Review Paper on:

Optimisation of cold start behaviour of automotive

catalysts using an electrically heated pre-catalyst

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By:
1) Soumyadeep Paul
2) Sourabh Khandelwal
Mechanical
Engineering
1st year

Aim of Research
A study on improving the cold start behaviour
using an Electrically Heated Pre-catalyst (EHC).
The results of a systematic simulation study of all
relevant geometrical parameters and of the
appropriate heating strategy are presented.
Carried Out By:
1. T. KIRCHNER Institute for chemistry, Stuttgart University
Germany
2. G. EIGENBERGER Institute for chemistry, Stuttgart University
Germany

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Catalytic Converter
There are millions of cars on the road in the world, and
each one is a source of air pollution. Over the years,
automakers have made many refinements to
car engines and fuel systems One of these changes came
about in 1975 with an interesting device called a catalytic
converter.
A catalytic converter is a vehicle
emissions control device which
converts toxic by products
of combustion in the exhaust of
an internal combustion engine to
less toxic substances by way
of catalyzed chemical reactions.

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Mechanism: How A Converter Works

In chemistry, a catalyst is a substance
that causes or accelerates a chemical
reaction without itself being affected.
Catalysts participate in the reactions, but
are neither reactants nor products of the
reaction they catalyze.

In the catalytic
converter, there are
two different types of
catalyst at work,
a reduction
catalyst and
an oxidation
catalyst.

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Tap pipe Emission:

1.
Water
2.
Carbon
Dioxide
3.
Nitrogen

Exhaust gas raw

emission:
1.
HC
2.
CO
3.
NOX

Major Reactions:
CO+1/2O2=CO2
CH4+3O2=2CO2+3H2O
CO+NOX=CO2+N2

Reduction Catalyst
The reduction catalyst is the first stage of the catalytic converter.
It uses platinum and rhodium to help reduce the NOx emissions.
When an NO or NO2 molecule contacts the catalyst, the catalyst rips the nitrogen atom out of
the molecule and holds on to it, freeing the oxygen in the form of O2.
The nitrogen atoms bond with other nitrogen atoms that are also stuck to the catalyst, forming
N2.
For example:
2NO => N2 + O2
2NO2 => N2 + 2O2

Oxidation Catalyst

The oxidation catalyst is the second stage of the catalytic converter.

It reduces the unburned hydrocarbons and carbon monoxide by burning (oxidizing)
them over a platinum and palladium catalyst.
This catalyst aids the reaction of the CO and hydrocarbons with the remaining oxygen
in the exhaust gas.
For example:
2CO + O2 => 2CO2

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Cold Start

Automotive catalytic conveners require a minimum temperature of approx. 350 C for proper
combustion.
Before the invention of Electrically heated catalyst, the necessary heat for start-up was provided
only by the hot exhaust gas.
Due to the heat capacity of the exhaust system it takes about 1 to 2 min after the start of the engine
before this temperature level is reached.
The amount of emissions during this period represents a considerable fraction of the total amount
during one test cycle. This phenomenon is known as cold start.
It is therefore necessary to considerably reduce the catalyst heat-up time.

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Electrically Heated Catalyst (EHC)

Presently the most developed technique for reducing cold start consists of utilizing a small
EHC (electrically heated catalyst) in front of the main catalyst.

It contains a metal support and is electrically heated by the car battery when the engine is
started.
The heat of reaction set free at the pre-catalyst helps to ignite the main catalyst thereby
increasing the temperature of conversion reactions.
The efficiency of this catalytic converter system is strongly influenced by certain design
parameters and by the operation conditions of the EHC.

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Optimisation of Cold start using EHC

The following behaviour of the catalytic converter can be observed when simulating the cold-start with an
electrically heated catalyst. Figure shows temperature and hydrocarbon concentration profiles at different
time steps of the cold-start test cycle over the length of the exhaust pipe, which consists of a small EHC
and a main catalyst.
When the engine is started (t--0 s) both the
exhaust pipe and the catalysts are at ambient
temperature (20 C) and no hydrocarbons are
converted at the catalyst.
The small EHC is heated to 400-500 C in approx.
20 s, which yields a hydrocarbon conversion of
approx. 40 % at the pre-catalyst.
The temperature of the exhaust gas stream, which
passes the hot metallic monolith, is simultaneously
raised to about 400 C by the EHC.
The electrical heating plus the heat of reaction set
free at the EHC helps to ignite the main catalyst and
in this simulation run, total combustion of the
hydrocarbons (HC) is reached after 54 s.
The use of this EHC reduces the HC-emissions by
64 % during the first 60 s.

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Optimum model of EHC

The goal of this optimization is to minimize the emissions or maximize the
conversion of the pollutants in order to meet the stringent regulations of
emissions.
In addition the maximum temperature of the EHC should not exceed 800 C in
order to prevent deterioration of catalyst activity.
From additional systematic studies the influence of the following parameters on
the hydrocarbon emission during the initial 60 s is reported:
EHC diameter and length (with constant volume of the EHC),
Thickness of the EHC monolithic wall,
Distribution of the electrical heating power over the length of the EHC.

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Dependence of HC emissions on EHC diameter and length

Variation of diameter and length is however constrained by the assumption that the volume of
the EHC is constant.
Experiments show that a flat disc monolith with bigger diameter is more preferred than that
with a narrow diameter.
There are two viable reasons behind this:
1.

This can be explained by the length dependent heat and mass transfer coefficients a z, Bz.j
with a maximum at the catalyst entrance. So heat and mass convection takes place more
effectively in this configuration.

2.

The specified configuration also results in reduced external surface for heat losses to the
surroundings.

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Dependence of HC emissions on wall thickness of EHC monolith

The dependence of the wall thickness on Cold-start emissions are quite simple. In order
to minimize the thermal capacity the wall thickness of the EHC should always be kept at
the lowest possible value.
If we unnecessarily increase the wall thickness the mass of the wall would increase
leading to increase of the mass of the wall. Now,
(thermal capacity)=(mass) x (specific heat capacity)

So on increasing the thickness we are increasing the mass of the wall which would finally
result in the increment of the thermal capacity of the wall.
If the thermal capacity is increased then the heat loss through the wall increases as well
resulting in the decrease of efficiency of the EHC.

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Dependence of HC emissions on distribution of electrical heating

power over the length of the catalyst
Previously catalysts were designed to have uniform power
distribution over the length of the monolith. But in the experiments
performed a 10-15% reduction in emission levels were recorded on
application of linearly dependent power distribution.
In case of linearly increasing power distribution a 10%
reduction in emission was recorded. The hottest part of the catalyst
is always at the end of the catalyst, because the face of the EHC is
constantly cooled by the exhaust gas. Hence, the conversion of the
pollutants always starts at the end of the EHC.
The increased heating at the end of the monolith causes the
ignition temperature to be reached more quickly and maximum
temperature of the surface is close to 800 C. This elevated
temperature of 800 C however deteriorates the catalyst activity.

Uniform heating

In case of linearly decreasing power distribution a 15%

reduction in emission was recorded. The ignition temperature in
this case is reached later because of the cooling effects of the exhaust
gas stream at the face of the monolith. The heat of reaction set free at
the front of the EHC helps to heat up the matrix of the catalyst and
due to the convective heat transport of the exhaust gas; the EHC is
warmed more uniformly as compared to case 1.
The maximum temperature attained is only approx. 650 C,
which means that thermal aging will be considerably reduced using this
heating strategy, The emissions are also lower than with uniform or
increasing distribution of the heating power.

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Linearly increasing
heating

Linearly
decreasing

Limitations of EHC
Although the usefulness of Electrically preheated catalysts are immense and we
can conclude that this technology has successfully optimised cold start of
automobiles to a great extent, there still lies a number of limitations in this
technology. They are listed as follows:
1. The maximum amount of electrical power available by the car battery is
specified as a period of 20 s. considering the influence of the heating power on
the cold-start emissions; it is obvious that the required heating power for
reaching the ULEV-emission limit is approx. 1.3 kW. The car battery has to be
charged almost to its maximum value. This shows that it is desirable to further
improve the efficiency of the EHC system.

2. Another major limitation of the EHC technology is that the heating mechanism
consumes energy and thus impacts fuel consumption.

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Future scopes for further development

Use of solar energy to generate electricity to heat the catalyst
is a development area.
Modern EHCs also offer the opportunity to convert CO2neutral energy generated by the alternator during
deceleration into usable heat. This method of heating
Solar Powered Car
requires further research and can prove to be a very efficient
method in the near future.
If electric power can be generated through brake energy
recovery the heated catalytic converter would have no effect
on fuel consumption at all.

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Brake energy recovery system

by Mazda

Conclusion

One of the key features of modern emission control components is the rate at which they
convert harmful exhaust gases. Engine raw emissions have to be converted within a few seconds
to prevent them from escaping into the environment untreated. This has led to the development
of EHCs, the prime topic of this review paper.

Despite its age, the electrically heated catalyst is

proving to be thoroughly modern because it
represents an ideal supplement to the current
vehicle concepts featuring energy recuperation and
start-stop functioning.

By optimum coordination of the different

functionalities and operating parameters it is also
possible, with the electrically heated catalyst, to
achieve effective thermal management even in
terms of energy efficiency.

Compared to conventional engine-based catalyst

heating the EHC shows many advantages such as
local energy delivery, short response time and good
control with independence from engine load point.

The optimization of this heating strategy and the

investigation of potential further energy saving will
be the aim of future studies.

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Paper Highlights
This review paper can be summarised to form the following paper highlights:
A catalytic converter is a vehicle emissions control device which converts toxic by products
of combustion in the exhaust of an internal combustion engine to less toxic substances by way
of catalyzed chemical reactions.
For a catalytic converter to work efficiently one of the basic requirements is to have an optimum
temperature for its functioning. Especially during engine ignition the catalysts are not heated up for proper
functioning (this particular behaviour is known as cold-start behaviour).
Presently the most developed technique for this purpose consists of utilizing a small EHC (~electrically
heated catalyst) in front of the main catalyst. It contains a metal support and is electrically heated by the
car battery when the engine is started. The heat of reaction set free at the pre-catalyst helps to ignite the
main catalyst.
The favourable design of an EHC consists of :
*large diameter of the EHC
*low thickness of the monolithic wall
*linearly decreasing power distribution over the length of the EHC
In order to decrease cold start emissions use of EHCs is the most efficient method. Emitec, a leading
company in catalytic converter technology terms EHC to be the solution to future emission problems. It
even claims that this particular technology is even capable of fulfilling more stringent emission laws in
future.

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