Filter element for exhaust emission control of internal combusion engines

Abstract: A filter element (24) for reducing the undesirable exhaust emissions of an internal combustion engine comprises a porous filter structure (38) having a plurality of interleaved parallel inlet and exit channels (44, 46) separated by longitudinal porous side walls (52), said porous longitudinal walls permitting the exhaust gases to pass from said inlet channels (44) to said exit channels (46) and said inlet channels (44) collecting therein any carbonaceous particulates, raw gas, unburned hydrocarbons and oil contained in the exhaust gases, wherein said exit channels (46) have a layer (54) of an oxidation catalyst to promote the oxidation of carbon monoxide and unburned hydrocarbons in the exhaust gases disposed on their internal surfaces and extending into the pores of said porous longitudinal side walls (52) so as to increase the surface area of said oxidation catalyst.

Description: The invention relates to the control of emissions from internal combustion engines, and in particular to a filter element for reducing the undesirable exhaust emissions of an internal combustion engine. The 1994 Federal and California Air Resources Board (CARB) requirements substantially reduce the carbon particulate, hydrocarbons and carbon monoxide emission for light duty diesel engines. Wade et al in U.S. Patent 4,538,441 and Rao et al in U.S. Patent 4,544,388 teach the use of a monolithic honeycomb ceramic trap to collect the carbon particulates emitted from a diesel engine then heating an air flow through the ceramic trap using an electric heater to a temperature sufficient to ignite the collected carbon particulates. A monolithic honeycomb structure porous ceramic trap is also described in JP-A 61 129 016 in which the cells form parallel inlet and outlet channels separated by porous walls through which gases pass. The walls of the outlet channels have formed thereon a coating layer of activated alumina to which a catalytic platinum group metal is further applied. JP-A 56 148 607 describes a particle trap for diesel engines comprising a ceramic body having parallel through holes formed therein which are closed at alternate entrances and at alternate exits and have catalyser carried at the entrance and exit portions thereof. In this trap the exhaust gases pass over the catalyst layer only after passing through the walls separating the through holes to filter out the particles. The present invention relates to a filter element for reducing the undesirable exhaust emissions of an internal combustion engine, comprising a porous filter structure having a plurality of interleaved parallel inlet and exit channels separated by longitudinal porous side walls, said porous longitudinal walls permitting the exhaust gases to pass from said inlet channels to said exit channels and said inlet channels collecting therein any carbonaceous particulates, raw gas, unburned hydrocarbons and oil contained in the exhaust gases, said exit channels having disposed along their internal side walls a layer of an oxidation catalyst to promote the oxidation of carbon monoxide and unburned hydrocarbons in the exhaust gases. A filter element of this kind is described in EP-A 0 056 584. According to the present invention, the layer of oxidation catalyst extends into the pores of said porous longitudinal side walls so as to increase the surface area of said oxidation catalyst and provide more intimate contact of the exhaust gases with the catalyst as they pass through the walls from the inlet channels to the exit channels, is about 100 Å to 200 Å thick and is composed of one or more layers of metal crystal platelets having a width in the range from 100 Å to 400 Å and a thickness of about 50 Å to 100 Å. Particularly in the case of a diesel engine, the filter element functions as a particulate trap by filtering carbon particulates from the exhaust gases as they pass therethrough, forming a particulate layer inside the inlet channels, where they can be ignited and burned off during normal operation of the engine with the aid of a fuel additive such as a metal octoate effective to produce a reducible metal oxide which reduces the ignition temperature of the collected carbon particles, as described by Rao in US-A 4 655 037, 4 670 020 and 4 621 593. The layer of catalytic material disposed in the exit channels and extending at least part way into the pores of the longitudinal side walls promotes the oxidation of carbon monoxide and unburned hydrocarbons emitted by the engine, without being poisoned or covered by excessive quantities of carbon particulate, making the catalyst highly effective in removing the unwanted gases from the exhaust. The oxidation catalyst is advantageously selected from the group of metals consisting of platinum, palladium and alloys thereof and the porous filter element may be a monolithic porous ceramic structure. In an embodiment of the invention the porous filter element is enclosed in a canister which includes means for conducting the exhaust gas from the exhaust manifold of the internal combustion engine to the inlet channels of the porous filter element. The invention will now be described further, by way of example, with reference to the accompanying drawings, in which -: Figure 1 is a cross section of a filter element or particulate trap according to the invention, Figure 2 is an enlarged cross section of the filter element, and Figure 3 is a transverse cross section of the filter element. In the following description the filter element (or particulate trap) will be described in relation to its use in a diesel engine. Referring first to Figure 1, the particulate trap 24 consists of a metal housing or canister 36 enclosing a monolithic ceramic filter element 38. The canister 36 has an input collar 40 connectable either directly or after driving a turbocharger to the exhaust manifold of the diesel engine and an output collar 42 connectable to the tailpipe 26. The filter element is composed of a permeable ceramic material, such as cordite. As shown more clearly in Figures 2 and 3, the monolithic filter element 38 has a honeycomb structure consisting of a plurality of parallel channels. The channels are divided into alternating inlet channels 44 and exit channels 46. The inlet channels 44 are open at an inlet end 48 of the filter element 38 and plugged at the exit end 50. Conversely, exit channels 46 are plugged at the inlet end 48 and open at the exit end 50. The inlet and exit channels 44 and 46 are separated by thin porous longitudinal side walls 52 which permit the exhaust gases to pass from the inlet channels 44 to the exit channels 46 along their length. In the preferred embodiment, the inlet and exit channels 44 and 46 have a substantially rectangular cross-sectional shape as shown in Figure 3. Preferably, the rectangular inlet and exit channels 44 and 46 are approximately 20 to 30 cms (8 to 12 inches) long, and 2.1 mm (0.083 inches) wide. However, the length of the inlet and exit channels may range from 5 to 60 cms (2 to 24 inches) and their widths may vary from 1.25 to 3.75 mm (0.05 to 0.15 inches). The honeycombed monolithic element 38 provides a very large filtration surface area per unit volume significantly reducing the size of the particulate filter. The porous walls 52 separating the inlet and exit channels 44 and 46 are approximately 0.43 mm (0.017 inches) thick. The pores in the side walls 52 are small enough to effectively prevent the carbon particulate from passing therethrough so that a layer 54 of carbon particulate and the metal oxide generated by the heating of the organometallic compound in the engine's cylinders are collected on the internal surfaces of the inlet channels 44 as shown. A thin layer 56 of an oxidation catalyst is deposited on the internal surfaces of the exit channels 46. The oxidation catalyst may be platinum, palladium or a platinum-palladium alloy such as used in current automotive catalytic converters. As is known in the art, platinum, palladium, and alloys thereof are catalysts which promote the oxidation of the hydrocarbons and carbon monoxide by-products of the combustion of the fuel in the diesel engine 10 reducing the emissions of noxious and undesirable exhaust gases. The position of the oxidation catalyst in the exit channels 46 is highly effective for the removal of noxious and undesirable gases exhausted from the engine because they do not become poisoned or occluded by excessive layers of soot. The layer of oxidation catalyst 56 formed along the internal side walls of the exit channels also extends at least part way into the pores. In Figures 2 and 3, the thickness of the layer of oxidation layer 56 is exaggerated for illustrative purposes only. However, this layer is composed of one or more layers of metal crystal platelets having a width in the range from 100Å to 400Å and a thickness of approximately 50Å to 100Å and therefore, is approximately 100Å to 200Å thick and does not inhibit the passing of the exhaust gases through the pores of the ceramic filter element. The deposition of the oxidation catalyst in the pores provides a significant increase in its surface area providing a more intimate contact of the exhaust gases with the oxidation layer as the exhaust gases pass from the inlet channels 44 into the exit channels 46 and escape towards the exit end 50 of the filter element 38. Returning to Figure 1, the particulate trap may also include one or more exhaust gas dispersion members, such as dispersion member 58 disposed between the input collar 40 and the inlet end 48 of the filter element 38. The dispersion member 58 will have a plurality of slits or apertures which disperse the exhaust gases more uniformly across the inlet end of the filter element 38. In this manner, the carbon particulates carried by the exhaust gases are more uniformly distributed among the plurality of inlet channels of the filter element 38. In operation, the exhaust gases from the engine are received through the input collar 40 and are uniformly dispersed by the dispersion element 58. As the exhaust gases pass through the porous walls of the inlet channels 44 into the exit channels 46, the carbon particulates and the reducible metal oxide 54 resulting from the combustion in the engine of the fuel along with the organometallic fuel additive are filtered from the exhaust gases and form the layer of carbon particulates and metal oxide 54 on the internal surfaces of the inlet channels 44. When the exhaust gases from the engine heat the surfaces of the filter element to a temperature in the range from 250° to 360°C (450° to 675°F) for a period greater than eight seconds, the reducible metal oxide promotes the ignition of the deposited carbon particulates producing carbon dioxide and carbon monoxide gases which now pass through the walls of the inlet channels. In this manner, the deposited carbon particulates are reduced to a gas effectively cleaning the inlet channels. The gases produced as a result of the combustion of the fuel in the engine and the ignition of the carbon particulates captured by the filter element pass through the longitudinal walls of the filter element from the inlet channels 44 to the exit channels 46 where they react with the catalyst to burn up the excess hydrocarbons and oxidise the carbon monoxide. Because the catalyst is not poisoned or covered by soot, its catalytic action is greater than it would be in a standard unprotected catalytic converter. As shown in tests conducted by Rao and reported in US-A- 4 670 020 the ignition of the carbon particulate collected by the filter element 38 will occur repeatedly under normal operating conditions of the vehicle so that the back pressure caused by the carbon particulate collected by the filter element will normally be in the range from a back pressure caused by a clean filter element to less than twice the back pressure caused by the clean filter. Effectively, the particulate trap is self-cleaning and maintenance free. An emission control system for diesel engines incorporating the filter element of the present invention is described and claimed in EP-A-0 590 814, from which this application is divided out. The filter element or particulate trap of the invention can advantageously also be used with spark ignited gasoline powered engines. As is known in the art, with such engine, a rich air/fuel mixture is provided to the engine to facilitate a cold start. This rich air/fuel mixture has more fuel (gasoline) than can be consumed by the combustion process in the engine's cylinders. As a result, raw gasoline and excessive quantities of hydrocarbons are contained in the exhaust. In addition, when the engine is cold, the seal between the pistons and the walls of the cylinders provided by the piston rings is less than desired and permits a small quantity of unburned lubricating oil to be introduced into the exhaust. This unburned oil contains zincthiophosphate (ZTP) which poisons the oxidation catalyst in the catalytic converter of the vehicle. The particulate trap 24 is connected to the exhaust manifold 22 of the gasoline engine as shown. During a cold start, the raw gas, unburned hydrocarbons and oil contained in the exhaust gases will be filtered out and collected on the internal surfaces of the inlet channels of the porous ceramic filter element 38 in the same manner as the carbon particulates in the exhaust gases of a diesel engine were filtered and collected. After the engine has started, the fuel enrichment of the air/fuel mixture being supplied to the engine is gradually terminated using a predetermined schedule. As the ceramic filter element 38 is heated by the exhaust gases from the engine, the raw gas and unburned hydrocarbons will evaporate and the oil will decompose leaving behind the zincthiophosphate residue on the internal surfaces of the inlet channel. This filtering of the raw gas, unburned hydrocarbons, and oil protects the oxidation catalyst 56 from being poisoned, or coated with raw gas and oil making the catalytic surfaces in the exit channels more effective in removing the carbon monoxide, unburned hydrocarbons and other objectionable gas from the exhaust.

Claims: A filter element (24) for reducing the undesirable exhaust emissions of an internal combustion engine, comprising a porous filter structure (38) having a plurality of interleaved parallel inlet and exit channels (44, 46) separated by longitudinal porous side walls (52), said porous longitudinal walls permitting the exhaust gases to pass from said inlet channels (44) to said exit channels (46) and said inlet channels (44) collecting therein any carbonaceous particulates, raw gas, unburned hydrocarbons and oil contained in the exhaust gases, said exit channels (46) having disposed along their internal side walls a layer (54) of an oxidation catalyst to promote the oxidation of carbon monoxide and unburned hydrocarbons in the exhaust gases, characterised in that said layer (54) of oxidation catalyst extends into the pores of said porous longitudinal side walls so as to increase the surface area of said oxidation catalyst and provide more intimate contact of the exhaust gases with the catalyst as they pass through the walls from the inlet channels to the exit channels, is about 100 Å to 200 Å thick and is composed of one or more layers of metal crystal platelets having a width in the range from 100 Å to 400 Å and a thickness of about 50 Å to 100 Å. A filter element as claimed in claim 1, wherein said oxidation catalyst is selected from the group of metals consisting of platinum, palladium and alloys thereof. A filter element as claimed in claim 1 or claim 2, wherein said porous filter structure (38) is enclosed in a canister (36) which includes means (40) for conducting the exhaust gas from the exhaust manifold of the internal combustion engine to the inlet channels (44) of the porous filter element. A filter element as claimed in cnah preceding claim, wherein said porous filter structure (38) is a monolithic porous ceramic structure. A filter element as claimed in any preceding claim which also includes a gas dispersion member (58) disposed before the inlet end (48) of the porous filter structure (38).

Inventors: CIKANEK HARRY, RAO VEMULAPALLI, CIKANEK, HARRY, RAO, VEMULAPALLI
Applicants: FORD FRANCE, FORD MOTOR CO, FORD WERKE AG, FORD FRANCE S. A., FORD MOTOR COMPANY LIMITED, FORD-WERKE AKTIENGESELLSCHAFT
Application year: 1993
Main classification: F01N3
IPC codes: F01N3, B01J4, B01D53, C10L1, B60K15, C10L10, F02M25