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The effects of the internal geometry of catalytic converter channels on flow characteristics; exhaust backpressure and overall conversion efficiency have been investigated by means of both numerical simulations and experimental investigations. The numerical work has been carried out by means of a micro scale numerical tool specifically tailored for flow characteristics within converter channels. The results are discussed with aid of flow distribution patterns within the single cell and backpressure figures along the catalyst channel. The results of the numerical investigation provide information about the most efficient channel shapes. An experimental validation of the simulated results has been carried out with a production 3.6 liter, 6-cylinder engine on a dynamic test bench. Both modal and bag emission data have been measured during the FTP-Cycle.

Future emission legislation for 2 and 3 wheelers in EU and many other Countries will introduce durability of pollution control devices. Along with a durable coating technology, the mechanical durability of the substrate must be ensured to guarantee the requested conversion efficiency for the entire life of the motorcycle. A traditional approach consisting in engine bench and vehicle testing is no more competitive considering the very short time to market needed in the motorcycle market and the relevant cost related to this kind of tests. For this reason a new time and cost efficient accelerated component durability test was developed, which can account for the combined effects of critical load at a metallic catalytic converter. This paper shows the methodology used to determine the critical stressors and their levels in real operating conditions by measuring and analyzing a broad range of vehicle test information.

It is well known that the optimal management of cold start is crucial to fulfill present and future emission legislation. During past years the catalytic converter has left its original under floor position to get increasingly closer to the engine in order to exploit higher exhaust gas temperature. Simultaneously, the exhaust gas temperature is becoming significantly lower, both in gasoline engines due to the extensive use of turbo charging, and in diesel engines thanks to very high combustion efficiency and in some cases the use of two stage turbo charging. A well established way to reach the catalyst light-off temperature fast enough to fulfill emission limits consists of artificially increasing the exhaust gas temperature. This has the drawback of a higher fuel consumption which conflicts with the tight CO2 targets now required of the OEMs.

Future stringent emission limits both in the European Community and USA require continuously increased conversion efficiency of exhaust after-treatment systems. Besides the obvious targets of fastest light-off performance, overall conversion efficiency and durability, catalytic converters for maximum output engines require highly optimized flow properties as well, in order to create minimum exhaust backpressure for low fuel consumption. This work deals with the design, development and serial introduction of a close coupled main catalyst system using the innovative technology of Perforated Foils (PE). By means of PE-technology, channel-to-channel gas mixing within the metal substrate could be achieved leading to dramatically reduced backpressure values compared with the conventional design.

Future tighter emission limits for 2 wheelers in Europe and worldwide will require a completely new approach in catalyst system design. In particular, the EU5 scenario, probably with the same emission limits as 4 wheelers and, for the first time, emission durability requirements, needs a new strategy to combine higher and durable conversion efficiency with the classical characteristics of 2 wheeler systems: low cost, low weight with minimum impact on exhaust system layout and engine out performances such as low fuel consumption and good power output. This paper deals with the investigation of innovative metallic substrates keeping constant, as a first step towards the development of an EU5 system, both washcoat technology and PGM loading. In particular the effect of turbulent structures in the substrate, using PE (Perforated Foils) and LS (Longitudinal Structure) have been thoroughly investigated in testing 400cpsi PE and LS substrates.

Future stringent emission levels for NOx and PM will lead to the introduction of innovative combustion processes for diesel engines, such as premixed combustion, with the results to enhance the engine out emission of HC and CO. Therefore very efficient oxidation catalyst will be needed to face this possible issue. This paper deals with the optimization of a EU IV exhaust system by means of innovative metal supported catalyst, as for example the Pre Turbo Catalyst and the Hybrid Catalyst in combination with dedicated catalyst coatings. Moreover a base study over the use of PM-Filter Catalyst has been made, to show the efficiency of such a device with EU IV engine calibration. The second part of the paper deals with the turbulent like structured foils substrates to have an even more efficient diesel oxidation catalyst with very high volumetric efficiency.

Modern Diesel Engines equipped with Common-Rail Direct Injection, EGR and optimized combustion technology have been proven to reduce dramatically engine raw emissions both in terms of Nox and Particulate Matter. As a matter of fact the recently introduced FIAT 1.3 JTD 4 Cylinder Engine achieves Euro 4 limits with aid of conventional 2-way oxidation catalyst. Nevertheless some special applications, such as platforms with relatively higher gross vehicle weight possibly yield to PM-related issues. The present paper deals with the development program carried out to design a cost effective aftertreatment solution in order to address particulate matter tailpipe emissions. The major constraint of this development program was the extremely challenging packaging conditions and the absolute demand to avoid any major impact on the system design. The flow-through metal supported PM Filter Catalyst has been extensively tested on the specific vehicle application with aid of roller bench setup.

Future emission legislation can be met through substantial improvement in the effectiveness of the exhaust gas after-treatment system, the engine and the engine management system. For the catalytic converter, differentiation is necessary between the cold start behavior and the effectiveness at operating temperature. To be catalytically effective, a converter must be heated by the exhaust gas up to its light-off temperature. The major influential parameter for the light-off still is the supply of heat from the exhaust gas. Modification of the cold start calibration of engine control such as spark retard or increased idle speed can increase the temperature level of the exhaust gas. One further possibility is represented by a reduction of the critical mass ahead of the catalyst (exhaust manifold and pipe). Nevertheless the best measure to obtain optimal cold start effectiveness still seems to be locating the converter close to the engine.