation long enough for all systems to have reached stable operating temperatures. The vehicle then has a stabilization time of between 540 seconds and 660 seconds. This stabilization time reflects the condition of an engine that has been turned off and has not cooled down to ambient conditions. The third phase is a start and maintenance without stopping and handling for 505 seconds Under these circumstances, the engine and the catalyst are hot and, although they are not at the peak of operational efficiency when arracan, still have significantly improved emissions performance with respect to cold start mode. Example 1 1 Thermal test of a catalytic substrate. The thermal conductivity of an exemplary embodiment of the present invention is about 0.0604 Watts / m- ° K (Watts of energy per meter thickness and Kelvin grade changed). in comparison, a cordierite sample has approximately from 1.3 to 1.8 Watts / m ° K. These results indicate that if 1000 watts of energy is lost from a given volume of cordierite material, only 33 watts of the same volume of the material of the present invention will be lost. Thus, the material of the present invention has a thermal conductivity thirty times greater than cordierite. The specific heat of an exemplary embodiment of the present invention is about 640 J / kg-K (Joules per kilogram-Kelvin). A sample of cordierite is approximately 750 J / kg-K. Even though cordierite has a higher specific heat, cordierite filters have a larger mass than heating. The result is that more heat energy is needed to reach the operating temperature, which makes the cordierite less efficient. A multi-use temperature limit is the maximum temperature at which a substance can be subjected to a plurality of times in any event. The more high the temperature at which a substrate can continue to operate without micro-fracture or spallation, the lower the probability that the substrate will break or agitate over time. This in turn means that the substrate is more durable over a wider temperature range. A higher temperature limit is preferred. The multi-use temperature limit of a mode example of the present invention is 2,980 degrees Celsius. A sample of Cordierite has approximately 1,400 grams Celsius. Thus, the material of the present invention can withstand more than twice the temperature that the cordierite can withstand before breaking. This allows the material to work in a wider range of exhaust environments. The coefficient of thermal expansion is a ratio of the increase in length (linear coefficient), area (surface) or volume of a body for a given temperature increase (usually from zero to one degree Celsius) with respect to the length, area or original volume, respectively. These three coefficients have approximately a ratio of 1: 2: 3. When it is not specifically expressed, it is understood that the cubic coefficient is used. The less a substrate expands when heated, the less likely it is to spill, fracture or damage the filter assembly. A low thermal expansion is preferred to ensure that the substrate maintains its dimensions even when heated or cooled. The coefficient of thermal expansion for an exemplary embodiment of the present invention is approximately 2.65 x 1 0"6 Watts / mK (Watts per meter-degree Kelvin) .A sample of cordierite is approximately 2.5 x 1 0" 6 Watts / mK up to 3.0 x 1 0"6 Watt / mK The thermal expansion of the material of the present invention is less than ten times that of the cordierite.The coefficient of thermal expansion of the substrate is preferably, in one embodiment, compatible with the coefficient of Thermal expansion of the coating If the coefficient of thermal expansion is not similar, the coating will spall delaminate, peel or detach from the substrate, resulting in precious metals scattering or clogging the pore spaces. eventually at increased differential pressure, overheating and system failure Example 12 Structural integrity The traction module of the AETB-1 2 is approximated 2.21 M Pa (mega pascal pressure, which is equivalent to approximately 1,000,000 times the pressure of one atmosphere of pressure). A sample of cordierite is approximately 25.0 M Pa. Although cordierite is approximately 1 0 times stronger, the material of the present invention can withstand 200,000 atmospheres of pressure before breaking. This value is sufficient for the uses described here. Example 1 3 Acoustic test Acoustic attenuation can be defined as the decrease in thickness, thinness, emaciation, decrease in density, decrease in force or intensity, or weakening. In one embodiment of the present invention, acoustic attenuation is the ability of the substrate to attenuate or decrease the acoustic energy in an engine exhaust. A substrate of the present invention can replace or complement a motor muffler assembly, as described herein, thereby decreasing exhaust noise and exhaust system costs. A high acoustic attenuation is preferred. Currently, there are no accredited laboratory tests that can be applied to the present invention in any configuration. All acoustic tests of the American Society for Testing and Materials ("ASTM") apply to a large space such as a soundproof room, and not to a material. However, in a simple test using a sound meter, it was found that the noise of the cars is at least 25 decibels less than that of vehicles with conventional muffler when a substrate of the present invention is in the exhaust system. For reference, 1 1 0 decibels is the level that will cause permanent damage to human ears, and 60 decibels is the amount of noise in a luxury car stopped with the windows raised. Example 14 Comparison with substrates of the prior art A sample of an appropriate nSiRF-C (AETB-12) was compared with cordierite and SiC, measuring a number of attributes.

Example 1 In one embodiment, the substrate of the present invention has 94 cells / cm 2 (600 cpsi) with networks of 1 52.4 microns (6 ml) in thickness. The cell density of a sample substrate of the present invention is compared to two cordierite samples. In comparison, the first and second samples of cordierite have 1 6 cells / cm2 (1 00 cpsi) with walls of 432 microns (1 7 thousand) thick and 31 cells / cm2 (600 cpsi) with walls of 305 microns (1 2 thousand), respectively. In comparison, the substrate of the present invention has 94 cells / cm 2 (600 cpsi) with walls of 1 52.4 microns (6 mil). In this modeling example, the substrate is drilled with 0.1 cm (0.04 inch) diameter channels separated every 0.2 cm (0.06 inches) throughout the filter. These channels are smaller than conventional cordierite channels. The result is a greatly increased surface area compared to cordierite, even without taking into account the existing surface area in the massive pore space of the substrate material. The channels are preferably "blind" channels. The emission of the exhaust is forced to pass through the walls of the channel, instead of flowing in and out of the channels without reacting with the catalyst. The channels are drilled using a CNC drill, which is controlled by computer to maintain uniformity. The drilling process is carried out under a constant water shower to prevent the dust from becoming present in the environment, which is a risk established by OSHA, and can enter the drill bearings and destroy it. The perforated substrate is dried in the furnace or any water or other liquid that may reside in the pore space is removed by baking before any catalytic applications. The baking time is not variable, and water evaporation can be determined simply by weighing the substrate. The baking time primarily accelerates the dehydration process. After heating the filter element during different intervals, the weight will decrease and the substrate is ready for any catalyst application or coating. Glossary As used herein, the term "substrate" refers to a solid surface on which contaminants can be converted to non-contaminants. It is understood that a substrate includes a filter element, a catalytic substrate or a filter substrate. As used herein, the term "high grade refractory fiber" refers to. As used herein, the term "sintered" refers to material that has been heated without melting. As used herein, the term "non-woven" means that there is no pattern of interlacing or interweaving of the fibers present. As used herein, the term "billet" refers to a non-formed or unmachined block of substrate material. As used herein, the term "raw billet" refers to a billet that has not been cured. As used herein, the term "its front surface" refers to the surface through which the fluid enters the substrate. In certain embodiments, the channels have openings in the front surface and the channels are perpendicular to the front surface. As used herein, the term "back surface" refers to the surface through which fluid leaves the substrate. In certain embodiments, the channels have openings in the rear surface and the channels are perpendicular to the rear surface. As used herein, the term "thousand" refers to a unit of measurement that is equivalent to 25.4 microns (one thousandth of an inch). As used herein, the term "ignition temperature" refers to the temperature at which the conversion of the reaction in the catalytic converter is 50%. That is, the ignition temperature is the temperature at which 50% of one or more pollutants, or alternatively all pollutants, they become non-polluting. As used herein, the term "q uemar" refers to a process of combustion of particulate material and other material that is filtered by a substrate. For example, burning can occur in a diesel particulate filter (DPF). As used herein, the term "channel" refers to the number of channels present in a square centimeter cross section in the substrate. The term cells per square centimeter is synonymous. As used herein, the term "channel configuration" refers to the three-dimensional shape of the channel. As used herein, the term "PM" refers to particulate material. Common measures of PM include PN-1 0 and PM2.5. As used herein, the term "gross surface area" is the total surface area and represents the surface area in which precious metals can be impregnated in one cubic meter. As used herein, the term "two-way catalytic converter" refers to a catalytic converter that only oxidizes the gas phase contamination of HC and CO to C02 and H2O. As used herein, the term "three-way catalytic converter" refers to a catalytic converter that oxidizes CO and HC in C02 and H20, and that also reduces NOx in N2. As used herein, the term "four-way catalytic converter" refers to a catalytic converter that performs oxidation and reduction as described for a three-way catalytic converter, but also traps particles to incinerate them. (Regeneration can occur in active or passive mode). As used herein, the term "thermal conductivity" refers to As used herein, the term "appropriate for use" refers to compliance with the requirements of particular regulatory guidelines. As used herein, the term "transverse distance" refers to As used herein, the term "post-treatment system" refers to As used herein, the term "thermal conductivity" refers to the amount of heat that passes in unit of time through a unit area of a plate of a given material, when their opposite faces are subjected to a unit of temperature gradient (for example, a temperature difference of one degree through of the thickness of a unit). As used herein, the term "protective mesh" refers to any material that is used to provide insulation and / or protection to a substrate. The protective mesh is also called a mat). As used herein, the term "boron binder" refers to an agent present in an nSi RF-C after the sintering process and which comes from a boron binding agent. As used herein, the term "prick" refers to a process for forming or reconfiguring a channel in a substrate by repeatedly pushing a prong in and out of a substrate material until the length of the substrate is obtained. desired channel. Having now fully described this invention, those skilled in the art will understand that it can be performed within a wide range of conditions, formulations and other equivalent parameters, without affecting the scope of the invention or any modality thereof. All patents and publications cited herein are fully incorporated by reference to the present document in its entirety.

Claims (1)

1. CLAIMS 1. A catalytic or filtering substrate comprising a sintered, non-woven refractory fibrous ceramic composite, and a catalyst, optionally further contains a coating, and optionally also contains a plurality of channels. 2. The catalytic substrate of claim 1, further characterized in that said compound contains alumina-bora-silica fibers. 3. The catalytic substrate of claim 1, further characterized in that said compound contains alumina-zirconium fibers. 4. The catalytic substrate of claim 1, further characterized in that said compound contains alumina-boria-silica fibers and alumina fibers. 5. The catalytic substrate of claim 1, further characterized in that said compound contains aluminum oxide fibers. 6. The catalytic substrate of claim 1, further characterized in that said compound contains silica oxide fibers. 7. The catalytic substrate of claim 1, further characterized in that said compound contains alumina-boria-silica fibers, silica fibers and alumina fibers. The catalytic substrate of claim 1, further characterized in that said compound contains from about 50 to about 90% silica, from about 5 to about 50% alumina, and from about 10 to about 25% aluminoborosilicate. 9. The catalytic substrate of claim 1, further characterized in that said compound is a thermal barrier compound enhanced with alumina (AETB). 10. The catalytic substrate of claim 9, further characterized in that said AETB is selected from the group consisting of AETB-8, AETB-12, AETB-14, and AETB-16. 11. The catalytic substrate of claim 1, further characterized in that said compound contains a thermal barrier composite with orbital ceramics (OCTB). 12. The catalytic substrate of any of claims 1 to 11, further characterized in that said compound contains a boron binder. 13. The catalytic substrate of any of claims 1 to 12, further characterized in that said catalyst contains a metal catalyst. The catalytic substrate of any of claims 1 to 13, further characterized in that said catalyst is selected from the group consisting of palladium, platinum, rhodium, mixtures thereof, and derivatives thereof. 15. The catalytic substrate of any of claims 1 to 14, further characterized in that said catalyst is present in an amount from about 0.04 kg / m3 to about 1.79 kg / m3 (1-50 g / ft3). 16. The catalytic substrate of any of claims 1 to 15, further characterized in that said coating contains alumina oxide. 17. The catalytic substrate of any of claims 1 to 16, further characterized in that it contains a plurality of channels extending longitudinally through the substrate, and further characterized in that said substrate comprises a flow-through-wall configuration, a flow configuration at through, or a combination of them. 18. The catalytic substrate of any of claims 1 to 17, further characterized in that it has about 16 channels / cm2 to about 15,601 channels / cm2 (100 - 100,000 channels / inch2). 19. The catalytic substrate of any of claims 1 to 18, further characterized by having approximately 94 channels / cm2 (600 channels / inch2). The catalytic substrate of any of claims 1 to 19, further characterized in that said channels include a square, triangular, hexagonal shape, and furthermore have a substantially rectangular, trapezoidal or triangular cross-sectional area configuration. 21. The catalytic substrate of any of claims 1 to 20, further characterized in that it has a front surface area of about 6.5 cm2 to about 322 cm2 (1-50 inches2). 22. The catalytic substrate of any one of claims 1 to 21, suitable for use in a commercially available catalytic converter or diesel oxidation catalyst (DOC). 23. The catalytic substrate of any one of claims 1 to 21, suitable for use with a stationary motor. 24. The catalytic substrate of any one of claims 1 to 21, suitable for use in a catalyst near the engine, a catalyst adjacent to the manifold or a catalyst before the main converter. 25. The catalytic substrate of any one of claims 1 to 21, further characterized in that it has a density of about 96 kg / m3 to about 257 kg / m3 (6-16 lbs / ft3). 26. The catalytic substrate of any of claims 1 to 25, further characterized in that said substrate has an emissivity from about 0.8 to about 0.95. 27. The catalytic substrate of any of claims 1 to 26, further characterized in that said substrate has a porosity of from about 90% to about 99%. 28. The catalytic substrate of any of claims 1 to 27, further containing an oxygen scavenging oxide. 29. The catalytic substrate of any of claims 1 to 28, further characterized in that said substrate provides a lower pressure drop than the pressure drop produced by the cordierite. 30. A catalytic converter containing a catalytic substrate of any of claims 1 to 29. 31. The catalytic converter of claim 30, further characterized in that said converter is suitable for use in a commercial automobile. 32. The catalytic converter of claim 31, further characterized in that said converter is selected from the group consisting of a main catalyst, a precatalyst, a subsequent catalyst, or a collector catalyst. 33. A particle filter containing a catalytic substrate or filter substrate of any of claims 1 to 29. 34. The particulate filter of claim 33, further characterized in that said filter is a filter for diesel particulates. 35. A method for catalyzing a reaction, which comprises exposing the flow of one or more fluids to a catalytic substrate or catalytic converter of any of claims 1 to 32. 36. The method according to claim 35, further characterized in that the fluid is a gas emission from an internal combustion engine. 37. The method according to claim 36, further characterized in that said gas emission contains one or more of the six criteria pollutants. 38. A method for filtering a gas, comprising exposing a flow of one or more fluids to a filtering substrate, catalytic substrate, particulate filter, or catalytic converter of any of claims 1 to 34. 39. The method of according to claim 38, further characterized in that said fluid is a gas emission from an internal combustion engine. 40. The method according to claim 39, further characterized in that said gas emission contains one or more of the six criteria pollutants. 41 A process for preparing a catalytic or filtering substrate according to any of claims 1 to 29, which comprises heating a plurality of refractory silica fibers, refractory aluminum fibers, and refractory aluminoborosilicate fibers; mixing said fibers, washing said fibers, optionally cutting said fibers in one or more lengths, combining or mixing the staple fibers in a mixture, adjusting the viscosity of said mixture, preferably adding a thickening agent, adding a dispersant, adding the mix a mold, imitate the water of the mixture to form a raw billet, remove the raw billet from the mold, dry the raw billet in an oven, preferably dry at a temperature between about 1 21 ° C and 260 ° C (250-500 ° F), heating, preferably preheating and incrementally heating, the raw billet in an oven at approximately 1 093 ° C - 1 371 ° C (2000 - 2500 ° F); optionally machining said billet; optionally forming a plurality of channels in said billet; optionally adding a catalyst, and optionally adding a coating to form said substrate. 42. A process for preparing a filter substrate according to any of claims 1 to 29, comprising machining a plurality of channels in a sintered non-woven refractory fibrous ceramic composite, further characterized in that said machining comprises using a combined method to form or configure these channels. 43. A filter substrate prepared according to the process of claim 42 or 43. 44. A composition containing refractory-grade alumina fibers, refractory grade silica fibers, refractory grade alumina-lubiasil fibers, water and a catalyst. 45. A composition of claim 44, further characterized in that said fibers have an average length of about 1.0 microns. 46. A composition of claim 44, further characterized in that said alumina will constitute approximately 50 to 90 percent of the inorganic fiber blend, the alumina fiber will constitute approximately 5 to 50 percent of the inorganic fiber blend, and the aluminaboriasilicate will constitute approximately from 10 to 25 percent. 47. An improved engine exhaust system, the improvement consists of a catalytic substrate, a filter substrate, a catalytic converter or a particle filter of any of claims 1 to 34. SUMMARY The present invention in certain embodiments is directed to a catalytic substrate suitable for use in a number of applications, including its use as a substrate in a catalytic converter. Another aspect of the present invention is a filter substrate suitable for use in a number of applications, including its use as a substrate in a particulate filter, such as in a diesel particulate filter (DPF), or diesel particulate trap (DPT). ). The invention also provides an improved substrate for extracting and / or removing contaminants from the combustion gases of combustion engines. The catalytic substrate and the filter substrate provide, in certain modalities, improvements in the elimination of contaminants from a combustion gas. Improvements include one or more of the following: faster ignition period, deep particulate material (PM) filtration, lower differential pressure, less chance of clogging, ability to be placed in multiple locations in the exhaust system, including distributor or head alone, high probability of catalytic reaction, high rates of conversion of NOx, HC and CO, faster burning of PM, minimization of use of catalyst material, and the like.