Millions of cars or the road means only one thing, an excellent source for air pollution. The amount of pollution that all cars produce together can create big problems. The amount of pollution that all cars produce together can cause big problems. Government created laws that restrict the amount of pollution that cars produce to solve it. Auto makers have made many improvements to car engines and fuel systems to keep up with these laws. In 1975, an interesting device called catalytic converter was created. The device, converts harmful pollutants into less harmful emissions before they ever leave the car’s exhaust system.
The exhaust from the combustion in a car engine is comprised of six main ingredients:
- Nitrogen gas, Carbon dioxide and water vapor are the three of the main emissions. These gases do not cause damage to the atmosphere.
- Carbon Monoxide, other hydrocarbons and Nitrogen Oxides result in a majority of the pollution caused by cars.
- Carbon monoxide is a colorless and odorless gas that can kill you if too much is inhaled
- Hydrocarbons are produced during incomplete combustion and these hydrocarbons can be broken down by the sun, creating ground level Ozone, also known as smog.
- Nitrogen Oxides can cause acid rains.
Catalytic convertors are designed to reduce these last three emissions.
Construction:
The core is often a ceramic/stainless steel foil honeycomb.
- Increases the amount of surface area
- Support the catalyst. Also called “catalyst support”.
A wash coat is used to make converters more efficient because a mixture of silica and alumina will form a rough and irregular surface which leads to more surface area. Therefore, more places for active precious metal sites. The catalyst is added to the wash coat before applied to the core.
Platinum is the most active catalyst and is widely used. Other materials such as palladium and rhodium have also been used.
Tags: automobiles, Catalytic converter for cars, mechanical seminar topics
thanks for this type of knowledge about new idea
if possible then give more information………..
A bad catalytic converter can make a car overheat by causing a backup of pressure in the cylinder head..how to overcome this problem?
Can u give more information regarding the catalytic converter
any catalytic converter has a catalyst other than platinum……because it is too costly and often they were being theft…
any other catalytic converter has a catalyst other than platinum……because it is too cost& theft problem…
great post!!
Thanks for the info
Good article
I just signed up to your blogs rss feed. Will you post more on this subject?
this was a really nice post, thanks
Requesting you to provide other than the material Platinum. Its too costly.
Hello i try to open your blog in safari and its looks funny, i tink that the problem is from your hosting ,or maybe from me but still you have a nice setup for the ads, i writing in this post because you will see it when you are validating comments, Keep up the good work Andrei from Romania
it’s really helpful.if possible post more on this topic..
Its really great info for me .Thank u google
gud topic…but plz say another catalyst which are useful in catalytic converter beccoz platinumis costly na
gud topic…but plz say another catalyst which are useful in catalytic converter becoz platinum is costly na
it is an wonderful journal
great idea.and if available post more related to this topic….
good idea . can i see the the full paper
Sir its good
do u have any idea about water as a supplement fuel for the car
or an automobile work’s with nonresourceable energy it mean producing its own energy to run the vechile.
i have some idea about this sir
how much money is required to make catalytic converter as a project?…..
Im blind
A catalytic converter (colloquially, “cat” or “catcon”) is a device used to reduce the array of emissions from an internal combustion engine. A catalytic converter works by using a catalyst to stimulate a chemical reaction in which the by-products of combustion are converted to produce less harmful and/or inert substances, such as the very poisonous carbon monoxide to carbon dioxide. In automobiles, this typically results in 90% conversion of carbon monoxide, hydrocarbons, and nitrogen oxides into less harmful gases.[1]
First widely introduced on series-production automobiles in the United States market for the 1975 model year to comply with tightening U.S. Environmental Protection Agency regulations on auto exhaust, catalytic converters are still most commonly used in motor vehicle exhaust systems. Catalytic converters are also used on generator sets, forklifts, mining equipment, trucks, buses, trains, airplanes and other engine-equipped machines.
Contents [hide]
1 History
2 Construction
3 Types
3.1 Two-way
3.2 Three-way
3.2.1 Oxygen storage
3.2.2 Unwanted reactions
3.3 For diesel engines
3.4 For lean-burn engines
4 Installation
5 Damage
5.1 Poisoning
5.2 Meltdown
6 Regulations
7 Negative aspects
7.1 Warm-up period
7.2 Environmental impact
8 Theft
9 Diagnostics
9.1 Temperature sensors
9.2 Oxygen sensors
9.3 NOx sensors
10 See also
11 References
12 External links
13 Patents
[edit] HistoryThe catalytic converter was invented by Eugene Houdry, a French mechanical engineer and expert in catalytic oil refining[2] who lived in the U.S. Around 1950, when the results of early studies of smog in Los Angeles were published, Houdry became concerned about the role of automobile exhaust in air pollution and founded a special company, Oxy-Catalyst, to develop catalytic converters for gasoline engines — an idea ahead of its time for which he was awarded a patent (US2742437). Widespread adoption had to wait until the extremely effective anti-knock agent tetra-ethyl lead was eliminated from most gasoline over environmental concerns, as the agent would “foul” the converter by forming a coating on the catalyst’s surface, effectively disabling it.[3]
The catalytic converter was further developed by John J. Mooney and Carl D. Keith at the Engelhard Corporation,[4] creating the first production catalytic converter in 1973.[5]
[edit] Construction
Metal-core converter
Ceramic-core converterThe catalytic converter consists of several components:
The core, or substrate. The core is often a ceramic honeycomb in modern catalytic converters, but stainless steel foil honeycombs are also used. The honeycomb surface increases the amount of surface area available to support the catalyst, and therefore is often called a “catalyst support”. The ceramic substrate was invented by Rodney Bagley, Irwin Lachman and Ronald Lewis at Corning Glass, for which they were inducted into the National Inventors Hall of Fame in 2002.
The washcoat. A washcoat[clarification needed] is used to make converters more efficient, often as a mixture of silica and alumina. The washcoat, when added to the core, forms a rough, irregular surface, which has a far-greater surface area than the flat-core surfaces do, which then gives the converter core a larger surface area, and therefore more places for active precious-metal sites. The catalyst is added to the washcoat (in suspension) before being applied to the core.
The catalyst itself is most often a precious metal. Platinum is the most-active catalyst and is widely used. It is not suitable for all applications, however, because of unwanted additional reactions and/or cost. Palladium and rhodium are two other precious metals used. Platinum and rhodium are used as a reduction catalyst, while platinum and palladium are used as an oxidation catalyst. Cerium, iron, manganese and nickel are also used, although each has its own limitations. Nickel is not legal for use in the European Union (because of its reaction with carbon monoxide). Copper can be used everywhere except North America,[clarification needed] where its use is illegal because of the formation of dioxin.
[edit] Types[edit] Two-wayA two-way catalytic converter has two simultaneous tasks:
Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 → 2CO2
Oxidation of unburnt hydrocarbons (unburnt and partially-burnt fuel) to carbon dioxide and water: CxH2x+2 + [(3x+1)/2] O2 → xCO2 + (x+1) H2O (a combustion reaction)
This type of catalytic converter is widely used on diesel engines to reduce hydrocarbon and carbon-monoxide emissions. They were also used on gasoline engines in U.S. market automobiles until 1981. Because of their inability to control nitrous oxide NOx, they were superseded by three-way converters.
[edit] Three-waySince 1981, three-way catalytic converters have been used in vehicle emission control systems in North America and many other countries on road-going vehicles. A three-way catalytic converter has three simultaneous tasks:
Reduction of nitrogen oxides to nitrogen and oxygen: 2NOx → xO2 + N2
Oxidation of carbon monoxide to carbon dioxide: 2CO + O2 → 2CO2
Oxidation of unburnt hydrocarbons (HC) to carbon dioxide and water: CxH2x+2 + [(3x+1)/2]O2 → xCO2 + (x+1)H2O
These three reactions occur most efficiently when the catalytic converter receives exhaust from an engine running slightly above the stoichiometric point. This point is between 14.6 and 14.8 parts air to 1 part fuel, by weight, for gasoline. The ratio for Autogas (or liquefied petroleum gas (LPG)), natural gas and ethanol fuels is slightly different, requiring modified fuel system settings when using those fuels. Generally, engines fitted with 3-way catalytic converters are equipped with a computerized closed-loop feedback fuel injection system using one or more oxygen sensors, though early in the deployment of three-way converters, carburetors equipped for feedback mixture control were used.
While a three-way catalyst can be used in an open-loop system, NOx reduction efficiency is low. Within a narrow fuel/air ratio band surrounding stoichiometry, conversion of all three pollutants is nearly complete. However, outside that band, conversion efficiency falls very rapidly. When there is more oxygen than required, the system is said to be running lean (as all the fuel got burnt, the emission of CO and hydrocarbons are minimized) and thereby, the reduction of NOx is not favored. When there is excessive fuel, the engine is running rich; the oxidation of CO and hydrocarbons is not favored.
[edit] Oxygen storageThree-way catalytic converters can store oxygen from the exhaust gas stream, usually when the air-fuel ratio goes lean.[6] When insufficient oxygen is available from the exhaust stream, the stored oxygen is released and consumed (see cerium(IV) oxide). This leanness occurs either when oxygen derived from NOx reduction is unavailable or certain maneuvers such as hard acceleration enrich the mixture beyond the ability of the converter to supply oxygen.
[edit] Unwanted reactionsUnwanted reactions can occur in the three-way catalyst, such as the formation of odiferous hydrogen sulfide and ammonia. Formation of each can be limited by modifications to the washcoat and precious metals used. It is difficult to eliminate these byproducts entirely. Sulfur-free or low-sulfur fuels eliminate or reduce hydrogen sulfide.
For example, when control of hydrogen-sulfide emissions is desired, nickel or manganese is added to the washcoat. Both substances act to block the adsorption of sulfur by the washcoat. Hydrogen sulfide is formed when the washcoat has adsorbed sulfur during a low temperature part of the operating cycle, which is then released during the high-temperature part of the cycle and the sulfur combines with HC.
[edit] For diesel enginesFor compression-ignition (i.e., diesel engines), the most-commonly-used catalytic converter is the diesel oxidation catalyst. This catalyst uses O2 (oxygen) in the exhaust gas stream to convert CO (carbon monoxide) to CO2 (carbon dioxide) and HC (hydrocarbons) to H2O (water) and CO2. These converters often operate at 90 percent efficiency, virtually eliminating diesel odor and helping to reduce visible particulates (soot). But they cannot reduce NOx because chemical reactions always occur in the simplest possible way, and the existing O2 in the exhaust gas stream would react first.
To reduce NOx on a compression-ignition engine, the chemical composition of the exhaust must first be changed. Two main techniques are used: exhaust gas recirculation (EGR) and selective catalytic reduction (SCR). NOx trapping (with NOx absorbers) is a third method, but as of yet (2010), is not widely used.
Diesel-engine exhaust contains relatively high levels of particulate matter (soot), consisting in large part of elemental carbon. Catalytic converters cannot clean up elemental carbon, though they do remove up to 90 percent of the soluble organic fraction[citation needed], so particulates are cleaned up by a soot trap or diesel particulate filter (DPF). In the U.S., all on-road heavy-duty vehicles powered by diesel and built after January 1, 2007, must be equipped with a catalytic converter and a diesel particulate filter.[7]
Instead of catalysis, a reagent such as ammonia pyrolyzed in situ from urea, is sometimes used to reduce the NOx into nitrogen. One trademark product to do this is AdBlue.
[edit] For lean-burn enginesFor lean-burn, spark-ignition engines, an oxidation catalyst is used in the same manner as in a diesel engine.
[edit] InstallationMany vehicles have a pre-catalyst located close to the engine’s exhaust manifold. This unit heats up quickly due to its proximity to the engine, and reduces cold-engine emissions by burning off hydrocarbons from the extra-rich mixture used in a cold engine.
Many three-way catalytic converters use an air-injection tube between the first (NOx reduction) and second (HC and CO oxidation) stages of the converter. This tube is fed by a secondary air-injection system. The injected air provides oxygen for the catalyst’s oxidizing reaction. These systems also sometimes include an upstream air injector to admit oxygen to the exhaust system before it reaches the catalytic converter. This precleans the extra-rich exhaust from a cold engine, and helps bring the catalytic converter quickly up to operating temperature.
Some newer systems do not employ air injection. Instead, they provide a constantly varying mixture that quickly and continually cycles between lean and rich to keep the first catalyst (NOx reduction) from becoming oxygen-loaded, and to keep the second catalyst (CO oxidization) sufficiently oxygen-saturated. They also use several oxygen sensors to monitor the exhaust, including at least one before the catalytic converter for each bank of cylinders, and one after the converter. Some systems contain the reduction and oxidation functions separately rather than in a common housing.
[edit] Damage[edit] PoisoningCatalyst poisoning occurs when the catalytic converter is exposed to exhaust containing substances that coat the working surfaces, encapsulating the catalyst so that it cannot contact and treat the exhaust. The most-notable contaminant is lead, so vehicles equipped with catalytic converters can only be run on unleaded gasoline. Other common catalyst poisons include manganese (originating primarily from the gasoline additive MMT), and silicone, which can enter the exhaust stream if the engine has a leak, allowing coolant into the combustion chamber. Phosphorus is another catalyst contaminant. Although phosphorus is no longer used in gasoline, it (and zinc, another low-level catalyst contaminant) was until recently widely used in engine oil antiwear additives such as zinc dithiophosphate (ZDDP). Beginning in 2006, a rapid phaseout of ZDDP in engine oils began.[citation needed]
Depending on the contaminant, catalyst poisoning can sometimes be reversed by running the engine under a very heavy load for an extended period of time. The increased exhaust temperature can sometimes liquefy or sublimate the contaminant, removing it from the catalytic surface. However, removal of lead deposits in this manner is usually not possible because of lead’s high boiling point.
[edit] MeltdownAny condition that causes abnormally high levels of unburned hydrocarbons — raw or partially burnt fuel — to reach the converter will tend to significantly elevate its temperature, bringing the risk of a meltdown of the substrate and resultant catalytic deactivation and severe exhaust restriction. Vehicles equipped with OBD-II diagnostic systems are designed to alert the driver to a misfire condition, along with other malfunctions, by means of the “check engine” light on the dashboard.
[edit] Regulations This section does not cite any references or sources.
Please help improve this article by adding citations to reliable sources. Unsourced material may be challenged and removed. (March 2009)
Emissions regulations vary considerably from jurisdiction to jurisdiction. In North America,[clarification needed] most spark-ignition engines of over 25 brake horsepower (19 kW) output built after January 1, 2004, are equipped with three-way catalytic converters. In Japan, a similar set of regulations came into effect January 1, 2007, while the European Union has not yet enacted analogous regulations. Most automobile spark-ignition engines in North America have been fitted with catalytic converters since the mid-1970s, and the technology used in non-automotive applications is generally based on automotive technology.
Regulations for diesel engines are similarly varied, with some jurisdictions focusing on NOx (nitric oxide and nitrogen dioxide) emissions and others focusing on particulate (soot) emissions. This regulatory diversity is challenging for manufacturers of engines, as it may not be economical to design an engine to meet two sets of regulations.
Regulations of fuel quality vary across jurisdictions. In North America, Europe, Japan and Hong Kong, gasoline and diesel fuel are highly regulated, and compressed natural gas and LPG (Autogas) are being reviewed for regulation. In most of Asia and Africa, the regulations are often lax — in some places sulfur content of the fuel can reach 20,000 parts per million (2%). Any sulfur in the fuel can be oxidized to SO2 (sulfur dioxide) or even SO3 (sulfur trioxide) in the combustion chamber. If sulfur passes over a catalyst, it may be further oxidized in the catalyst, i.e., SO2 may be further oxidized to SO3. Sulfur oxides are precursors to sulfuric acid, a major component of acid rain. While it is possible to add substances such as vanadium to the catalyst washcoat to combat sulfur-oxide formation, such addition will reduce the effectiveness of the catalyst. The most effective solution is to further refine fuel at the refinery to produce ultra-low sulfur diesel. Regulations in Japan, Europe and North America tightly restrict the amount of sulfur permitted in motor fuels. However, the expense of producing such clean fuel makes it impractical for use in many developing countries. As a result, cities in these countries with high levels of vehicular traffic suffer from acid rain, which damages stone and woodwork of buildings and damages local ecosystems.
[edit] Negative aspectsSome early converter designs greatly restricted the flow of exhaust, which negatively affected vehicle performance, driveability, and fuel economy.[8] Because they were used with carburetors incapable of precise fuel-air mixture control, they could overheat and set fire to flammable materials under the car.[9] Removing a modern catalytic converter in new condition will only slightly increase vehicle performance without retuning,[10] but their removal or “gutting” continues.[8][11] The exhaust section where the converter was may be replaced with a welded-in section of straight pipe, or a flanged section of “test pipe” legal for off-road use that can then be replaced with a similarly fitted converter-choked section for legal on-road use, or emissions testing.[10] In the U.S. and many other jurisdictions, it is illegal to remove or disable a catalytic converter for any reason other than its immediate replacement[citation needed]; vehicles without functioning catalytic converters generally fail emission inspections. The automotive aftermarket supplies high-flow converters for vehicles with upgraded engines, or whose owners prefer an exhaust system with larger-than-stock capacity.[12]
[edit] Warm-up periodMost of the pollution put out by a car occurs during the first five minutes before the catalytic converter has warmed up sufficiently.[13]
In 1999, BMW introduced the Electric Catalytic Convert, or “E-CAT”, in their flagship E38 750iL sedan. Coils inside the catalytic converter assemblies are heated electrically just after engine start, bringing the catalyst up to operating temperature much faster than traditional catalytic converters can, providing cleaner cold starts and low emission vehicle (LEV) compliance.[citation needed]
[edit] Environmental impactCatalytic converters have proven to be reliable and effective in reducing noxious tailpipe emissions. However, they may have some adverse environmental impacts in use:
The requirement for a rich-burn engine to run at the stoichiometric point means it uses more fuel than a lean-burn engine running at a mixture of 20:1 or less. This increases the amount of fossil fuel consumed and the carbon-dioxide emissions of the vehicle. However, NOx control on lean-burn engines is problematic.[citation needed]
Although catalytic converters are effective at removing hydrocarbons and other harmful emissions, they do not solve the fundamental problem created by burning a fossil fuel. In addition to water, the main combustion product in exhaust gas leaving the engine — through a catalytic converter or not — is carbon dioxide (CO2).[14] Carbon dioxide produced from fossil fuels is one of the greenhouse gases indicated by the Intergovernmental Panel on Climate Change (IPCC) to be a “most likely” cause of global warming.[15] Additionally, the U.S. EPA has stated catalytic converters are a significant and growing cause of global warming, because of their release of nitrous oxide (N2O), a greenhouse gas over three hundred times more potent than carbon dioxide.[16]
Catalytic converter production requires palladium or platinum; part of the world supply of these precious metals is produced near Norilsk, Russia, where the industry (among others) has caused Norilsk to be added to Time magazine’s list of most-polluted places.[17]
[edit] TheftBecause of the external location and the use of valuable precious metals including platinum, palladium, and rhodium, converters are a target for thieves. The problem is especially common among late-model Toyota trucks and SUVs, because of their high ground clearance and easily removed bolt-on catalytic converters. Welded-in converters are also at risk of theft from SUVs and trucks, as they can be easily removed.[18][19] Theft removal of the converter can often inadvertently damage the car’s wiring or fuel line resulting in dangerous consequences. Rises in metal costs in the U.S. during recent years have led to a large increase in theft incidents of the converter,[20] which can then cost as much as $1,000 to replace.[21]
[edit] DiagnosticsVarious jurisdictions now legislate on-board diagnostics to monitor the function and condition of the emissions-control system, including the catalytic converter. On-board diagnostic systems take several forms.
[edit] Temperature sensorsTemperature sensors are used for two purposes. The first is as a warning system, typically on two-way catalytic converters such as are still sometimes used on LPG forklifts. The function of the sensor is to warn of catalytic converter temperature above the safe limit of 750 °C (1,380 °F). More-recent catalytic-converter designs are not as susceptible to temperature damage and can withstand sustained temperatures of 900 °C (1,650 °F).[citation needed] Temperature sensors are also used to monitor catalyst functioning — usually two sensors will be fitted, with one before the catalyst and one after to monitor the temperature rise over the catalytic-converter core. For every one percent of CO in the exhaust gas stream, the exhaust gas temperature will rise by 100°C.[citation needed]
[edit] Oxygen sensorsThe oxygen sensor is the basis of the closed-loop control system on a spark-ignited rich-burn engine; however, it is also used for diagnostics. In vehicles with OBD II, a second oxygen sensor is fitted after the catalytic converter to monitor the O2 levels. The on-board computer makes comparisons between the readings of the two sensors. If both sensors show the same output, the computer recognizes that the catalytic converter is either not functioning or has been removed, and will operate a “check engine” light and retard engine performance. Simple “oxygen sensor simulators” have been developed to circumvent this problem by simulating the change across the catalytic converter with plans and pre-assembled devices available on the internet, although these are not legal for on-road use they have been used with mixed results.[22] Similar devices apply an offset to the sensor signals, allowing the engine to run a more fuel-economical lean burn that may, however, damage the engine or the catalytic converter.[23]
[edit] NOx sensorsNOx sensors are extremely expensive and are generally only used when a compression-ignition engine is fitted with a selective catalytic-reduction (SCR) converter, or a NOx absorber catalyst in a feedback system. When fitted to an SCR system, there may be one or two sensors. When one sensor is fitted it will be pre-catalyst; when two are fitted the second one will be post-catalyst. They are used for the same reasons and in the same manner as an oxygen sensor — the only difference is the substance being monitored.
[edit] See alsoAutomobile emissions control
Catalysis
Cerium(III) oxide
Exhaust system
NOx adsorbers
Roadway air dispersion modeling
[edit] References^ Catalytic Converters. International Platinum Group Metals Association. Retrieved January 10, 2011.
^ Csere, Csaba (1988). “10 Best Engineering Breakthroughs”. Car and Driver 33 (7) , p. 63.
^ Staff writer (undated). “Eugene Houdry”. Chemical Heritage Foundation. Retrieved January 7, 2011.
^ (registration required) “Carl D. Keith, a Father of the Catalytic Converter, Dies at 88″. The New York Times. November 15, 2008.
^[unreliable source?] Staff writer (undated). “Engelhard Corporation”. referenceforbusiness.com. Retrieved January 7, 2011.
^ Brandt, Erich; Wang, Yanying; Grizzle, Jessy (September 2000). “Dynamic Modeling of a Three Way Catalyst for SI Engine Exhaust Emission Control”. IEEE Transactions on Control Systems Technology 8 (5): 767–776. doi:10.1109/87.865850. ISSN 1063-6536. ftp://www.eecs.umich.edu/people/grizzle/papers/TWC98.pdf
^ “Heavy-Duty Engine and Vehicle Standards and Highway Diesel Fuel Sulfur Control Requirements”PDF (123 KB)
^ a b Crutsinger, Martin (September 29, 1982). “Kits to Foil Auto Pollution Control Are Selling Well”. The Gainesville Sun.
^ Ullman, Owen (June 14, 1976). “Catalytic Converter Still Controversial after Two Years of Use”. The Bulletin[clarification needed].
^ a b Catalytic Converter Removal – Beat the Law – Import Tuner Magazine. Importtuner.com (2007-02-26). Retrieved on 2011-01-09.
^ “Some of Us Can Only Afford a Clunker”. The Palm Beach Post. February 23, 1996.
^ Tanner, Keith. Mazda MX-5 Miata. p. 120.
^ Catalytic converters, nsls.bnl.gov
^ Wright, Matthew. “What Exactly is a Catalytic Converter? The Science Behind Catlytic Converters”. About.com. http://autorepair.about.com/od/glossary/ss/how-it_catalyti_3.htm. Retrieved 2009.
^ Le Treut, H; Somerville, R.; Cubasch, U; Ding, Y; Mauritzen, C; Mokssit, A; Peterson, T.; and Prather, M. (2007) (PDF). Historical Overview of Climate Change Science In: Climate Change 2007: The Physical Science Basis. Contribution of Working Group I to the Fourth Assessment Report of the Intergovernmental Panel on Climate Change (Solomon, S.; Qin, D.; Manning, M.; Chen, Z.; Marquis, M.; Averyt, K.B.; Tignor, M.; and Miller, H.L., editors). Cambridge University Press. pp. 5, 10. http://www.ipcc.ch/pdf/assessment-report/ar4/wg1/ar4-wg1-chapter1.pdf. Retrieved January 18, 2009.
^ Wald, Matthew (May 29, 1998). “Autos’ Converters Cut Smog But Add to Global Warming”. The New York Times. http://www.nytimes.com/1998/05/29/us/autos-converters-cut-smog-but-add-to-global-warming.html?ref=matthewlwald.
^ Walsh, Bryan (undated (circa 2007)). “The World’s Most Polluted Places — From Lead in the Soil to Toxins in the Water and Radioactive Fallout in the Air, The Blacksmith Institute Has Created a List of the World’s Worst Ecological Disaster Areas”. Time. http://www.time.com/time/specials/2007/article/0,28804,1661031_1661028_1661022,00.html. Retrieved January 7, 2011.
^ “Catalytic Converter Theft”.
^ Murr, Andrew (January 9, 2008). “An Exhausting New Crime — What Thieves Are Stealing from Today’s Cars”. Newsweek. Retrieved January 7, 2011.
^ Johnson, Alex (February 12, 2008). “Stolen in 60 Seconds: The Treasure in Your Car — As Precious Metals Prices Soar, Catalytic Converters Are Targets for Thieves”. MSNBC. Retrieved January 7, 2011.
^ “Converters Taken by Car Lot Thieves”. PoconoNews. July 2, 2009.
^ “Settlement Involves Illegal Emission Control ‘Defeat Devices’ Sold for Autos”. June 1, 2007. http://eponline.com/articles/2007/07/01/settlement-involves-illegal-emission-control-defeat-devices-sold-for-autos.aspx.
^ “Check Engine Lights Come On for a Reason”. Concord Monitor. January 12, 2003.
[edit] External linksHowstuffworks: “How Catalytic Converters Work”
High Temperature Insulation Wool — Automotive Applications
[edit] PatentsKeith, C. D., et al., – U.S. Patent 3,441,381 – “Apparatus for purifying exhaust gases of an internal combustion engine” – April 29, 1969
Lachman, I. M. et al., – U.S. Patent 3,885,977 – “Anisotropic Cordierite Monolith” (Ceramic substrate) – November 5, 1973
Srinivasan Gopalakrishnan – GB 2397782 – “Process And Synthesizer For Molecular Engineering Of Materials” – March 13, 2002
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Categories: Air pollution control systems | American inventions | Automotive technologies | Catalysis | Exhaust
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Hi im tom and i love my life
Thank u to give such a different type of information through by ur site.I hope u to add more intersting details about this catalystic converter. by kuriakose from dubai
plz mail me the details
Thanks for knowledge but yet this technique is not applicable
Its nice having a beginning here. I’d really love to see new stuff coming here
Thank u for giving knowledge..expecting some new stuff coming out…
I have a project for final year of mechanical engineering students.
Interested may contact.
The title of project is “Gear cutting Attachment on Lathe”.
Its a special Fixture which when attached on a lathe m/c can be used to cut profiles of gear.
Thus we do not need milling machine for that.
This is locate in PUNE.
Contact 9021658656
good idea sir…..
Hi Aprit!
I am a student of final year and have to choose a reasonable project now.
I am interested in your project, its fantastic.I have to ask that can it be the final year project? And can u provide me some description on the construction and assembly of this attachment.
I shall be very thankful to you.
Regards… @genteels
Hello aprit 4fm Pune!
I said you about the description,it includes the main parts and its drawing also.
thanx….regards
hi aprit!
plz send details on
uzairwec@gmail.com
thanx…
thanks to share ur knowledge
Will u give knowledge about more catalyst becz platinum is soo coastly
How might I request permission and a higher-resolution file for the catalytic converter illustration?