Two-Way Converters:

The first production catalytics, which started appearing on new vehicles around 1975, were introduced to meet the ever-tightening rules of the Environmental Protection Agency (EPA). These were known as the Two-Way or as the Oxidizing converters and only reacted with hydrocarbons (HC) and carbon monoxide (CO) found in the exhaust emissions. They did not reduce nitrogen oxide (NOx) produced from the exhaust. This type of catalytic converter is used on diesel engines to reduce hydrocarbon and carbon monoxide emissions. They were also used on gasoline engines, mostly in the USAs market till 1981, when the two-way converters inability to control NOx led to its substitute, the Three-Way Converters (TWC).

Three-Way Converters:
These converters started appearing around the end of 1980 in USA and many other countries. They differed mainly from the Two-Way converters because they had two catalysts inside, one to oxidize HC and CO, and a second to reduce NOx. The oldest TWC have have an air pipe connected to an air pump or aspirator valve to supply air between the oxidation and reduction catalysts. Latest TWC converters dont need this air pipe and rely on oxygen in the exhaust to burn the pollutants. These Three-Way catalytic converters are engineered with three important specific functions, and so have been designed to: Reduce the nitrogen oxides into nitrogen and oxygen Reduce oxidation of carbon monoxide into carbon dioxide Reduce oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water Generally, OBD2 engines fitted with 3-way catalytic converters are equipped with a computerized closed-loop feedback fuel injection system employing one or more oxygen sensors. While a TWC catalyst can be used in an open-loop system, the NOx reduction efficiency is low. Within a narrow fuel/air ratio band surrounding stoichiometry, conversion of all three pollutants is nearly complete. However, outside of that band, conversion efficiency falls off very rapidly. When there is more oxygen than required, then the system is said to be running lean, and the system is in oxidizing condition. In that case, the converters two oxidizing reactions (oxidation of CO and hydrocarbons) are favored, at the expense of the reducing reaction. When there is excessive fuel, then the engine is running rich. The reduction of NOx is favoured, at the expense of CO and HC oxidation. The Powertrain Control Module (PCM) constantly adjusts the air/fuel mixture when the engine is warm by monitoring the rich/lean signal from the oxygen sensor in the exhaust. When the O2 sensor reads lean, the PCM makes the fuel mixture go rich. When the O2 sensor sends back a rich signal, the PCM shortens the pulse of the fuel injectors and leans the fuel mixture. The O2 sensor then sends back a lean signal, and the PCM increases the pulse of the injectors to make the fuel mixture rich again. By rapidly changing the air/fuel mixture back and forth, the overall mixture averages out and keeps emissions at a minimum. On some newer vehicles, a new type of Wideband Oxygen Sensor is used, also known as (Air/Fuel Ratio Sensor). Instead of producing a high or low signal voltage, the signal changes in direct proportion to the amount of oxygen in the exhaust. This provides a more precise measurement for better fuel control and tells the PCM the exact air/fuel ratio. On most applications, the air/fuel ratio or lambda value can be read through certain sophisticated diagnostic OBD2 scanners.