HALDIA INSTITUTE OF TECHNOLOGY

PROJECT REPORT ON:

Development of Advanced Metal Substrate Air Filter for road vehicle

SBUMITED BY : PAYAL MAITI

DEPARTMENT : CHEMICAL ENGINEERING
ROLL NUMBER : 10311117001
REG. NUMBER : 171030410006
SEMESTER : 4th
COURSE : M.Tech
 CERTIFICATE

This is to certify that the report entitled, “Utilization of Stainless Steel for
the fabrication of Air Filter for road vehicle & its design aspect” submitted
by Payal Maiti student of Chemical Engineering, Haldia Institute of
Technology, Haldia is an authentic work carried out by her under our
supervision and guidance.

Mrs. SUTAPA ROY

(Associate Professor)
&
DR. S. J. SAHU
Date: 21.05.19 (Associate Professor)
Department of Chemical Engineering
Haldia Institute of Technology, Haldia
 TABLE OF CONTENTS
1. Acknowledgement 1

2. Introduction 2

3. Theory

3.1 Metal Substrate 2

3.2 Catalytic Converter(BASF) 3

3.3 Catalyst 4

4. Metallic vs Ceramic Catalyst Substrates

5. Types of Metal Substrate

6. Raw Materials

7. Process 11

6.1 Vacuum Furnace

6.2 Flow Chart

8. Product Development

9. Inspection

8.1 Receiving Inspection 15

8.2 Online Inspection 15

8.3 Offline Inspection 16

10. Model wise data 17

11. Advantages 17

12. Disadvantages

13. Environmental Impact 22

14. References 23
 ACKNOWLEDGEMENT

In the first place I would like to thank the Supreme Almighty for supporting us all the time. I
would also like to thank my project guide, Mrs. Sutapa Roy & Dr. S. J. Sahu for all the
endless support and without whom the commencement of the project would have been next to
impossible, also our departmental head sir, Prof. Tapas Kumar Manna and our honourable
principle, Dr. A.K. Saha for all the support required by all of us. I would like to express a lot
of gratitude to seniors of Nippon Steel Chemicals and Materials India Pvt. Ltd. for all time
being present to help and leading us .I would also like to thank all the departmental faculty
members for the support for this interval of the project for always supporting in which so ever
way it was possible to. Lastly, I would like to express my gratitude to my parents and friends
for their support and belief in me without which all this would have been never possible.
1. INTRODUCTION
Stringent emissions regulations for the exhaust gas of motor vehicles are in place worldwide.
It is a significant challenge to develop advanced exhaust gas after-treatment systems in order
to meet such stringent emission standards [1]. The exhaust gas from two-wheeled
motorcycles and four-wheeler vehicles contains hazardous components such as CO, HC and
NOX, and such components are detoxified through the oxidation or reduction reaction by
catalysts of precious metals such as Pt, Pd and Rh. These catalysts are supported on a
honeycomb type substrate to ensure effective contact with the exhaust gas. The honeycomb
substrate with the catalyst is installed in the exhaust gas pipe and is used for purifying the
exhaust gas. Ceramic substrates made of extruded cordierite, or metal substrates made of
stainless steel (SUS) foil 20–100 μm thick are used as honeycomb substrates. A flat sheet and
a corrugated sheet are wound around, and are brazed to form the metal substrate. Nippon
Steel &Sumikin Materials Co., Ltd. has developed and has been supplying a metal substrate
with a gate-shaped brazing structure having excellent heat cycle durability , and having
excellent high temperature
oxidation resistance. Emission
regulations for the exhaust gas of
motor vehicles are growing
increasingly stringent year by year.
In Europe, in particular, the RDE
(Real Driving Emission)
regulation, a regulation that
regulates the emissions of exhaust
gas under actual driving
conditions, is scheduled to be
introduced in 2017 in addition to
the conventional regulations based
on the driving cycle under a
constant driving condition.
Meanwhile, regulations on fuel
consumption are also promoted,
and to comply with these
regulations, developments to improve combustion in engines and exhaust gas after-treatment
systems are being promoted. Precious metals used for catalysts are costly, and the reduction
in the use of the precious metal is required. To realize the requirements, in addition to
improving the catalyst performance, technologies to control the heat and the flow of exhaust
gas in a honeycomb substrate are required to improve the purification performance. The
substrate was mounted on cars in the market. As various spatial structures can be formed by a
process such as press working with specifically designed dies on the SUS foil that constitutes
a substrate, a substrate having a spatial structure effective in improving the purification
performance is proposed. A substrate, in the context of corrosion, is the parent or base
material to which a coating is applied or the material upon which a process is conducted. A
substrate can be nearly any type of material, including metals, plastics and ceramics.
Common metals that act as substrates upon which coatings are applied include:

 Steel
 Aluminum
 Copper
 Zinc alloys
 Galvanized steel

A coating is a covering that is applied to the surface of the substrate. In the case of corrosion
protection, the coating is applied to protect the substrate, but the coating may be decorative as
well.

Catalytic converters have been required

equipment for treatment of the exhaust from
internal combustion engines in vehicles. The
primary purpose of these devices is to convert
by catalytic means noxious exhaust
components of hydrocarbon fueled engines
into harmless materials, e.g. carbon dioxide,
water and nitrogen, and more recently to trap
and oxidize products of incomplete
combustion, e.g. particulates such as carbon
frequently generated in annoying quantities by
diesel powered engines.

The supports for the catalyst or catalysts and

particulate traps which effect the desired
pollution reducing effects have been made
from ceramic materials in the form of the familiar "honeycomb". The inner walls of these
monolithic honeycombs are coated with a precious metal catalyst, or a plurality of catalysts,
such as platinum, palladium and/or rhodium. Hot exhaust gas coming into contact with the
surfaces carrying the catalyst material undergoes chemical change to harmless materials.

In a process called calorizing there takes place an alloying action between the aluminum and
iron. The iron/aluminum surface provides a very satisfactory surface upon which to deposit
catalytic materials, e.g., oxide catalysts such as metal of Groups V and VI of the Periodic
Table. These structures are adapted for vapor phase catalytic oxidation of organic
compounds.

Metallic catalyst support for removing harmful ingredients from exhaust streams. Platinum
and palladium are disclosed as useful to aid in combustion of combustible materials, e.g.
carbon monoxide. Stainless steel is disclosed as a base metal for the catalyst. The base metal
may be in the form of a wire or screen or other physical form.

Honeycombs made according to a preferred practice of the present invention cannot

telescope. These honeycombs are made by folding a single strip of metal back and forth upon
itself. The folded strip is placed in a canister and then the folded strip is anchored in the
canister by a lip, a flange, or a crimp that goes around the periphery of the core formed from
the folded strip. Every layer of the core is anchored individually so that there can be no
telescoping.

2. THEORY

Metal Substrate(MS)

 Metal Substrate is a high performance catalytic convertor manufactures specializing

in the development and manufacturing of fabrication metal products.
 It is used to control air pollution.
 It is made of stainless steel.
 It converts oxide gas to di-oxide gas.

Catalytic converter (BASF)

A catalytic converter is an exhaust emission control device that reduces toxic gases and
pollutants in exhaust gas from an internal combustion engine into less-toxic pollutants by
catalyzing a redox reaction (an oxidation and a reduction reaction). Catalytic converters are
usually used with internal combustion engines fuelled by either gasoline or diesel—including
lean-burn engines as well as kerosene heaters and stoves.

The first widespread introduction of catalytic converters was in the United States automobile
market. To comply with the U.S. Environmental
Protection Agency's stricter regulation of exhaust
emissions, most gasoline-powered vehicles starting with
the 1975 model year must be equipped with catalytic
converters.[1][2][3][4] These "two-way" converters combine
oxygen with carbon monoxide (CO) and unburned
hydrocarbons (HC) to produce carbon dioxide (CO2) and
water (H2O). In 1981, two-way catalytic converters were
rendered obsolete by "three-way" converters that also
reduce oxides of nitrogen (NOx );[1] however, two-way
converters are still used for lean-burn engines. This is
because three-way-converters require either rich or
stoichiometric combustion to successfully reduce NOx .
Although catalytic converters are most commonly applied to exhaust systems in automobiles,
they are also used on electrical generators, forklifts, mining equipment, trucks, buses,
locomotives, and motorcycles. They are also used on some wood stoves to control
emissions.[5] This is usually in response to government regulation, either through direct
environmental regulation or through health and safety regulations.

Three-way catalytic converters (TWC) have the additional advantage of controlling the
emission of nitric oxide (NO) and nitrogen dioxide (NO2) (both together abbreviated with NO
x and not to be confused with nitrous oxide (N2O)), which are precursors to acid rain and
smog.[18]

Since 1981, "three-way" (oxidation-reduction) catalytic converters have been used in vehicle
emission control systems in the United States and Canada; many other countries have also
adopted stringent vehicle emission regulations that in effect require three-way converters on
gasoline-powered vehicles. The reduction and oxidation catalysts are typically contained in a
common housing; however, in some instances, they may be housed separately. A three-way
catalytic converter has three simultaneous tasks:[18]

 Catalyst: Platinum (Pt)

Rhodium (Rh)
Palladium (Pd)
 Reduction of nitrogen oxides to nitrogen (N2)
2 CO + 2 NO → 2 CO2 + N2
Hydrocarbon + NO → CO2 + H2O + N2
2 H2 + 2 NO → 2 H2O + N2
Oxidation of carbon monoxide to carbon dioxide
2 CO + O2 → 2 CO2
Oxidation of un-burnt hydrocarbons (HC) to carbon dioxide and water, in addition to the
above NO reaction
Hydrocarbon + O2 → H2O + CO2

These three reactions occur most

efficiently when the catalytic
converter receives exhaust from
an engine running slightly above
the stoichiometric point. For
gasoline combustion, this ratio is
between 14.6 and 14.8 parts air to
one part fuel, by weight. The ratio
for autogas (or liquefied
petroleum gas LPG), natural gas,
and ethanol fuels can be
significantly different for each,
notably so with oxygenated or alcohol based fuels, with e85 requiring approximately 34%
more fuel to reach stoic, requiring modified fuel system tuning and components when using
those fuels. In general, engines fitted with 3-way catalytic converters are equipped with a
computerized closed-loop feedback fuel injection system using one or more oxygen
sensors,[citation needed] though early in the deployment of three-way converters, carburetors
equipped with feedback mixture control were used.

Three-way converters are effective when the engine is operated within a narrow band of air-
fuel ratios near the stoichiometric point, such that the exhaust gas composition oscillates
between rich (excess fuel) and lean (excess oxygen). Conversion efficiency falls very rapidly
when the engine is operated outside of this band. Under lean engine operation, the exhaust
contains excess oxygen, and the reduction of NO
x is not favored. Under rich conditions, the excess fuel consumes all of the available oxygen
prior to the catalyst, leaving only oxygen stored in the catalyst available for the oxidation
function.

Closed-loop engine control systems are

necessary for effective operation of three-way
catalytic converters because of the continuous
balancing required for effective NO
x reduction and HC oxidation. The control
system must prevent the NO
x reduction catalyst from becoming fully
oxidized, yet replenish the oxygen storage
material so that its function as an oxidation
catalyst is maintained.

Three-way catalytic converters can store oxygen from the exhaust gas stream, usually when
the air–fuel ratio goes lean.[19] When sufficient oxygen is not available from the exhaust
stream, the stored oxygen is released and consumed (see cerium(IV) oxide). A lack of
sufficient oxygen occurs either when oxygen derived from NOx reduction is unavailable or
when certain manoeuvres such as hard acceleration enrich the mixture beyond the ability of
the converter to supply oxygen.

The catalytic converters construction is as follows:

1. The catalyst support or substrate. For automotive catalytic converters, the core is
usually a ceramic monolith that has a honeycomb structure (commonly square, not
hexagonal). (Prior to the mid 1980s, the catalyst material was deposited on a packed
bed of pellets, especially in early GM applications.) Metallic foil monoliths made of
Kanthal (FeCrAl)[15] are used in applications where particularly high heat resistance is
required.[15] The substrate is structured to produce a large surface area. The cordierite
ceramic substrate used in most catalytic converters 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.[1]
2. The washcoat. A washcoat is a carrier for the catalytic materials and is used to
disperse the materials over a large surface area. Aluminum oxide, titanium dioxide,
silicon dioxide, or a mixture of silica and alumina can be used. The catalytic materials
are suspended in the washcoat prior to applying to the core. Washcoat materials are
selected to form a rough, irregular surface, which greatly increases the surface area
compared to the smooth surface of the bare substrate. This in turn maximizes the
catalytically active surface available to react with the engine exhaust. The coat must
retain its surface area and prevent sintering of the catalytic metal particles even at
high temperatures (1000 °C).[16]
 3. Ceria or ceria-zirconia. These oxides are mainly added as oxygen storage
promoters.[17]
4. The catalyst itself is most often a mix of precious metal. Platinum is the most active
catalyst and is widely used, but is not suitable for all applications because of
unwanted additional reactions and high cost. Palladium and rhodium are two other
precious metals used. Rhodium is used as a reduction catalyst, palladium is used as an
oxidation catalyst, and platinum is used both for reduction and oxidation. Cerium,
iron, manganese, and nickel are also used, although each has limitations. Nickel is not
legal for use in the European Union
because of its reaction with carbon
monoxide into toxic nickel
tetracarbonyl.[citation needed] Copper can
be used everywhere except
Japan.[clarification needed]
5. Upon failure, a catalytic converter can
be recycled into scrap. The precious
metals inside the converter, including
platinum, palladium, and rhodium, are
extracted.

Unwanted reactions

Unwanted reactions can occur in the three-way catalyst, such as the formation of odoriferous
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 absorption of sulfur by the washcoat.
Hydrogen sulfide forms when the washcoat has absorbed 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.

Metallic vs Ceramic Catalyst Substrates

Engineers prefer metallic, Coating companies prefer ceramic. Ceramic substrates have been
the choice for catalyst coating companies for decades. Automotive OEM’s predominately
utilize these parts due to their lower component costs. Many coating companies will suggest
ceramic to avoid production line change overs from ceramic to metallic. In small sizes, under
6”OD, the ceramic is usually more cost effective per piece over the metallic, but due to
difficulty in packaging ceramic and extra processes required the metallic total system cost
often is more advantageous. In sizes larger than 6”OD metallic substrates are competitive
with ceramic and sizes larger than 10” metallic’s have a lower cost.
Metallic’s flow better
 More horse power
 Improved fuel efficiencies
 Smaller overall catalyst volume
 More uniform flow distribution

Metallic’s have more flow options

 Mixing capacities
 Destruction of boundary layer
 Less precious metal required
 More uniform flow distribution

Metallic’s integrate better in exhaust system

 Matches expansion of can/housing
 Weld or form in housing
 No matting required
o Smaller overall package size
o No extra curing mat process
o No mat erosion

Metallic’s utilize heat better

 Faster catalyst light-off
 Close coupled applications
 Lower tempature gradient across inlet face of catalyst,not susceptible to isolated “hot
spots”
3. Types of MS

 Round type

 Race track type

 Air gap type

 Micro hole (both flat and corrugated foil)type

 Convex type

 Ring type

 Square laminated type

 Orthogonal type

 Doughnut type

4. Objective
To improvement of purification capability and durability of metal substrates by applying
new technologies to gas flow channel structure or to surface condition improvement of
the stainless foil.

5. Literature Review
In this study, we propose
an ‘offset substrate’ with a
structure of periodical wall
shifting of exhaust gas flow
channels in the gas flow
direction, which showed
effectiveness for increasing
the purification efficiency
especially for high exhaust
gas flow rate. Also, ‘α film coated substrate’, which has a special oxide film on the
surface of the stainless foil formed by heat treatment in an oxidation atmosphere at high
temperature, showed an excellent acid corrosion resistance and accessibility to the
anticipated corrosive environment. These advanced metal substrates are expected to be
important key items for compliance with the stringent emissions regulations.

Emission regulations for the exhaust gas of motor vehicles are growing increasingly
stringent year by year. In Europe, in particular, the RDE (Real Driving Emission)
regulation, a regulation that regulates the emissions of exhaust gas under actual driving
conditions, is scheduled to be in addition to the conventional regulations based on the
 driving cycle under a constant driving condition. Meanwhile, regulations on fuel
consumption are also promoted, and to comply with these regulations, developments to
improve combustion in engines and exhaust gas after-treatment systems are being
promoted. Precious metals used for catalysts are costly, and the reduction in the use of the
precious metal is required. To realize the requirements, in addition to improving the
catalyst performance, technologies to control the heat and the flow of exhaust gas in a
honeycomb substrate are required to improve the purification performance. To date,
Nippon Steel & Sumikin Materials has developed a substrate composed of SUS foil
perforated with micro holes of less than 1 mm in diameter, and proposed improvement in
the light-off performance of the catalyst at the cold start by reducing the heat capacity.
The substrate was mounted on cars in the market. As various spatial structures can be
formed by a process such as press working with specifically designed dies on the SUS
foil that constitutes a substrate, a substrate having a spatial structure effective in
improving the purification performance is proposed. To date, protrusions with a height of
several hundred μm were provided on the corrugated sheet, and the structure with the
corrugated sheet turned upside down has been proposed. Structures to improve the
conversion efficiency by further increasing the chance of the contact of the exhaust gas
molecules with a catalyst are required. Therefore, the offset structure with a channel-
shifted corrugated sheet was proposed, and remarkable improvement in the conversion
efficiency as compared with that of the conventional structure was confirmed.
Furthermore, in the after-treatment system of selective catalytic reduction (SCR) by urea
for diesel engine vehicles, exhaust gas is condensed to produce a corrosive solution that
contains Cl− and SO42− and flows into the substrate. Therefore, corrosion-resistance is
required of the metal substrate. The metal substrate employs SUS foil with high Al
content, and when it is oxidized at a high temperature in air, an alumina oxide film having
high protective properties against oxidation is formed, and high temperature oxidation
resistance is improved. The defect density of the oxide film is so low that high resistance
to corrosion is secured. Nippon Steel & Sumikin Materials named the substrate provided
with this film as ‘α film coated substrate’ and has commercialized it. This article
introduces the developments of the offset (hereinafter referred to as OS) substrate and the
α film coated substrate.

6. Study on Technologies to Improve Conversion Rate

Problems of conventional substrate and proposal of offset (OS) structure
The exhaust gas flow through the conventional substrate structure and that through the
OS substrate structure sche
matically. In the conventional structure, the exhaust gas flow changes to laminar flow
from turbulent flow at a distance several millimeters away from the inlet section. The
laminar flow is maintained afterwards in the gas channel. 15) The catalytic reaction takes
place on the catalyst coated on the channel wall. In the laminar flow, the mass transfer to
the catalyst in the channel is carried out only by the diffusion of the molecule.
Accordingly, the higher the reaction velocity in the catalyst layer becomes, the lower the
concentrations of the reactants such as CO, HC and NOX in the vicinity of the catalyst
layer become. However, the mass transfer of the reactants from the center section of the
channel to the catalyst layer cannot maintain pace with the reaction rate. Therefore, the
catalytic reaction is controlled by the diffusion under the condition that the concentrations
of the reactants are high in the center section. This means contrarily that the conversion
efficiency can be improved if the mass transfer of the gas components is enhanced. In the
OS structure, the wall of the channel coated with a catalyst is positioned at the center of
the incoming flow at its offset position. Even though the concentrations of the reactants
such as CO, HC and NOX remain high in the center section of the laminar flow region, it
is considered that the reactants come into contact with the catalyst at the offset position,
and conversion is carried out efficiently. Furthermore, at the offset position, the gas
reactants collide with the offset channel wall and the laminar flow becomes turbulent.
Therefore, gas diffusion is considered to be enhanced. The OS structure is considered to
be effective in the region with a relatively high conversion rate wherein the diffusion of
the reactants controls the conversion rate. Figure 3 shows the effect of the OS structure on
the purification performance schematically using the relationships between the gas
temperature and the conversion rate. As the exhaust gas temperature rises, the catalyst is
more activated and the conversion rate increases. In the region wherein the gas
temperature is lower and the conversion rate is below 50%, and the catalytic reaction rate
controls the conversion rate, the mass transfer does not control the conversion rate. The
effect of the OS structure is expected in the region above 50% of the conversion rate
wherein the diffusion controls the conversion rate, and the conversion rate higher than
that obtained by the conventional structure is obtained at the same temperature.
Particularly, under the condition of the high flow rate (high SV: high space velocity) in
high load and high speed of the revolution of engines, the diffusion of the reactants to the
catalyst layer is insufficient and the reactants of exhaust gas tend to pass through the
substrate. Therefore, the OS structure is considered to be effective and the SV toughness
(rate of increase in SV vs. corresponding deterioration of conversion rate) is considered
excellent.
7. Study on Trial Fabrication of Offset Substrate (OS)

A corrugated sheet provided with the OS structure was manufactured by press-forming,

using the SUS foil of 20Cr-5Al steel (YUS 205M1, sheet thickness 50 μm).
Subsequently, an OS substrate was trial-manufactured by laying a flat sheet on the
corrugated sheet and by brazing them at some of the contact parts. A schematic drawing
of the corrugated sheet provided with
the OS structure. Each cell is of
trapezoid shape, and measures a mm in
width, b mm in cell height. The OS
pitch is c mm. In Table 1, the
specification of each OS substrate that
was trial manufactured in this research
is shown. The cell density was varied
in the range from 150 cpsi to 625 cpsi,
and the aspect ratio b/a of the cell
shape was varied in the range from 1
to 4. For comparison purposes, conventional metal substrates were trial-manufactured,
using the same SUS foil. The cell was of triangular wave shape and the cell density was
varied in the range from 100cpsi to 600cpsi.

Supporting catalyst

The catalyst supported by each substrate is a three-way catalyst of Pd as precious metals.

The specified quantities of complex oxide powder of CeO2-ZrO2, gamma Al2O3
powder, and Palladium nitride acid aqueous solution were mixed. Then the water was
 evaporated in a vacuum evaporator and catalyst powder with Pd was prepared. The
powder was calcined in air at 550°C for 5 h, and Pd was fixed on the complex oxide.
Specified quantities of the Pd-containing powder and a binder were mixed in water to
produce wash coat slurry, and the catalyst was coated in each substrate. The quantity of
the wash coat with the catalyst is 180 g/L for the volume of the substrate, in which the
amount of Pd is 2.5 g/L. To simulate thermal The catalyst supported by each substrate is a
three-way catalyst of Pd as precious metals. The specified quantities of complex oxide
powder of CeO2-ZrO2, gamma Al2O3 powder, and Palladium nitride acid aqueous
solution were mixed. Then the water was evaporated in a vacuum evaporator and catalyst
powder with Pd was prepared. The powder was calcined in air at 550°C for 5 h, and Pd
was fixed on the complex oxide. Specified quantities of the Pd-containing powder and a
binder were mixed in water to produce wash coat slurry, and the catalyst was coated in
each substrate. The quantity of the wash coat with the catalyst is 180 g/L for the volume
of the substrate, in which the amount of Pd is 2.5 g/L. To simulate thermal
degradation of catalyst activity, the catalyst coated on the substrate was heated up to
980°C and maintained for 20 h in air.

Measurement of purification performance

A model gas was heated by an electric heater and was made to flow through the OS
substrate, and the conversion rate vs. model gas inlet temperature was measured. The
model gas contained C3H6, CO and NO with the stoichiometric air fuel ratio. The inlet
model gas temperature was controlled by a heater and was decreased from 400°C at a rate
of 3°C/min. As the temperature-decreasing rate is very small, the temperature distribution
in every substrate is in a mostly steady state. Accordingly, the purification performance
depends on the gas flow state in the channel without being influenced by the heat capacity
of the substrate. The model gas flow rate was controlled to a specified quantity within the
range from 75 000 h−1 to 195 000 h−1.

8. Result
The relationships between the conversion rate of NOX and the inlet gas temperature
measured during the temperature decreasing in the cases of SVs of 75 000 h−1 and 195
000 h−1. In the case of SV of 75 000 h−1, the conversion rates at 400°C were 100% in all
substrates. The conversion rates start to decrease in the order of Metal-400, OS-280 and
OS-400 in the temperature falling process, and this order continued to be unchanged until
the conversion rate reached 20%. It was confirmed that the conversion in the substrate
became more active in the order of OS-400, OS-280 and Metal-400. In the case of SV of
195 000 h−1, although the conversion rate at 400°C could not achieve 100%, the
conversion became more active in the order of OS-400, OS-280 and Metal-400 as well. In
the case of SV of 195 000 h−1, it was also confirmed that the conversion efficiency
became higher in the order of OS-400, OS-280 and Metal-400, and the conversion
temperature increased in all substrates as compared with the case of SV of 75 000 h−1.
9. Raw Materials

Stainless Steel Foil:

The super-bright-finished NSSC190SB ferritic stainless steel and the milk-white-finished
austenitic stainless steel of SUS304MW produced by Nippon Steel & Sumikin Materials
Co., Ltd. were used. Figure 1 shows the photos of the surfaces of the two stainless steel
foils observed by SEM (scanning electron microscope). On the SB-finished stainless steel
foil surface, streaks running in the direction of rolling in parallel are clearly observable,
and on the MW-finished stainless steel foil surface, undulation is observable in the entire
field of view. The thickness of both the used foils is 50 μm. A stainless steel foil coated
with an undercoating film to enhance the adhesivity of the planarizing film was also used.
To date, the formation of a planarizing film, trial fabrication of an OLED device and light
emission have been confirmed on both substrates of NSSC190SB and SUS304MW
regardless of whether the undercoating film is present or not.

Raw materials:

a) Flat Foil: Is used to make Honey comb.

b) Corrugated Foil: Is used to make Honey comb.

c) Brazing Foil
 To attach mantle to honey comb
 To attach flat foil to corrugated foil

d) Mantle:
To support honeycomb

e) Brazing Powder:
 To attach high cost flat foil to corrugated foil.

f) Binder:
To attach brazing powder in between flat foil and corrugated foil

g) Antiflow:
To make gap between honeycomb and mantle.

10. Processes
a) Core Winding:
To make Honey comb and Brazing foil welding.

b) Shooter:
To sense the Honey comb.

c) Circumference Checking:
To check the Honey comb diameter.

d) Edge Pressing:
To avoid flat foil and corrugated foil up and down
in the Honey comb.

e) Dot Marking:
For easily tracing the Metal Substrate.

f) Diameter Reduction:
To support Honey comb by attached mantle to Honeycomb.

g) Weight machine1:
To check the weight before sparing brazing powder.

h) Brazing Powder Spraying:

To attach flat foil and corrugated foil.

i) Airgun Blowing:
To remove the blockage by removing excess brazing powder.

j) Weight machine2:
To check the brazing powder weight by weighting the metal substrate after brazing
powder spray.

k) Drier:
To evaporate the excess water from binder.

Vacuum Furnace
Heat treatment in vacuum furnaces provides a cleaner environment by reducing atmosphere
levels to a minimum, especially molecules of oxygen. The result is a non-reactive condition,
where metals can be heat treated. Aluminium and other alloy brazing is preferred for high-
end products, due to the cleanliness and absence of flux.
Vacuum furnace production is to better understand the vacuum. Explain that vacuum can be
defined as an empty matter space; however, implementing such an empty space is virtually
impossible. In contrast, the vacuum is preferably described as having a pressure of less than
atmospheric pressure. The quality of the vacuum is represented by the amount of material
remaining in the system, making the high quality vacuum a very small thing to stay in. The
vacuum is mainly measured by its absolute pressure. Melt brazing foil and brazing powder to
attach flat foil to corrugated foil and honey comb to mantle.

Process name: Brazing

 Metal joining process which two or more items are joined together by melting and
followed a filter metal.
 Maximum tempature :1200±20°C
 Vaccum level:0.001 mbar
Chamber: Chamber is a enclosed space.
Parts name:
1) Carbon baskets
2) Graphite Spacer
3) Ceramic plate
4) SS stacking tray
5) Carbon sheet
Vacuum pumps:
1) Rotary pump
To create the initial vacuum.

2) Booster pump
To create the medium vacuum.

3) Holding pump
To support the diffusion pump.
 4) Diffusion pump
To create the high vacuum.

Convection Heating
Fan assisted convection heating systems are
offered for operation in the temperature range
up to 1200°C, where heat transfer by radiation
is not at its most effective, particularly with
densely packed loads. These systems allow
faster heating rates leading to greater furnace.

Gauges:
1) Pirani & penning gauges:
 To sense the chamber vacuum level
 Chamber vacuum limit0.001
Cooling material:
1. Water
2. Nitrogen
3. Blower

Thermocouple:
Job & Furnace thermocouple:
To sense the job and furnace tempature.

Heat Treatment Pattern:

Step 0 1 2 3 4 5 6 7 8 9 Total
Setting

Temp. (°C) 30 600 600 600 950 950 1200 1200 850 100
 Ramp Rate Gas
(°C/min) 15 5 5 Flow min h
Cooling

Time
30 38 50 10 70 30 50 15 60 60 413 6.9
(Min)

N2 N2 N2
N2 Gas - - - - - - -
Partial Partial Cooling

Vac.
Requirement Pressure <10-2 0.91~1 <10-4 <10-3 <10-3 <10-3 <10-3 <10-3 <10-3
(Bar)

Gas Quenching

Gas Quench systems are available to meet process requirements ranging from fan assisted
cooling to rapid, uniformly controlled “Multiflow” high pressure quench operations. Quench
rate in a vacuum furnace is directly related to both the pressure and the velocity of the
cooling gas. Consarc exploits both these factors by using high velocity “Multiflow” gas at
pressures of up to10bar. The latest design technology in compact copper heat exchangers are
used in combination with a high capacity gas quench turbine blower, utilizing a water cooled
motor designed for use in vacuum/pressure environments. Rapid quenching at high pressure
to meet the specified metallurgical properties ensures that superior cooling rates are achieved
when heat treatment metal substrate. High speed cooling also reduces cycle time s with a
consequent increase in furnace production levels.
Application Need

Monitoring product temperatures throughout the process establishes uniform heating in the
vacuum chamber and identifies any hot or cold spots. If the process includes a gas quench, it
is critical to monitor product cooling rates, which preserves the final molecular characteristics
of a product.

Benefits:

 Monitor product temperatures through heating and quench processes.

 Establish uniformity throughout the product load.
 Identify any hot or cold spots within the working volume.
 Set up new product recipes more efficiently.

11. Flow Chart of the Process

12. Product Development

Model: AHM K59
Foil:40μ*75L*400CPSI
HC: ϕ40*75L*400CPSI
Mantle: : ϕ44*1μ*92.8L
MS: ϕ42±0.6
length:95±1
inlet:10~11.5
outlet:(10)
Weight:150±8gm
Brazing foil position:H1 type
‘F’ gauge: ϕ34.4
‘M’ gauge: ϕ40.4

Model: AHM K60

Foil:40μ*50L*400CPSI
HC: ϕ40*50L*400CPSI
Mantle: : ϕ44*1μ*68.3L
MS: ϕ42*70L
inlet:10~11.5mm
outlet:9~10mm
Weight:107±5gm
Brazing foil position:H1 type
‘F’ gauge: ϕ34.4
‘M’ gauge: ϕ40.4

 Model:TVS-OS(150CPSI)
Foil:51μ*74.5L*150CPSI
HC: ϕ40*74.5L*150CPSI
Mantle: : ϕ44*1μ*92.8L
MS: ϕ42*94.5
inlet:9~10.5
outlet:(10)
Weight:171±18gm
Brazing foil position:B1 type
‘F’ gauge: ϕ33
‘M’ gauge: ϕ40.4

 Model: Bajaj K11

Foil:100μ*60L*100CPSI
HC: ϕ33*60L*100CPSI
Mantle: : ϕ37*1μ*67.9L
MS: ϕ35*70L
inlet:(10)mm
outlet:0~2mm
Weight:99±10gm
Brazing foil position:B1 type
‘F’ gauge: ϕ16
‘M’ gauge: ϕ33.4
 Model: TVS-OS
Foil:51μ*76L*150CPSI
HC: ϕ40*76L*150CPSI
Mantle: : ϕ40*1μ*90L
MS: ϕ42*92
inlet:8±1
outlet:(8mm)
Weight:156±16gm
Brazing foil position:B1 type
‘F’ gauge: ϕ33
‘M’ gauge: ϕ40.4

 Model: Bajaj K11

Foil:100μ*60L*100CPSI
HC: ϕ33*60L*100CPSI
Mantle: : ϕ37*1μ*67.9L
MS: ϕ35*70L
inlet:(10)mm
outlet:0~2mm
Weight:98±13gm
Brazing foil position:B2 type
‘F’ gauge: ϕ16mm
‘M’ gauge: ϕ33.4mm

 Model: Bajaj K2
Foil:100μ*60L*100CPSI
HC: ϕ33*60L*100CPSI
Mantle: : ϕ44*1μ*68.3L
MS: ϕ42*70L
inlet:7~9mm
outlet:(2)mm
Weight:128±13gm
Brazing foil position:B2 type
‘F’ gauge: ϕ28mm
‘M’ gauge: ϕ40.4mm

 Model: KWPL
Foil:100μ*75L*100CPSI
HC: ϕ40*75L*100CPSI
Mantle: : ϕ44*1μ*95L
MS: ϕ42*95L
inlet:10~11.5mm
outlet:9~10mm
Weight:167±8gm
Brazing foil position:H1 type
‘F’ gauge: ϕ28mm
‘M’ gauge: ϕ40.4mm
 Model: Royal Enfield
Foil:100μ*50L*100CPSI
HC: ϕ40*50L*100CPSI
Mantle: : ϕ44*1μ*58.7L
MS: ϕ42*60L
inlet:8~9.5mm
outlet:(2mm)
Weight:108±10gm
Brazing foil position:B1 type
‘F’ gauge: ϕ28mm
‘M’ gauge: ϕ40.4mm

 Model: Suzuki(200CPSI)
Foil:100μ*80L*200CPSI
HC: ϕ50*80L*200CPSI
Mantle: : ϕ55.5*1.5*81.5L
MS: ϕ53.5*83L
inlet:0~1mm
outlet:3±1mm
Weight:32±32gm
Brazing foil position:B1 type
‘F’ gauge: ϕ44.5mm
‘M’ gauge: ϕ50.99mm

 Model: Yamaha-2GS
Foil:51μ*60L*400CPSI
HC: ϕ51.5*60L*400CPSI
Mantle: : ϕ55.5*60.6L
MS: ϕ53.5*62L
inlet:0~1mm
outlet:0~3mm
Weight:171±17gm
Brazing foil position:B1 type
‘F’ gauge: ϕ46.4mm
‘M’ gauge: ϕ50.99mm
 Model: Suzuki(300CPSI)
Foil:50μ*80L*300CPSI
HC: ϕ50.5*80L*300CPSI
Mantle: : ϕ55.5*1.5*81.5L
MS: ϕ53.5*83L
inlet:0~1mm
outlet:3±1mm
Weight:260±26gm
Brazing foil position:B1 type
‘F’ gauge: ϕ44.5mm
‘M’ gauge: ϕ50.99mm

 Model: KWPM
Foil:100μ*90L*100CPSI
HC: ϕ40*90L*100CPSI
 Mantle: : ϕ44*108.5L
MS: ϕ42*110L
inlet:10~11.5mm
outlet:(10mm)
Weight:196±20gm
Brazing foil position:H1 type
‘F’ gauge: ϕ28mm
‘M’ gauge: ϕ40.4mm

13. Four major defects

i. Without Dot marking
ii. Without Brazing foil
iii. Without Brazing powder
iv. Honeycomb reverse
14. Inspection
 Receiving Inspection
i. Flat Foil
a) Length by Vernier scale
b) Thickness by screw
gauge
c) ND3 oil
d) Binder test
ii. Corrugate Foil
a) Length by vernier
b) Thickness disc type screw gauge
c) Height of mountain
d) Pitch

𝑉𝑒𝑟𝑛𝑖𝑒𝑟 𝑣𝑎𝑙𝑢𝑒
𝑃𝑖𝑡𝑐ℎ = 𝑁𝑜.𝑜𝑓 𝑚𝑜𝑢𝑛𝑡𝑎𝑖𝑛

[Note: For 400CPSI 90 mountains

For 100 CPSI 40 mountains]

e) Binder test
iii. Brazing Foil
a) Width by Vernier
b) Thickness screw gauge
iv. Binder test

 Online Inspection
i. Visual Checking
a) Cell blockage
 For Φ40*100CPSI, 1mountain blockage consider
 For Φ33*100CPSI, 1mountain blockage consider
 ForΦ60.5*100CPSI, 3mountain blockage consider
  For Φ40*300CPSI, 4mountain blockage consider
 ForΦ50.5*300CPSI, 3mountain blockage consider
 For Φ50.5*200CPSI, 4mountain blockage consider
 For Φ40*400CPSI, 5mountain blockage consider
 For Φ50.5*400CPSI, 9mountain blockage consider

b) Clearance between Flat foil and Corrugated foil

c) Clearance between Mantle and Honey comb: Within in 20mm distance
0.2mm clearance consider
d) Adhesion of brazing material
e) Brazing foil Erosion: Depth should
be not more than 2mm and width not
more 2.5mm
f) Rust
g) Dent: Width of dent should not more
than 1mm,length 2mm and
depth0.2mm
h) Crack on welding
i) Burr: Mantle inside burr 0.2mm
allowed
j) Arrow mark depth(should be
0.3mm)
k) Sagging
l) Less winding
m) Over winding
n) Scratch
o) Cell damage
p) Cell deformation
q) Chamfering dent
r) Segment impression
s) Line mark
t) Damage
u) ‘S’ damage
v) Inlet over hang
w) Dot marking clearly visible
x) Up and down
o For Suzuki mantle to honeycomb 0.5mm allowed
o Flat foil and corrugated foil in honeycomb 0.5mm allowed
ii. Measurement
a) Outer diameter
b) Inner diameter
c) Length
d) Flange
e) Honeycomb length
f) ‘S’ diameter
g) Cell density
h) Weight of Metal Substrate

 Off line Inspection

i. Load test
 ii. Cutting or Cooling test

15. Advantage

In its simplest form, the requirements for a catalytic converter substrate (foil material) are
dictated by four major factors: oxidation resistance; shape stability; formability (applicable
ductility); and compatibility with typical substrate processing technologies, such as brazing
and wash coating.
To meet these requirements, we developed a new process, which involves solid-state bonding
of steel and aluminium strip layers. This clad material is then rolled to an intermediate gauge,
and subjected to a thermal in situ reaction to form a new sold-solution material. The resulting
monolithic material is subsequently thermo-mechanically processed to foil gauges.
The combination of roll bonding, followed by the thermo-mechanical processing to produce
ferrite stainless steel foil for metallic catalytic converter substrates, offers many metallurgical
and economic advantages over conventional ingot metallurgy practices.
Advantages:
 Quicker light-off
 Lower back pressure
 15-30% less pressure drop than ceramic of same size cell density
 Thinner wall allows smaller catalyst
 Improved durability over ceramic
 No matting required
 High Thermal shock resistance
 More cost effective than ceramic in larger diameters
 Flexible designs
 High geometric surface area and low pressure drop associated with the thin walls
 The foils in metallic substrates can be brazed/welded together to provide good
mechanical durability and resistance to thermal shock

Application:
 The first major area of application of metallic substrates was as close-coupled pre-
converters in gasoline cars. In this high-temperature application, metallic substrates
allow elimination of the ceramic mounting mats, thus resulting in a robust catalytic
converter system. In some cases, mostly in some luxury car models, metallic
substrates have also been used in the main catalytic converter.
 There have been relatively few applications of metallic substrates in OEM diesel
engines—examples include the 2007-2012 Dodge Ram with NAC and 2010 and later
Navistar Maxxforce engines that used no NOx aftertreatment. Metallic substrates
have been more commonly utilized for diesel aftermarket/retrofit converters. Another
common application of metallic substrates is catalytic converters for stationary
engines, where the metallic foil construction allows for much larger diameters than
ceramic honeycombs.
 Most metallic converters have cellular structures made of thin foils in various
configurations, with channels formed through the corrugation of the foil. A number of
 alternative concepts have been proposed—such as metal foams [Jatkar 1997] or
assemblies of flat, perforated foils [Roychoudhury 1997]—but these have not gained
wide acceptance.
 Substrates made of metal foil can offer a significant degree of flexibility in shaping
the channels. For instance, conical shaped substrates can be assembled to improve
exhaust gas flow distribution through the converter [Maus 1998]. A number of
specialized designs have been developed to address various application needs—
including turbulent flow designs, particle oxidation catalysts and electrically heated
catalysts.

Disadvantage

 The major disadvantage of high quality metallic substrates is their high cost.
 Catalytic converters restrict the free flow of exhaust, which negatively affects vehicle
performance and fuel economy, especially in older cars.
 the transformation of nitrous oxides in to CO2 and water will cause increased
formation of rust in the exhaust system resulting in premature failure.

Warm-up period

Vehicles fitted with catalytic converters emit most of their total pollution during the first five
minutes of engine operation; for example, before the catalytic converter has warmed up
sufficiently to be fully effective.[28]

In 1995, Alpina introduced an electrically heated catalyst. Called "E-KAT," it was used in
Alpina's B12 5,7 E-KAT based on the BMW 750i.[29] Heating coils inside the catalytic
converter assemblies are electrified just after the engine is started, bringing the catalyst up to
operating temperature very quickly to qualify the vehicle for low emission vehicle (LEV)
designation.[30] BMW later introduced the same heated catalyst, developed jointly by Emitec,
Alpina, and BMW,[29] in its 750i in 1999.[30]

Some vehicles contain a pre-cat, a small catalytic converter upstream of the main catalytic
converter which heats up faster on vehicle start up, reducing the emissions associated with
cold starts. A pre-cat is most commonly used by an auto manufacturer when trying to attain
the Ultra Low Emissions Vehicle (ULEV) rating, such as on the Toyota MR2 Roadster.[

16. Environmental impact

Catalytic converters have proven to be reliable and effective in reducing noxious tailpipe
emissions. However, they also have some shortcomings in use, and also adverse
environmental impacts in production:

 An engine equipped with a three-way catalyst must run at the stoichiometric point,
which means more fuel is consumed than in a lean-burn engine. This means
approximately 10% more CO2 emissions from the vehicle.
 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.[32]
 Pieces of catalytic converters, and the extreme heat of the converters themselves,[33]
can cause wildfires, especially in dry areas [34][35][36]

Conclusion

This research has shown the high possibility of a dramatic improvement of the performance
of the metal substrate for exhaust gas catalytic converters by introducing new technologies to
its gas channel structure and SUS foil surface. The offset substrate that employed offset
channels and the flattened cell structure has achieved low pressure loss and improved
purification performance. As cost performance higher than that of the conventional metal
substrate is obtained with the new substrate, applications not only to the exhaust gas after-
treatment systems of two-wheeled motorcycles and four-wheeled vehicles, but also to other
uses such as heat exchanger are expected

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