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    • 专利摘要:
    POSITIVE IGNITION ENGINE, VEHICLE, AND, USE OF A FILTER. A positive ignition engine comprises an exhaust system for a vehicle positive ignition internal combustion engine, which exhaust system comprises a filter for filtering particulate matter from the exhaust gas emitted by the vehicle positive ignition internal combustion engine, which filter comprises a porous substrate having inlet surfaces and outlet surfaces, wherein the porous substrate is coated at least in part with a trifunctional catalyst reactive coating composition comprising a platinum group metal and a plurality of solid particles, wherein the the plurality of solid particles comprises at least one base metal oxide and at least one oxygen storage component which is a mixed oxide or composite oxide comprising cerium, wherein the mixed oxide or composite oxide comprising cerium and/or at least one oxide base metal has a median particle size (D50) of less than 1 µm and where the metal of the platinum is selected from the group consisting of: (a) platinum and rhodium; (b) palladium and rhodium; (c) platinum, palladium and rhodium; (d) palladium only; or (...).
    公开号:BR112015019384B1
    申请号:R112015019384-6
    申请日:2014-02-14
    公开日:2022-02-01
    发明作者:Lucy CLOWES；Oliver DESTECROIX；John Benjamin Goodwin；David Greenwell；Michael Anthony Howard；Christopher Charles John Scotney
    申请人:Johnson Matthey Public Limited Company；
    IPC主号:
    专利说明:

    FIELD OF THE INVENTION
    [001] The present invention relates to a filter for filtering particulate matter from exhaust gas emitted by a vehicular positive ignition internal combustion engine, which filter is coated at least in part with a trifunctional catalyst reactive coating composition comprising a platinum group metal and a plurality of solid particles. In particular, the invention relates to such a filter where low back pressure filtration is important, but at the same time, trifunctional catalytic activity is required.
    [002] Positive ignition engines cause combustion of a hydrocarbon and air mixture using spark ignition. In contrast, compression ignition engines cause combustion of a hydrocarbon by injecting the hydrocarbon into the compressed air. Positive ignition engines can be powered by gasoline fuel, gasoline fuel blended with oxygenates including methanol and/or ethanol, liquefied petroleum gas or compressed natural gas. Positive ignition engines can be either stoichiometrically operated engines or lean burn operated engines.
    [003] A trifunctional catalyst (TWC) typically contains one or more platinum group metals, particularly those selected from the group consisting of platinum, palladium and rhodium.
    [004] TWCs are intended to catalyze three reactions simultaneously: (i) oxidation of carbon monoxide to carbon dioxide, (ii) oxidation of unburned hydrocarbons to carbon dioxide and water; and (iii) reduction of nitrogen oxides to nitrogen and oxygen. These three reactions occur most efficiently when the TWC receives exhaust gas from an engine operating at or near the stoichiometric point. As is well known in the art, the amount of carbon monoxide (CO), unburned hydrocarbons (HC), and oxides of nitrogen (NOx) emitted when gasoline fuel is burned in a positive-ignition (e.g., ignited) internal combustion engine. with spark) is predominantly influenced by the air to fuel ratio in the combustion cylinder. An exhaust gas with a stoichiometrically balanced composition is one in which cu eqpeppVtc>õgu fg icugu qzkfcpVgu *NOz g Q2) and reducing gases (HC and CO) are substantially conjugated. The air-to-fuel ratio that produces this stoichiometrically balanced exhaust gas composition is typically given as 14.7:1.
    [005] Theoretically, it should be possible to achieve complete conversion of O2, NOx, CO and HC into a stoichiometrically balanced exhaust gas composition of CO2, H2O and N2 (and residual O2) and this is the task of the TWC. Ideally, therefore, the engine should be operated in such a way that the air to fuel ratio of the combustion mixture produces the stoichiometrically balanced exhaust gas composition.
    [006] A way to define the compositional equilibrium between oxidizing and reducing gases of the exhaust gas fi q xanqt Icodfc (/j fq iáu fg exhaust, which can be defined according to equation (1) as:real air ratio to engine fuel / stoichiometric ratio of air to engine fuel, (1)where a lambda value of 1 represents a stoichiometrically balanced (or stoichiometric) exhaust gas composition, where a lambda value >1 represents an excess of O2 and NOx and the composition is described as "lean" and where a lambda value <1 represents an excess of HC and CO and the composition is described as "rich".It is also common in the art to refer to the air to fuel ratio in which the engine operates as "stoichiometric", "lean" or "rich", depending on the exhaust gas composition that the air-to-fuel ratio generates: hence stoichiometrically operated gasoline engine or lean-burning gasoline engine.
    [007] It should be noted that the reduction of NOx to N2 using a TWC is less efficient when the exhaust gas composition is leaner than the stoichiometric one. Likewise, TWC is less able to oxidize CO and HC when the exhaust gas composition is rich. The challenge, therefore, is to keep the exhaust gas composition flowing into the TWC as close to the stoichiometric composition as possible.
    [008] Of course, when the engine is in a steady state, it is relatively easy to ensure that the air to fuel ratio is stoichiometric. However, when the engine is used to propel a vehicle, the amount of fuel required changes transiently, depending on the load demand placed on the engine by the driver. This makes controlling the air-to-fuel ratio so that a stoichiometric exhaust gas is generated for trifunctional conversion particularly difficult. In practice, the air-to-fuel ratio is controlled by an engine control unit, which receives information about the exhaust gas composition from an exhaust gas oxygen (EGO) (or lambda) sensor: a so-called closed-loop feedback. A feature of such a system is that the air-to-fuel ratio fluctuates (or perturbs) between slightly rich from the stoichiometric point (or control setting) and slightly lean, because there is a time delay associated with adjusting the ratio. from air to fuel. This disturbance is characterized by the amplitude of the air to fuel ratio and the frequency response (Hz).
    [009] The active components in a typical TWC comprise one or both of platinum and palladium in combination with rhodium, or even palladium alone (no rhodium), supported on a high surface area oxide, and an oxygen storage component.
    [0010] When the exhaust gas composition is slightly richer than the set point, there is a need for a small amount of oxygen to consume the unreacted CO and HC, that is, to make the reaction more stoichiometric. Conversely, when the exhaust gas becomes slightly lean, excess oxygen must be consumed. This was achieved by developing the oxygen storage component that releases or absorbs oxygen during disturbances. The most commonly used oxygen storage component (OSC) in modern TWCs is cerium oxide (CeO2) or a mixed oxide containing cerium, eg a mixed oxide Ce/Zr.
    [0011] Ambient PM is divided by most authors into the following categories based on their aerodynamic diameter (aerodynamic diameter is defined as the diameter of a 1 g/cm3 density of the same settling velocity in air as the measured particle) :(1) PM-10 particles of an aerodynamic diameter of less than 10 μo=*kk+ Rcrtíewncu Iknau fg fkâogtrou cdckzq fg 4.7 μo *RO-2.5);*kkk+ Rartíewncu wntrcfincu fg fkâogtrou cdckzq fg 2.3 μo *qw 100 nm ); and (iv) Nanoparticles, characterized by diameters of less than 50 nm.
    [0012] Since the mid-nineties, particle size distributions of particulate exhaust from internal combustion engines have received increasing attention because of possible adverse health effects of fine and ultrafine particles. Concentrations of PM-10 particulates in ambient air are regulated by US law. A new additional ambient air quality standard for PM-2.5 was introduced in the US in 1997 as a result of health studies indicating a strong correlation between human mortality and fine particle concentration below fg 4.7 μo0
    [0013] Interest has recently shifted to nanoparticles generated by diesel and gasoline engines by virtue of the understanding that they penetrate more deeply into human lungs than larger sized particulates and, consequently, they are believed to be more harmful than larger particles. , extrapolated from study observations for particulates in the range 2.5 to 32.2 μθo
    [0014] Diesel particulate size distributions have a well-established bimodal character that corresponds to the mechanisms of particle nucleation and agglomeration, with the corresponding particle types referred to as the nucleation mode and accumulation mode, respectively (see Figure 1) . As can be seen from Figure 1, in the nucleation mode, PM diesel is composed of numerous small particles retaining very little mass. Virtually all diesel particulates have sizes significantly smaller than 1 μo." i.e. they comprise a mixture of fine particles, i.e. complying with the 1997 US law, ultrafines and nanoparticles.
    [0015] Nucleation mode particles are believed to be composed primarily of volatile condensates (hydrocarbons, sulfuric acid, nitric acid, etc.) and contain little solid material such as ash and carbon. Accumulation mode particles are understood to comprise solids (carbon, metallic ash, etc.) intermixed with condensates and adsorbed material (heavy hydrocarbons, sulfur species, nitrogen oxide derivatives, etc.). Coarse mode particles are not believed to be generated in the diesel combustion process and may be formed by mechanisms such as deposition and subsequent re-entrainment of particulate matter from the walls of an engine cylinder, exhaust system, or particulate sampling system. . The relationship between these modes is shown in Figure 1.
    [0016] The composition of nucleation particles may change with engine operating conditions, environmental condition (particularly temperature and humidity), dilution and sampling system conditions. Laboratory work and theory have shown that most nucleation mode formation and growth occurs in the low dilution ratio range. In this range, gas-to-particle conversion of volatile particulate precursors such as heavy hydrocarbons and sulfuric acid leads to simultaneous nucleation and growth of the nucleation mode and adsorption on existing particles in the accumulation mode. Laboratory tests (see, for example, SAE 980525 and SAE 2001-01-0201) have shown that nucleation mode formation increases markedly with decreasing air dilution temperature, but there is conflicting evidence whether humidity has an influence.
    [0017] In general, low temperature, low dilution ratios, high humidity and long residence times favor the formation and growth of nanoparticles. Studies have shown that nanoparticles consist mainly of volatile material such as heavy hydrocarbons and sulfuric acid with evidence of solids fraction only at very high loads.
    [0018] In contrast, out-of-engine distributions of gasoline particulates in steady-state operation show a unimodal distribution with a peak around 60 to 80 nm (see, for example, Figure 4 in SAE 1999-01-3530 ). By comparison with diesel size distribution, gasoline PM is predominantly ultrafine, with negligible coarse and accumulation mode.
    [0019] The particulate collection of diesel particulates in a diesel particulate filter is based on the principle of separating charged particulates in the gas from the gas phase using a porous barrier. Diesel filters can be defined as deep bed filters and/or surface-type filters. In deep bed filters, the average pore size of the filter medium is greater than the average diameter of collected particles. Particles are deposited in the medium through a combination of deep filtration mechanisms, including diffusional deposition (Brownian motion), inertial deposition (impactation) and flow line intercept (Brownian motion or inertia).
    [0020] In surface-type filters, the pore diameter of the filter medium is smaller than the diameter of the PM, and so PM is separated by sieving. Separation is done by an accumulation of the collected diesel PM itself, the accumulation of which is commonly referred to as "cake filtration" and the process as "cake filtration".
    [0021] It is understood that diesel particulate filters, such as direct flow ceramic monoliths, can work by a combination of depth and surface filtration: a filtration cake develops the greatest soot loads when depth filtration capacity is saturated and a layer of particulate begins to cover the filtration surface. Depth filtration is characterized by slightly lower filtration efficiency and lower pressure drop than cake filtration.
    [0022] Emissions legislation in Europe as of September 1, 2014 (Euro 6) requires control of the number of particles emitted from both diesel and gasoline passenger cars (positive ignition). For heavy duty EU gasoline vehicles the permissible limits are: 1000 mg/km carbon monoxide; 60 mg/km of nitrogen oxides (NOx); 100 mg/km total hydrocarbons (of which < 68 mg/km are non-methane hydrocarbons); and 4.5 mg/km particulate matter ((PM) for direct injection engines only). A standard PM number limit of 6.0 x 1011 per km has been set for Euro 6, although an Original Equipment Manufacturer may request a limit of 6 x 1012 km-1 by 2017. In a practical sense, the range of particulates that are legislated is between 23 nm and 3 μθo
    [0023] In the United States, on March 22, 2012, the Estate of California Air Resources Board (CARB) adopted new Exhaust Standards from 2017 and subsequent year "LEV III" model passenger cars, light duty trucks and medium-duty vehicles that include an emission limit of 3 mg/mile, with a later introduction of 1 mg/mi possible, provided that various interim reviews deem this feasible.
    [0024] The new Euro 6 emission standard presents numerous challenging design issues to meet gasoline emission standards. In particular, how to design a filter, or an exhaust system including a filter, to reduce the number of PM gasoline (positive ignition) emissions, while still meeting emission standards for non-PM pollutants such as one or more nitrogen oxides (NOx), carbon monoxide (CO) and unburned hydrocarbons (HC), all at an acceptable back pressure, eg as measured by the maximum back pressure in the EU drive cycle.
    [0025] PM generated by positive-ignition engines has a significantly higher proportion of ultrafines, with negligible accumulation mode and coarseness compared to that produced by diesel engines (compression ignition), and this presents challenges to remove them from the exhaust gas. positive ignition engine in order to prevent its emission into the atmosphere. In particular, since the majority of PM derived from a positive-ignition engine is relatively small compared to the size distribution for PM diesel, it is practically not possible to use a filter substrate that promotes surface-type cake filtration of PM from positive ignition by virtue of the relatively small average pore size of the filter substrate that would be required to produce impractically high back pressure in the system.
    [0026] Furthermore, it is generally not possible to use a conventional diesel particulate filter, designed to trap diesel PM, to provide PM surface filtration from a positive-ignition engine to meet relevant emission standards by virtue of existing in generally less PM in positive-ignition exhaust gas, and so the formation of a soot cake is less likely; and positive-ignition exhaust gas temperatures are generally higher, which can lead to faster removal of PM by oxidation, thus preventing further removal of PM by filtration in the cake. Depth filtration of positive-ignition PM in a conventional diesel particulate filter is also difficult because PM is significantly smaller than the pore size of the filter medium. Consequently, in normal operation, a conventional uncoated diesel particulate filter will have a lower filtration efficiency when used with a positive ignition engine than a compression ignition engine.
    [0027] Another difficulty is to combine filtration efficiency with a load of reactive catalyst coating composition, eg catalyst to meet emission standards for non-PM pollutants at acceptable back pressures. Direct flow diesel particulate filter in commercially available vehicles today has an average pore size of about 13 μθo GpVtgVcnVq. qdugtxcoqu swg crnkec>«q fg reactive catalyst coating composition on such a filter at sufficient catalyst loading as described in US 2006/0133969 to meet required gasoline (positive ignition) emission standards can cause unacceptable back pressure.
    [0028] In order to reduce filter back pressure it is possible to reduce the length of the substrate. However, there is a finite level below which the back pressure increases as the filter length is reduced. Suitable filter lengths for filters in accordance with the present invention are 2 to 12 inches (5.1 to 30.5 cm), preferably 3 to 6 inches (7.6 to 15.2 cm). Cross sections can be circular, and in our development work, we used 4.66 and 5.66 inch (11.8 cm and 14.4 cm) diameter filters. However, the cross section can also be governed by the space in a vehicle in which the filter has to be fitted. Thus, for filters located in the so-called closed coupled position, for example at 50 cm from the engine exhaust manifold where space is at a premium, elliptical or oval filter cross sections can be contemplated. As expected, back pressure also increases with loading of reactive catalyst coating composition and soot loading.
    [0029] There have been numerous recent efforts to combine TWCs with filters to meet Euro 6 emission standards.
    [0030] US 2009/0193796 describes an emission treatment system downstream of a gasoline direct injection engine for treating an exhaust gas comprising hydrocarbons, carbon monoxide, nitrogen oxides and particulates, the emission treatment system comprising a catalyzed particulate trap comprising a trifunctional conversion catalyst (TWC) coated on or within a particulate trap. In the description and Examples provided, a catalyst coating (also referred to as a layer or composite layered catalyst) is prepared from a slurry mixture of a desired solution of precious metal compounds and at least one support material, such as oxide. finely divided high surface area refractory metal. The slurry mixture is comminuted, for example in a ball mill or other similar equipment, to result in substantially all solids having a particle size of less than Swg egtec fg 42 μo. kuVq fi. gpVtg egtec fg 2.3 a 37 μo go wo fkâogVtq ofifkq [known as "D50"]. In the Examples, alumina mill comminution was done so that the particle size of 90% [known as "D90"] of the particles was 8 to 32 μo. HtciogpVc>«q fg wo eqor„ukVq fg céria-zkte»pkc fok fekVc VtkVwtcpfq go wo Vcocnjq fg rcrtiewnc F;2 >7 μo.
    [0031] The inventors have considered using catalyst reactive coating composition compositions comprising milled mixed cerium/zirconium oxides for use in trifunctional catalysts to coat filters, such as those described in US 2009/0193796, for low back pressure applications. Very surprisingly, the inventors observed that by grinding mixed cerium/zirconium oxides, although the back pressure decreased with decreasing D50 of the mixed cerium/zirconium oxide, simultaneously, the activity of the trifunctional catalyst was significantly reduced, particularly for CO emissions and NOx. After further research, the inventors observed that this problem could be solved by using a cerium/zirconium sol material, rather than grinding mixed cerium/zirconium oxides to a desired particle size. Back pressure can also be reduced by using submicron base metal oxide components not mixed cerium/zirconium oxide components either in combination with mixed cerium/zirconium oxide components and/or mixed cerium/submicron zirconium oxides with a size of median particle @3 μθo
    [0032] By "sol" is understood here a colloidal suspension of very small solid particles in a continuous liquid medium.
    [0033] Thus, according to a first aspect, the present invention provides a positive-ignition engine comprising an exhaust system for a vehicular positive-ignition internal combustion engine, whose exhaust system comprises a filter for filtering particulate matter from the exhaust gas emitted by the vehicular positive ignition internal combustion engine, the filter of which comprises a porous substrate having inlet surfaces and outlet surfaces, wherein the porous substrate is coated at least in part with a trifunctional catalyst reactive coating composition comprising a platinum group metal and a plurality of solid particles, wherein the plurality of solid particles comprises at least one base metal oxide and at least one oxygen storage component which is a mixed oxide or composite oxide comprising cerium, wherein the mixed oxide or composite oxide comprises cerium and/or the at least one base metal oxide has a median particle size (D50) less than 1 μo g go swg q ogVcn fq itwrq rncVkpc fi selected from the group consisting of: (a) platinum and rhodium; (b) palladium and rhodium; (c) platinum, palladium and rhodium; (d) palladium only; or(e) rhodium only.
    [0034] The positive-ignition engine may be a stoichiometrically operated positive-ignition engine or a lean-burn positive-ignition engine.
    [0035] "Composite oxide" as defined herein means a largely amorphous oxide material comprising oxides of at least two elements which are untrue mixed oxides consisting of at least two elements.
    [0036] For the avoidance of doubt, measurements of D50 (i.e., median particle size) and D90 were obtained by Laser Diffraction Particle Size Analysis using a Malvern Mastersizer 2000, which is a volume-based technique (i.e., D50 and D90 can also be referred to as Dv50 and Dv90 (or D(v,0,50) and D(v,0,90)) and applies a mathematical Mie theory to determine the particle size distribution. Diluted catalyst reactive coatings were prepared by sonication in distilled water without surfactant for 30 seconds at 35 watts.
    [0037] A minimum particulate reduction for a trifunctional catalyzed particulate filter is considered to meet Euro 6 PM standard for an equivalent direct flow catalyst is >50%. Additionally, while a certain increase in back pressure for a trifunctional catalyzed diesel particulate filter relative to an equivalent direct flow catalyst is unavoidable, in our experience peak back pressure in the MVEG-B drive cycle (average of three tests from " fresh") for most passenger vehicles should be limited to <200 mbar (<2,000 Pa), such as <180 mbar (<1,800 Pa), <150 mbar (<1,500 Pa) and preferably <120 mbar (<1,200 Pa) Pa), for example <100 mbar (<1000 Pa).
    [0038] Above all preferably, the mixed oxide or composite oxide comprising cerium comprises zirconium. A proportion of cerium oxide present in the mixed oxide or composite oxide comprising cerium oxide and zirconium oxide may be from 20% by weight to 60% by weight, preferably from 20% by weight to 40% by weight, most preferably from 25 to 35% by weight. That is, the mixed oxide consists of oxides of cerium and zirconium. A proportion of zirconium oxide present in the mixed oxide or composite oxide comprising cerium oxide and zirconium oxide can be from 40% by weight to 80% by weight. It is preferred to include more zirconium oxide than cerium oxide in the mixed oxide or composite oxide comprising cerium oxide and zirconium oxide because it has been observed that the resulting combination has kinetically faster oxygen storage activity, where oxygen is adsorbed from the slightly leaner stoichiometric exhaust gas or is released in contact with slightly richer stoichiometric exhaust gas.
    [0039] The mixed oxide or composite oxide comprising cerium can be formed by techniques such as cogelation, coprecipitation, plasma spray, flame spray pyrolysis and the like. Any other technique suitable for preparing the mixed oxide comprising cerium can be used, provided that the resulting product contains the cerium and one or more additional non-cerium elements dispersed in the particle matrix in the finished product. Such techniques are distinct from those that merely disperse, for example, zirconia, on the surface of ceria particles or only in a surface layer, thereby leaving a substantial core of the ceria particle without zirconia dispersed therein. Suitable techniques for forming coprecipitated ceria-zirconia composites are described in US patent no. 5,057,483 and US patent no. 5,898,014.
    [0040] According to the invention, (i) both the mixed oxide and composite oxide comprising cerium and at least one base metal oxide rqfgo Vgt wo Vcocpjq fg rcttiewnc ogfkcpq *F72+ ogpqt swg 3 μo= *kk+ the mixed oxide or composite oxide comprising cerium may have a size fg rcttiewnc ogfkcpq *F72+ ogpqt swg 3 μo g rgnq ogpqu wo „zkfq fg base metal podg tgt wo tcocnhq fg rcttiewnc ogfkanq *F72+ ockqt swg 3 μo= qw(iii) at least one oxide base metal may have a particle size ogfkcpq *F72+ ogpqt swg 3 μo gq „zkfq okutq qw „zkfq eqor„uktq comprising cerium may have a median particle size (D50) larger swg 3 μo0
    [0041] Preferably, when the median particle size (D50) of the mixed oxide or composite oxide comprising cerium and/or at least one base metal oxide swg fi ogpqt swg 3 μo, gng gutá rtgugntg nc forms a sol, this that is, a colloidal suspension of very small solid particles in a continuous liquid medium, although they can also be used as a suspension of particles maintained by suitable dispersing agents. Median particle size (D50) of mixed oxides or composite oxides comprising cerium may be <500 nm, for example from 100 to 300 nm, such as <250 μo0 Xcnqtgu F;2 u«q tkrkecogptg >972 po, tcn eqoq 250 at 500 nm, for example <450 nm. Such D90 values can be independent of the aforementioned D50 values, or dependent, ie the particle size can have both the mentioned D50 and D90 values c ugiwkt, rqt gzgornq, tcptq wo F72 >722 po swcptq wo F;2 >972 μo0
    [0042] Salts of cerium and zirconium are also suitable for forming the preferred mixed oxides and oxide composites comprising cerium and zirconium including chlorides, sulfates, nitrates, acetates of cerium and zirconium, etc. Where mixed oxides or composite oxides are formed by a coprecipitation technique, the intermediate coprecipitates can, after washing, be spray dried or lyophilized to remove water and then calcined in air at about 500°C to form the products. finals.
    [0043] The mixed oxide or composite oxide comprising cerium and zirconium, the mixed oxide or composite oxide may not comprise rare earth elements other than cerium. However, preferably, the mixed oxide or composite oxide comprising cerium and zirconium comprises oxides of one or more rare earth metal elements other than cerium, wherein one or more rare earth metal elements other than cerium may be selected from the group consisting of lanthanum, praseodymium, yttrium and neodymium. Oxides of rare earth metal elements other than cerium may form from 0.1 to 20% by weight of the mixed oxide or composite oxide comprising cerium oxide and zirconium oxide, such as from 2.5% by weight to 10% by weight for example 3% by weight to 7% by weight, wherein a proportion of zirconium oxide present in the mixed oxide or composite oxide comprising cerium oxide and zirconium oxide may be from 50% by weight to 80% by weight. Preferably, the proportion of zirconium oxide present is greater than the proportion of cerium oxide present in the mixed oxide or composite oxide comprising cerium oxide, zirconium oxide and oxides of one or more rare earth metal elements other than cerium.
    [0044] A preferred mixed oxide or composite oxide for use in the present invention contains neodymium in addition to ceria and zirconia. A mixed oxide or composite oxide like this can reduce the temperatures at which the particulate, and in particular the soot fraction, burns. Therefore, the incorporation of these mixed oxides or composite oxides containing neodymium may be beneficial in the regeneration of soot filters containing deposited particulate. Without wishing to be bound by any particular theory, neodymium is believed to contribute to the better catalytic effect of mixed oxides or composite oxides because of the relative ease with which neodymium transfers activated oxygen to the trapped carbonaceous component comprising the soot fraction. , relative to other rare earth metal oxides.
    [0045] As described herein, mixed oxides and composite oxides of preferred ceria-zirconia that contain neodymium are preferably formed by techniques such as cogelling and coprecipitation of soluble salts of mixtures of cerium, neodymium and zirconium. It is preferred that all three components are mixed by the aforementioned techniques so that all three components are dispersed evenly in the composite matrix; however, it is also possible, but less preferable, to impregnate a mixed oxide or composite oxide of ceria-zirconia with a solution of a soluble neodymium salt, eg neodymium nitrate, in the neodymium component filler. Impregnation of a ceria-zirconia mixed oxide or preformed composite oxide is described in US patent no. 6,423,293.
    [0046] The filter for use in the invention comprises at least one base metal oxide as a support for all or any platinum group metal. At least one base metal oxide may comprise alumina, zirconia, silica, titania, silica-alumina, magnesium oxide, hafnium oxide, lanthanum oxide, optionally stabilized yttrium oxide and combinations of any two or more thereof. Base metal oxides are typically used in bulk form and generally have a surface area of at least 10 m 2 /g, and preferably have a surface area of at least 20 m 2 /g.
    [0047] In the form used herein, the term "bulk" to refer to base metal oxides such as alumina (or any other component) means that the alumina is present as solid particles thereof. Such particles are normally very fine, on the order of at least 90 percent of the particles (i.e., D90) being about 0.5 to 15 microns in diameter. The term "bulk" should differentiate from the situation in which alumina is "dispersed" in a refractory support material, for example, being impregnated into the support material of a solution or some other liquid dispersion of the component and then dried and calcined to convert the aluminum salt impregnated in a dispersion of alumina particles on a surface of the refractory support. The resulting alumina is thus "dispersed" and, to a greater or lesser degree, in a surface layer of the refractory support. The dispersed alumina is not present in bulk form, because bulk alumina comprises fine solid particles of alumina. The dispersion may also take the form of a sol, i.e. finely divided particles, for example of alumina at the nanometer scale. That is, the mixed oxide or composite oxide comprising cerium with a median particle size less than 3 μo p«q fi wo ocVgtkcn $c grcncT'o
    [0048] Most preferably, at least one base metal comprises optionally stabilized (gamma) alumina.
    [0049] Suitable alumina stabilizers include lanthanum, yttrium, cerium, barium, strontium and praseodymium.
    [0050] Preferably, when the median particle size of at least one base metal oxide or of the mixed oxide or composite oxide eqortggnfgnfq efitkq is >3 μo. kuvq fi ocvgtkcn $c itcngn$. fc hqtoc cswk set.
    [0051] Preferably at least part of the mixed oxide or composite oxide comprising cerium does not act as a support for the platinum group metal. This can be accomplished by preforming a base metal oxide component supported platinum group metal or base metal oxide component supported platinum group metal and a mixed oxide supported platinum group metal or composite oxide comprising cerium component. and mixing with the platinum group metal-free mixed oxide or composite oxide comprising cerium. An advantage of this arrangement is that gas-phase phosphorus components present in the exhaust gas derived from fuel and/or engine lubricating oil can come into contact with platinum group metal components supported on base metal oxides, such as base metal oxide to alumina base, and poison its catalytic activity. It has been observed that a mixed oxide or platinum-group metal-free composite oxide comprising cerium components present in a trifunctional catalyst composition preferentially binds to such phosphorus components. In this way, the preferred arrangement is more resistant to phosphorus poisoning in use.
    [0052] It is understood that a benefit of filters for use in the invention is substantially independent of the porosity of the substrate. Porosity is a measure of the percentage of void space in a porous substrate and is related to the back pressure in an exhaust system: in general, the lower the porosity, the higher the back pressure. However, the porosity of filters for use in the present invention is typically >40% or >50% and porosities of 45 to 75% such as 50 to 65%) or 55 to 60%) can be used to advantage. The average pore size of the porous substrate coated with catalytic material is important for filtration. Thus, it is possible to have a porous substrate of relatively high porosity which is a poor filter because the average pore size is also relatively high.
    [0053] The porous substrate may be a metal, such as a sintered metal, or a ceramic, e.g. silicon carbide, cordierite, aluminum nitride, silicon nitride, aluminum titanate, alumina, mullite, e.g. mullite acicular (see, for example, WO 01/16050), pollucite, a thermet such as Al2O3/Fe, Al2O3/Ni or B4C/Fe, or composites comprising segments of any two or more of these. Preferably, the filter is a diesel particulate filter comprising a ceramic porous filter substrate having a plurality of inlet channels and a plurality of outlet channels, wherein each inlet channel and each outlet channel is defined in part by a wall. porous-structured ceramic, wherein each inlet channel is separated from an outlet channel by a porous-structured ceramic wall. This filter arrangement is also described in SAE 810114, and reference may be made to this document for further details. Alternatively, the filter may be a foam, or a so-called partial filter, such as those described in EP 1057519 or WO 01/080978.
    [0054] Motives leading to the coating of a diesel particulate filter for a diesel application are typically different from those of the present invention. In diesel applications, a reactive catalyst coating composition is employed to introduce catalytic components into the filter substrate, eg catalysts to oxidize NO to NO2, also a significant problem is to avoid back pressure issue as soot builds up. In this way, a balance arises between the desired catalytic activity and the acceptable back pressure. On the contrary, a primary motivating factor for composing a reactive catalyst coating a porous substrate for use in the present invention is to achieve both a desired filtration efficiency and catalytic activity.
    [0055] The first average pore size, eg pore surface pore structure of the porous substrate of the filter can be from 8 to 45 μo. rqt gzgornq. : c 47 μo. 32 c 42 μo qw 32 c 37 μθo CnVgmcVkxcogpVg. q rtkogktq Vcocpjq fg rqtq ofifkq fi @3: μo, Vcku eqoq fg 37 c 67 μo, 42 c 67 μo. rqt gzgornq. 42 and 52 μo. qw 47 c 67 μo0
    [0056] The filter may have a catalyst reactive coating composition loading of >15.245 kg/m3 (>0.25 g in-3), such as >30.49 kg/m3 (>0.5 g in- 3) or >48.784 kg/m3 (>0.80 g in-3), for example, 48.784 to 182.94 kg/m3 (0.80 to 3.00 g in-3). Preferably, the catalyst reactive coating composition loading is >60.98 kg/m3 (>1.00 g in-3) such as >73.176 kg/m3 (>1.2 in-3), >91.47 kg/m3 (>1.5 g in-3), >97.568 kg/m3 (>1.6 in-3) or >121.96 kg/m3 (>2.00 in-3) or, for example, 97.568 to 146.352 kg/m 3 (1.6 to 2.4 in-3). In particular, combinations of filter average pore size and filter catalyst reactive coating composition composition combine a desirable level of filtration activity and particulate catalytic activity at acceptable back pressure.
    [0057] According to a second aspect, the invention provides a vehicle comprising a positive ignition engine in accordance with the first aspect of the invention.
    [0058] According to a third aspect, the invention provides the use of a filter comprising a porous substrate having inlet surfaces and outlet surfaces, wherein the porous substrate is coated at least in part with a catalyst reactive coating composition. trifunctional comprising a platinum group metal and a plurality of solid particles, wherein the plurality of solid particles comprises at least one base metal oxide and at least one oxygen storage component which is a mixed oxide or composite oxide comprising cerium, wherein the mixed oxide or composite oxide comprising cerium and/or at least one base metal oxide has a median particle size *F72+ ogpqt swg 3 μo g go swg q ogVcn fq itwrq rncVkpc fi ugngekqpcfq fq group consisting of: ( a) platinum and rhodium; (b) palladium and rhodium; (c) platinum, palladium and rhodium; (d) palladium only; or (e) rhodium only, to filter particulate matter and simultaneously convert nitrogen oxides to dinitrogen, convert unburned hydrocarbons to carbon dioxide and water, and convert carbon monoxide to carbon dioxide, the particulate matter, nitrogen oxides, carbon monoxide of which carbon and unburned hydrocarbons are present in the exhaust gas emitted by a vehicular positive ignition internal combustion engine.
    [0059] In order that the invention may be more fully understood, the following Examples are provided by way of illustration only and with reference to the accompanying drawings, in which: Figure 1 is a graph showing the size distributions of PM in the gas exhaust from a diesel engine. For comparison, a gasoline size distribution is shown in Figure 4 of SAE 1999-01-3530; and Figure 2 is a bar graph showing the results of non-methane hydrocarbon, carbon monoxide and nitrogen oxide conversion activity (represented by the emissions of each pollutant in g/km) of four fully formulated trifunctional catalysts with varying average particle sizes of a ceria-zirconia mixed oxide component.EXAMPLESExample 1
    [0060] Four trifunctional catalyst reactive coating compositions were prepared, each comprising particulate alumina eqo wo F72 fg @3 μo. wo „zkfq okuVq fg efitkc-particulate zirconia including a rare earth dopant as an oxygen storage component and available from a commercial source and palladium and rhodium salts. Each catalyst reactive coating composition was coated on a honeycomb direct flow substrate measuring 132 x 101.6mm, 400 cells per square inch (62 cells cm-2) and a wall thickness of 6 thousandths of an inch (0.15mm). ) using techniques described in WO 99/47260. The amount of palladium salts and rhodium salts included was such that the palladium loading in the final product was 7 g/ft3 (0.25 g/L) and the rhodium loading was 2 g/ft3 (0. 07 g/L).
    [0061] The difference between each trifunctional catalyst reactive coating composition was that the particulate ceria-zirconia mixed oxide was "as received" trifunctional catalyst reactive coating, but in the second, third and In the fourth reactive catalyst coating compositions, the particulate ceria-zirconia was ground to varying degrees of fineness before being combined with the other components of the reactive catalyst coating composition. In the first trifunctional catalyst reactive coating composition, ceria D50 -zkte»pkc rcrtkewncfq fok 48.5 μo The second trifunctional catalyst reactive coating composition underwent a single-pass wet "flash shredding" process in a shredding process sufficient to de-agglomerate individual ceria-zirconia mixed oxide particles. Ceria-zirconia mixed oxide D50 of the second trif catalyst reactive coating composition untional hqk 5.28 μo. The ceria-zirconia mixed oxide of the third and fourth trifunctional catalyst reactive coating compositions was subjected to longer wet grinding such that the D50 of the ceria-zirconia mixed oxide used in the third trifunctional catalyst reactive coating composition hqk 3.67 μo g fa fourth trifunctional catalyst reactive coating composition hqk 3.25 μo. Qu uwduvtcvqu tgxguvkfqu hqtco kpugtkfqu each in turn into the exhaust system of a stoichiometrically operated 1.6 liter gasoline vehicle certified to Euro 4 compliance and the vehicle operated through the European MVEG-B European drive cycle three times and was an average of three runs was performed.
    [0062] The results are shown in the bar graph in Figure 2, in which emissions of non-methane hydrocarbon (NMHC), carbon monoxide (CO) and nitrogen oxides (NOx) are represented in g/km (the drive cycle MVEG-A is in fact about 4 km long). It should be noted that the values for CO emissions (the middle bar of each data set) are correct, but the bar represents 1/10 (shown as "CO/10" in the legend) of the value determined so that the Relative values for NMHC, CO and NOx emissions can be more easily represented on the same bar graph. As can be seen from these results, the emissions of the first and second trifunctional catalysts are similar, but with a slight improvement in CO emissions. However, the activity of the third and fourth trifunctional catalysts deteriorates significantly with decreasing average crushed particle size of the ceria-zirconia mixed oxide component.Example 2
    [0063] Two trifunctional catalyst (TWC) coatings were prepared at a reactive catalyst coating composition loading of 1.6 g/in3 and a precious metal loading of 30 g/ft3 (1.06 g/L) ( Pt:Pd:Rh 0:9: 1); a first comprised of particulate alumina and a mixed oxide of ceria-zirconia both ground to a d90 <17 μo= g wo ugiwpfq eqortggpfkfq fg cnwokpc rcrtkewlcfc VtkVwtcfq c wo f;2 >39μo pq swcl fok cfkekqpcfq wo uql fg „utq efitfk zirconia (D50 <1 μo+ pc oguoc rtqrqt>«q go rguq fq rtkmgktqo PC Vcdglc ugiwkptg, q second catalyst is referred to as the “nanodispersion.” Coatings were applied at 118.4 x 114.3 mm, 300 cells per square inch (46.5 cells cm-2) 12 thousandths of an inch (0.3 mm) wall thickness cordierite direct flow filters substrate ("300/12") with a nominal average pore size of 20 microns ( hereinafter "microns") (62% porosity). The catalyst composition was applied as a reactive catalyst coating composition to the substrate then dried and calcined in the usual manner. The post-calcined catalyzed filter is referred to as a "fresh" sample. ". Each filter was installed in a close coupled position and A stoichiometrically operated Euro 5 passenger car with a turbocharged 2.0 L direct injection gasoline engine. Fresh samples were evaluated for a minimum of three MVEG-B actuation cycles. The back pressure differential was determined between sensors mounted upstream and downstream of the filter.
    [0064] The results are shown in Table 1 below.

    [0065] It can be seen from these results that the filter sample comprising the nanodispersion results in significantly lower back pressure in use.
    [0066] The corresponding trifunctional catalytic activity (simultaneous hydrocarbon conversion, carbon monoxide conversion and nitrogen oxides conversion) for each of the samples was determined and the results are shown in Table 2 below. The values given are for the temperature "T" for the catalytic conversion to reach 50% (so called "T50", also referred to as "operating temperature").

    [0067] From these results, it can be seen that the standard sample and the sample according to the invention both had the same operating temperatures.
    [0068] Thus, this Example shows that filters for use in the present invention have trifunctional catalyst activities comparable to lower back pressure.
    [0069] For the avoidance of doubt, any and all patents or other publications referred to herein are incorporated by reference in their entirety.
    权利要求:
    Claims (18)
    [0001]
    1. Positive ignition engine, characterized in that it comprises an exhaust system for a vehicle positive ignition internal combustion engine, whose exhaust system comprises a filter to filter particulate matter from the exhaust gas emitted by the internal combustion engine positive ignition vehicle, which filter comprises a porous substrate having inlet surfaces and outlet surfaces, wherein the porous substrate is coated at least in part with a trifunctional catalyst reactive coating composition comprising a platinum group metal and a plurality of solid particles, wherein the plurality of solid particles comprises at least one base metal oxide and at least one oxygen storage component which is a mixed oxide comprising cerium or composite oxide comprising cerium, wherein the mixed oxide comprising cerium or oxide composite comprising cerium and at least one base metal oxide has a size median particle size (D50) less than 1 μm and wherein the platinum group metal is selected from the group consisting of: (a) platinum and rhodium; (b) palladium and rhodium; (c) platinum, palladium and rhodium;( d) palladium only; or(e) rhodium only.
    [0002]
    2. Positive ignition engine according to claim 1, characterized in that the mixed oxide comprising cerium or composite oxide comprising cerium comprises zirconium.
    [0003]
    3. Positive ignition engine according to claim 2, characterized in that the proportion of cerium oxide present in the mixed oxide comprising cerium oxide or composite oxide comprising cerium oxide and zirconium oxide is 20% by weight at 60% by weight and wherein the proportion of zirconium oxide present in the mixed oxide comprising cerium oxide or composite oxide comprising cerium oxide and zirconium oxide is from 40% by weight to 80% by weight.
    [0004]
    4. Positive ignition engine according to any one of claims 2 or 3, characterized in that the mixed oxide comprising cerium oxide or composite oxide comprising cerium oxide and zirconium oxide comprises one or more rare earth metal elements that not cerium.
    [0005]
    5. Positive ignition engine according to claim 4, characterized in that one or more rare earth metal elements other than cerium are selected from the group consisting of lanthanum, praseodymium, yttrium and neodymium.
    [0006]
    6. Positive ignition engine according to any one of claims 4 or 5, characterized in that oxides of rare earth metal elements other than cerium form from 0.1 to 20% by weight of the mixed oxide comprising cerium oxide or composite oxide comprising cerium oxide and zirconium oxide and wherein the proportion of zirconium oxide present in the mixed oxide comprising cerium oxide or composite oxide comprising cerium oxide and zirconium oxide is from 50% by weight to 80% by weight .
    [0007]
    7. Positive ignition engine according to any one of claims 1 to 6, characterized in that at least one base metal oxide is alumina, zirconia, silica, titania, silica-alumina, magnesium oxide, hafnium oxide , lanthanum oxide, optionally stabilized yttrium oxide and mixtures, mixed oxides or composite oxides of any two or more thereof.
    [0008]
    8. Positive ignition engine according to any one of claims 1 to 7, characterized in that at least one base metal oxide comprises optionally stabilized alumina.
    [0009]
    9. Positive ignition engine according to any one of claims 1 to 8, characterized in that the median particle size (D50) of at least one base metal oxide is >1 μm.
    [0010]
    10. Positive ignition engine according to any one of claims 1 to 9, characterized in that the D90 of at least one base metal oxide is <20 μm.
    [0011]
    11. Positive ignition engine according to any one of claims 1 to 8, characterized in that the median particle size (D50) of at least one mixed oxide comprising cerium or composite oxide comprising cerium is >1 μm.
    [0012]
    12. Positive ignition engine according to any one of claims 1 to 8 or 11, characterized in that the D90 of at least one mixed oxide comprising cerium or composite oxide comprising cerium is <20 μm.
    [0013]
    13. Positive ignition engine according to any one of claims 1 to 12, characterized in that the filter is in the form of a diesel particulate filter.
    [0014]
    14. Positive ignition engine according to any one of claims 1 to 13, characterized in that the porous substrate of the filter has an average pore size of 8 to 45 μm.
    [0015]
    15. Positive ignition engine according to any one of claims 1 to 14, characterized in that the catalyst reactive coating composition loading of the trifunctional catalyst reactive catalyst coating composition on the porous substrate is >30.49 kg /m3 (>0.50 g in-3).
    [0016]
    A positive ignition engine according to any one of claims 1 to 15, characterized in that the porosity of the porous substrate prior to coating with the trifunctional catalyst reactive coating composition is >40%.
    [0017]
    17. Vehicle, characterized in that it comprises a positive ignition engine as defined in any one of the preceding claims.
    [0018]
    18. Use of a filter, characterized in that it comprises a porous substrate with inlet surfaces and outlet surfaces, wherein the porous substrate is coated at least in part with a trifunctional catalyst reactive coating composition comprising a metal from the group platinum and a plurality of solid particles, wherein the plurality of solid particles comprises at least one base metal oxide and at least one oxygen storage component which is a mixed oxide comprising cerium or composite oxide comprising cerium, wherein the oxide composite comprising cerium or composite oxide comprising cerium and at least one base metal oxide has a median particle size (D50) of less than 1 μm and wherein the platinum group metal is selected from the group consisting of: (a) platinum and rhodium; (b) palladium and rhodium; (c) platinum, palladium and rhodium; (d) palladium only; or (e) rhodium only, to filter particulate matter and simultaneously convert oxides of nitrogen to dinitrogen, convert unburned hydrocarbons to carbon dioxide and water, and convert carbon monoxide to carbon dioxide, the particulate matter, oxides of nitrogen, carbon monoxide of which unburned carbon and hydrocarbons are present in the exhaust gas emitted by a vehicular positive ignition internal combustion engine.
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    同族专利:
    公开号 | 公开日
    RU2015139100A|2017-03-21|
    GB2514875B|2016-01-06|
    EP2964365B1|2021-07-28|
    GB201302686D0|2013-04-03|
    EP2964365A1|2016-01-13|
    JP6650493B2|2020-02-19|
    PL2964365T3|2021-12-13|
    KR102102695B1|2020-04-22|
    KR20150119140A|2015-10-23|
    JP2016513008A|2016-05-12|
    JP2018187628A|2018-11-29|
    BR112015019384A2|2017-07-18|
    GB201302786D0|2013-04-03|
    JP6423368B2|2018-11-14|
    GB201402665D0|2014-04-02|
    US20140234189A1|2014-08-21|
    CN105008025A|2015-10-28|
    WO2014125296A1|2014-08-21|
    ES2894823T3|2022-02-16|
    GB2514875A|2014-12-10|
    RU2661804C2|2018-07-19|
    DE102014101948A1|2014-09-04|
    CN112957910A|2021-06-15|
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    法律状态:
    2018-02-27| B06F| Objections, documents and/or translations needed after an examination request according [chapter 6.6 patent gazette]|
    2019-10-22| B06U| Preliminary requirement: requests with searches performed by other patent offices: procedure suspended [chapter 6.21 patent gazette]|
    2021-08-17| B06A| Patent application procedure suspended [chapter 6.1 patent gazette]|
    2021-12-21| B09A| Decision: intention to grant [chapter 9.1 patent gazette]|
    2022-02-01| B16A| Patent or certificate of addition of invention granted [chapter 16.1 patent gazette]|Free format text: PRAZO DE VALIDADE: 20 (VINTE) ANOS CONTADOS A PARTIR DE 14/02/2014, OBSERVADAS AS CONDICOES LEGAIS. |
    优先权:
    申请号 | 申请日 | 专利标题
    GB1302686.9|2013-02-15|
    GB201302686A|GB201302686D0|2013-02-15|2013-02-15|Filter comprising three-way catalyst|
    GB1302786.7|2013-02-18|
    GB201302786A|GB201302786D0|2013-02-15|2013-02-18|Filter comprising three-way catalyst|
    US201361766374P| true| 2013-02-19|2013-02-19|
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    PCT/GB2014/050445|WO2014125296A1|2013-02-15|2014-02-14|Positive ignition engine and exhaust system comprising three-way catalysed filter|
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