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Design and Analysis of Catalytic Converter of Automobile Engine

Conference Paper · July 2019

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 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

Design and Analysis of Catalytic Converter of Automobile Engine.

Nagareddy Gadlegaonkar1, Vaibhav Patil2, Vedantsingh Pardeshi3, Titiksha Bajgude4,
Asif Patel5
1Professor, Department of Mechanical Engineering, GHRCEM, Pune, Maharashtra, India
2,3,4,5Student, Department of Mechanical Engineering, GHRCEM, Pune, Maharashtra, India
---------------------------------------------------------------------***----------------------------------------------------------------------
Abstract - A major part of the air pollution caused is due to In Internal combustion Engines loose a small amount of
the vehicular emission which is increasing at an alarming rate. work due to exhausting of burnt gases from the cylinder and
The different types of vehicles like car, bus, truck etc. the admission of fresh charge into the cylinder. This loss of
contribute a way as well as play a dominant duty in increasing power due to gas exchange process is due to pumping gas
air pollution. These vehicles find its running source mainly from lower inlet pressure to higher exhaust pressure. The
from the extracts of fossil fuels like petrol, diesel. The fuels gas exchange processes affects the volumetric efficiency of
undergo combustion to generate energy so as to support the the engine. The performance of the engine, to a great deal,
vehicle for duty. The incomplete combustion of the fuels in the depends on the volumetric efficiency. During the exhaust
engine paves a way for production of products like the carbon stroke when the piston moves from bottom dead centre to
monoxide, hydrocarbons and particulate matters. A high top dead centre, pressure rises and gases are pushed into
emission level is therefore a proved result. exhaust pipe. Thus the power required to drive the exhaust
gases is called the exhaust stroke loss and increase in speed
For the purpose of forcing the fuel to have efficient combustion increases the exhaust stroke loss.
and for reduction of the emission levels for reducing air
pollution a wide range of processes are applicable. These Therefore it is clear from the above discussion that the net
include improvising engine design, fuel pre-treatment etc. work output per cycle from the engine is dependent on the
Among these wide ranges of options available catalytic pumping work consumed, which is directly proportional to
converter is found to be a better way for establishing an the backpressure. To minimize the pumping work, the
efficient combustion in the controller engine of the vehicle. backpressure must be as low as possible for obtaining the
Usage of noble group metal is an effective way for effective maximum output from the engine. The backpressure is
combustion like the platinum group metal serves way good for directly proportional to the pressure drop across the
reducing the exhausts. With the help of secondary measures catalytic converter or design of complete exhaust system
efficiency of the engine is improved as well. The techniques are components causing the back pressure. Therefore exhaust
still under development as because there are some limitations system components and devices such as catalytic converter,
of the catalytic converters which are needed to be dealt with in this case must be designed for minimum backpressure so
but the application of this technique has better achievement that it should not disturb the engine as well as other
points as well. subsystems operation. The present work therefore is an
attempt to reduce exhaust emissions using copper as a
Key Words: CFD, Catalytic Converter, Particulate Matter catalyst without affecting engine performance.
(PM), Wire Mesh.
1.1 OBJECTIVE OF PRESENT WORK
1. INTRODUCTION
i. To understand the concept of conventional catalytic
The simplest and the most effective way to reduce NOx and converter very well and depending on that
PM, is to go for the after treatment of exhaust. Devices overcomes the various negative aspects.
developed for after treatment of exhaust emissions includes ii. To improve the performance of conventional
thermal converters or reactors, traps or filters for particulate catalytic converter by changing its design criteria.
matters and catalytic converters. The most effective after iii. To minimize the backpressure effect on engine by
treatment for reducing engine emission is the catalytic changing and testing the honeycomb structure of
converter found on most automobiles and other modern catalyst.
engines of medium or large size. The catalyst and filter iv. To determine Pressure and velocity analysis of
materials placed inside the catalytic converter increase back catalytic converter of an Automobile Engine.
pressure. This increase in back pressure causes more fuel v. To examine various design parameter of catalyst of
consumption, and in most cases, engine stalling might automobile catalytic converter.
happen. The presence of catalytic converter increase back vi. To evaluate the effect of CO exhaust gas mass
pressure in engine. fraction via catalyst.

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7637
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

vii. To develop modified design of automobile catalytic

converter.

2. PROCESS

2.1 CAD: Initially design of Catalytic converter is completed

in CATIA and reference of conventional Catalytic converter is
taken so that effect of changes in various design parameters
of Catalytic converter can be checked. The basic design of
Catalytic converter is considered for simulation on which
various design modification cases can be solved and effect of
design parameter can be checked. CAD of Catalytic converter FIG-3: Dimensions of Honeycomb Structure
and Major Dimensions of Catalytic converter are given
below- 2.3 Meshing: Only internal wetted surfaces were extracted
from for CFD domain and same is meshed in ANSYS
Workbench.

FIG-4: Internal wetted surface

Fig -1: Base Catalytic Converter
1. CFD domain from Catalytic converter geometry
2.2 Dimensions is extracted as shown in above image.

2. Only wetted surfaces (Internal surfaces of

geometry which are in contact with air) are
considered for CFD domain.

3. Actual Inlet is extended further by 3D (D= Inner

diameter of pipe) distance to develop uniform
flow profile on actual inlet and actual outlet is
extended further by 5D (D= Inner diameter of
pipe) distance to avoid recirculation of flow on
actual outlet side.

FIG-5: Internal wetted surface.

FIG-2: Dimensions of Base CAD Model

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7638
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

2.4 Boundary Conditions Honeycomb

Wall No Slip
Structure
Table- 1: -Cell Zone Conditions Casing Wall No Slip
Static Pressure
Location Material Value Outlet @ 0Pa
Outlet
Density =
0.7534 Density = 0.7534
Mixture of CO & kg/m3 kg/m3
Fluid
Air Viscosity = Fluid Air Viscosity =
3.0927e- 3.0927e-05 kg/m-
05kg/m-s s

FIG-6: Boundary Conditions

2.5 Assumptions for simulation

 Flow is assumed steady flow.

 The fluid entering inside domain through inlet is
considered as uniform.
 It is assumed that material property of fluid is
isotropic in all regions. FIG-8: Path lines Colored by Velocity from Inlet
(Clipped between 0 to 20m/s)
3. POST PROCESS

3.1 Monitor Planes Table-3: Pressure Details at Monitors

Base Case
Total
Plane Name Static Pressure
Pressure
Actual Inlet 404.69138 627.10547
Monitor-1 400.47125 622.71185
Monitor-2 341.47348 578.57361
Monitor-3 335.16193 482.18069
Monitor-4 424.97644 480.58905
Monitor-5 280.18768 329.38605
Monitor-6 -64.428528 239.09216
Actual Outlet -21.034731 222.58826

FIG-7: Monitor Planes.

Table-4: Location Wise Pressure Drop in Catalytic
Table-2: Results of CFD of Base Case Design converter:
Base Case
Location Condition Value Total
24.3m/s Plane Name Static Pressure
Pressure
Inlet Velocity (Calculated based Actual Inlet to
on 1150CFM) 4.22013 4.39362
Monitor-1

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7639
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

Monitor-1 to
58.99777 44.13824
Monitor-2
Monitor-2 to
6.31155 96.39292
Monitor-3
Monitor-3 to
-89.81451 1.59164
Monitor-4
Monitor-4 to
144.78876 151.203
Monitor-5
Monitor-5 to
344.616208 90.29389
Monitor-6
Monitor-6 to
-43.393797 16.5039
Actual outlet

3. MODIFICATIONS IN BASE DESIGN FIG-10: Pressure Contours on Y-1

3.1 Design of Honeycomb structure (Clipped between 0 to 650Pa)
It is observed that flow is not uniformly distributed inside
casing which is diverted on one side and this is because of
inlet pipe center offset. There is sudden expansion
happening in casing and inlet pipe junction which can be
avoided with conical section of pipe on inlet side. Flow
should be uniformly distributed inside casing to spread it on
cross section of honeycomb. Because very less resistance on
honeycomb major amount of flow is passing through middle
section of honeycomb, to spread flow uniformly over
honeycomb diameter of holes need to be change and inlet
pipe has to be shifted to center along with conical pipe
section at entry of casing. It is also observed that pressure
loss after honeycomb is higher because of sudden
contraction happening at outlet-casing junction and hence to
avoid this honeycomb structure needs to be shifted at center FIG-11: Path lines Colored by Velocity from Inlet
of casing and conical pipe needs to be created on outlet side.
(Clipped between 0 to 20m/s)
There are few modifications done in diameter of holes of
honeycomb, thickness of honeycomb, and after observing Table-5 Pressure Details at Monitors
results of all these cases, final modifications were done on
Catalytic converter.
Results of other modification cases are given in consecutive Modification-(30mm Hole Diameter)
sections. Total
Plane Name Static Pressure
Pressure
3.1.1 Modifications in Hole Diameter of Honeycomb Actual Inlet 575.0208 797.4808
Structure.
Monitor-1 565.2078 787.9839
Monitor-2 327.8708 728.1329
Monitor-3 498.8495 621.9846
Monitor-4 556.9218 644.3903
Monitor-5 149.7731 280.6453
Monitor-6 -19.7479 208.5859
Actual Outlet -1.2609 199.2653

Table-6 Location Wise Pressure Drop in Catalytic

converter
Modification-(30mm Hole Diameter)
FIG-9: Honeycomb Structure Hole Diameter Plane Name Static Pressure Total Pressure

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7640
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

Actual Inlet to
Monitor-1 15.2266 5.7131 3.1.2 Modifications at Inlet and Outlet

Monitor-1 to
97.6553 31.9055
Monitor-2
Monitor-2 to
-60.0095 184.9677
Monitor-3
Monitor-3 to
10.9456 52.0119
Monitor-4
Monitor-4 to
334.4313 238.1883
Monitor-5
Monitor-5 to
316.4973 198.2641
Monitor-6
Monitor-6 to
58.0755 78.4855
Actual outlet

FIG-13: Modifications at Inlet and Outlet

Table-7 Results of CFD of Modification-4 Design

Boundary Conditions
Location Condition Value
24.3m/s (Calculated
Inlet Velocity
based on 1150CFM)
Honeycomb
Wall No Slip
Structure
FIG-12: Velocity Vectors on Z-1 & Y-1 Casing
Wall No Slip
(Clipped between 0 to 20m/s) Static Pressure
Outlet @ 0Pa
Outlet
It is observed that flow is distributed across cross section of Density = 0.7534
honeycomb and pressure drop across honeycomb has kg/m3
Fluid Air
increased as compared to base case which is because of Viscosity = 3.0927e-
resistance of small holes. Flow uniformity has improved but 05 kg/m-s
pressure drop is increased. To compensate pressure drop
and increase flow uniformity inside casing following
modification can be combined together:

1. Shifting honeycomb structure at mid of casing

length to avoid sudden contraction effect on outlet
side.
2. Shifting inlet pipe at centre of casing to spread flow
uniformly inside casing.
3. Reducing honeycomb hole diameter from 400mm to
30mm to increase resistance slightly and spread
flow across cross section of honeycomb.
4. Addition of conical section on inlet & outlet side to
avoid sudden contraction 7 expansion effects.
FIG-14: Pressure Contours on Y-1 (Clipped
between 0 to 650Pa)

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7641
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

4. OBSERVATION

FIG-15: Path lines Colored by Velocity from Inlet

(Clipped between 0 to 20m/s)
Table-8 Pressure Details at Monitors

Modification-4 (Final Modification)

Plane Name Static Pressure Plane Name
Actual Inlet 575.0208 Actual Inlet FIG-16: Velocity Vectors on Z-1 & Y-1
Monitor-1 565.2078 Monitor-1 (Clipped between 0 to 20m/s)
Monitor-2 530.1500 Monitor-2
Monitor-3 498.8495 Monitor-3 Flow profile has improved inside casing after modifications
Monitor-4 474.5689 Monitor-4 and also pressure drop is reduced successfully. Major
Monitor-5 285.6889 Monitor-5 recirculation zones are eliminated after modifications and
this modified case is working better than base case design
Monitor-6 250.3586 Monitor-6
and hence position of honeycomb, Inlet-Outlet Pipe
Actual Outlet 239.5680 Actual Outlet
locations, Pipe & casing junctions and honeycomb
holes/porosity are important parameter which will decide
Table-9 Location Wise Pressure Drop in Catalytic
back pressure on engine parts. After carrying out CFD
converter
analysis design modifications were done and pressure drop
and recirculation zones/dead zones are eliminated to use
Modification- (Final Modification) honeycomb structure efficiently.
Plane Name Static Pressure Total Pressure
Actual Inlet to This modified design is simulated to check effectiveness of
9.8130 9.49688
Monitor-1 the system to absorb CO present in exhaust gases. The case-2
Monitor-1 to results are provided in consecutive section.
35.05782 59.85096
Monitor-2
Monitor-2 to 5. CARBON MONOXIDE ABSORPTIVITY PROFILE
31.30054 106.1484
Monitor-3 Table-10 Boundary Conditions
Monitor-3 to
24.28056 16.94106 Location Condition Value
Monitor-4
Monitor-4 to 24.3m/s
188.88 254.3545 Inlet Velocity (Calculated based
Monitor-5
Monitor-5 to on 1150CFM)
35.3303 68.2993 Honeycomb Porous Zone & Pressure Drop vs
Monitor-6
Monitor-6 to Structure Source Term Velocity Curve
10.7906 16.8051 Casing Wall No Slip
Actual outlet
Static Pressure
Outlet @ 0Pa
Outlet
Density =
Incompressible
Fluid CO & Air Mixture Ideal gas
Viscosity = 1.72e-
05 kg/m-s

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7642
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

The mass fraction value of CO is higher inside honeycomb

volume (Highlighted under black colored box) which is
because of source term in that volume which is absorbing CO
in that region and trapping the species. Mass fraction of Co
emitted is ~0.25.

FIG-17: Pressure drop v/s Velocity Curve of

Honeycomb Structure.
Honeycomb structure is made up of porous holes which
allow flow passing through with some pressure drop and can
trap particles inside porous and can absorb species.
Modeling micro level porous holes in CFD models can
increase element count by huge margin which will need very FIG-19: Mass Fraction of CO on Y-1
high configuration computers to solve the case and hence to The mass fraction of CO is higher inside pipe which is then
avoid generation of high count elements. Porous media diffused inside casing and dropped after passing through
approach is used for the CFD simulation model. honeycomb structure. Mass fraction of Co emitted is ~0.25.
The separate element volume is created of same size of Observation: It is observed that modifications made in the
honeycomb structure and porous media properties are design are allowing flow to spread uniformly inside casing
applied for mesh volume. Porous properties consist of and utilizing overall region of honeycomb structure.
viscous resistance coefficient and inertial resistance Honeycomb structure is absorbing the CO and mass fraction
coefficient. This viscous and inertial resistance is calculated of CO emitted is less than 0.25 which is good performance.
from Pressure drop V/s Velocity curve which is referred The back pressure effect has reduced along with uniform
from “DESIGN ANALYSIS OF FLOWCHARACTERISTICS profile and increasing absorptive of honeycomb and design.
OFCATALYTIC CONVERTER AND EFFECT OF BACK
PRESSURE ON ENGINE PERFORMANCE, by kuruppusamy 6. CONCLUSION
Pitchai”. The calculated viscous and inertial resistance
coefficient are applied on porous volume in fluent which will With the current research on catalytic converters, it is
trap the species and source term option is turned in a cell possible to for now a days where automobiles are no longer
zone condition which will allow absorption in the known to pollute and damage the environment. As well as
honeycomb structure. being environmentally friendly, the automobile industry will
benefit from this new catalytic converter. Automobile
manufacturers will no longer be responsible for so much
environmental damage due to the advanced catalytic
converter. It is also applicable on the low temperature
operated vehicles (such as like CNG etc.). By absorbing CO2,
it is praise for our environment and could not be responsible
for environmental aspects.

In more addition, further future research scope also

available for reading catalytic converter that automobile
vehicles’ engine many non-user friendly gases produced but
here only consider three main gases (such as like CO, NOx, HC
etc.) which were spread the emissions in higher rates,
whereas it has some more non-user friendly gases (such as
like SO2, PM10, PM2.5 etc.) which fallen out from the engine
in small amounts. Thus we can make this device more
accurate and pollution issues through automobile vehicles
FIG-18: Mass Fraction of CO on Y-1 will be eliminated.

© 2019, IRJET | Impact Factor value: 7.211 | ISO 9001:2008 Certified Journal | Page 7643
 International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 06 Issue: 05 | May 2019 www.irjet.net p-ISSN: 2395-0072

References

[1]L. venktesh, N. Dinesh “Control and reduction of

emission using catalytic converter.” – International research
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[2]Anupam mukharji, Kunal Roy, Konika Mondal Catalytic
converter in automobile exhaust emission- general for
research vol.2 (2016)
[3]Prashant Katara. “Review paper on catalytic converter for
automobile exhaust emission.” – International journal of
science and research
(2015)
[4]Patil Ajinkya B. Shinde Rajaram M. “Development of
catalytic converter for emission control of stationary diesel
engine” – Technical research organization India. (2015)
[5]P. Karuppusamy, dr. R. senthil. “Design analysis of flow
characteristics of catalytic converter and effect of back
pressure on engine performance. “– IJREAT vol.1 (2013)
[6]S.K.Sharma, P.Goyal, S.Maheshwari, A.Chandra “A
Technical Review Of Automobile Catalytic Converter:
Current Status And Perspectives”- STOCEI-A Sustainable
Approach (2013)
[7]Yash Sudhirkumar trivedi, “Design of an Automobile
Exhaust System With Catalytic converter and Method of
preparation there of “,-IERJ Page no.1668-1672
[8]B.Balakrishna, S. Mamaidala, “Design Optimization of
Catalytic Converter to reduce Perticulate Matter and Achieve
Limited Back Pressure in Diesel Engine in CFD”-IJOCET
(2014)

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