Catalytic converter with resistance heater

Abstract: A resistance adjusting type heater (14) for use as an element of a catalytic converter comprises a honeycomb structure (10) with at least two electrodes (13) provided thereon to supply a current to the honeycomb structure (10) and with a resistance adjusting means such as a plurality of slits (11) provided in the honeycomb structure between the electrodes. The heater (14) is formed such that the cross-section of its heating portion is substantially the same as that of a main monolithic catalyst (15). The catalytic converter includes a first flow passage (20) with a honeycomb heater (14) and a second flow passage (23) to bypass the heater (14). At the beginning of the operation, the exhaust gases of an internal combustion engine whose temperature is low is caused to flow through the first flow passage (20). When the temperature of the exhaust gases exceeds a predetermined value, the flow passage is switched over from the first flow passage (20) to the second flow passage (23). In one embodiment a honeycomb heater (14) is disposed downstream of the main monolithic catalyst (15) or between two monolithic catalysts (15). In another embodiment two honeycomb heaters (14) are respectively disposed upstream and downstream of a main monolithic catalyst (15).

Description: The present invention relates to a resistance adjusting type heater and catalytic converter which are suitable for use in automotive exhaust emissions control. Conventionally, porous ceramic honeycomb structures have been employed as catalysts or substrates for catalysts which remove, for example, nitrogen oxides (NOx), carbon monoxide (CO) and hydrocarbon (HC) present in the exhaust gas of internal combustion engines, such as automobiles. Recently, however, metal honeycomb structures have been drawing attention as such catalysts or substrates for catalyst. Apart from the above catalysts or catalyst substrates, as restriction of exhaust emissions has been intensified, there has been a demand for development of heater or catalytic converters capable of converting the emissions when operation of an engine is started. Catalytic converters for use in controlling automotive exhaust gas have a minimum operating temperature above which the catalyst is active. Hence, the catalyst must be heated when the temperature thereof is not sufficiently high, i.e., at the beginning of running of a vehicle. Such honeycomb structures have been proposed in, for example, Japanese Utility Model Laid-Open No. 676⊘9/1988. This disclosed technique is a catalytic converter comprised of a metal monolithic catalyst which is disposed upstream of and adjacent to a main ceramic monolithic catalyst. The metal monolithic catalyst comprises an electrically conductible metal substrate with alumina coated thereon. However, in the catalytic converter disclosed in Japanese Utility Model Laid-Open No. 676⊘9/1988, the metal monolithic catalyst, a preheater, disposed upstream and adjacent to the main monolithic catalyst comprises a foil-type metal honeycomb structure which is constructed such that it is conducted and thereby heated from the inner periphery thereof to the outer periphery thereof. The resistance of the metal monolithic catalyst is not adjusted (i.e., only the material, dimensions and rib thickness of the metal honeycomb structure are defined and no adjustment is made on the resistance of the metal honeycomb structure). Furthermore, since the diameter of the metal monolithic catalyst is substantially the same as that of the main monolithic catalyst, the catalytic converter exhibits insufficient temperature rising characteristics. WO89/10471 discloses an electrically conductive honeycomb body of metal sheets, in which the honeycomb is divided by gaps and/or electrically insulating layers or coatings to provide an electric current path of a desired resistance. The body is described as being suitable for use as a catalyst support in motor vehicles. The problem addressed herein is to provide a novel resistance adjusting type heater and catalytic converter, preferably to eliminate the aforementioned problems of the prior techniques. The present invention is set out in claim 1. Preferably, the heater has a diameter larger than that of the main monolithic catalyst. A honeycomb heater having a resistance adjusting means or mechanism, such as a slit or slits, between the electrodes exhibits excellent heating characteristics and is therefore employed. Preferably, a honeycomb structure employed in the present invention is manufactured by forming metal powders into a honeycomb configuration and then by sintering a formed honeycomb body. Preferably, the honeycomb heater comprises a honeycomb structure with a catalyst carried thereon. Figs. 1 and 2 are respectively plan views of two types of honeycomb heaters having different outer diameters; Figs. 2(a) and 2(b) are respectively cross-sectional views of catalytic converters employing the different types of honeycomb heaters having different outer diameters in each of which a honeycomb heater is disposed upstream of a main monolithic catalyst; Fig. 3 is a perspective view of a catalytic converter whose outer peripheral portion is sealed by a heat insulating material; Fig. 4 is a plan view of an example of a honeycomb heater with a catalyst carried thereon, which is employed in the present invention. The resistance adjusting type heater embodying the present invention comprises a honeycomb structure with at least two electrodes provided thereon to supply a current to the honeycomb structure and with a resistance adjusting means provided between the electrodes. The resistance adjusting means is provided such that the cross-section of a heating portion of the heater is substantially the same as that of the main monolithic catalyst provided together the heater. When the resistance is adjusted in the manner described above, it is possible to control the heating characteristics of the heater. Preferably, the portion of the heater other than the heating portion is sealed by a heat insulating material or the like to prevent an exhaust gas from flowing along that portion and thereby making the exhaust gas flow only along the heating portion of the heater. In this way, the exhaust gas can be heated quickly. In that case, the electrodes do not make contact with the exhaust gas, corrosion of the electrodes due to the exhaust gas can be eliminated. Whereas any material, ceramic or metal, capable of generating heat when energized, can be used as the material of the honeycomb structure which is a basic body of the present invention, the use of metal enhances the mechanical strength and is thus preferred. Examples of such metals include stainless steel and materials having compositions of Fe-Cr-Aℓ, Fe-Cr, Fe-Aℓ, Fe-Ni, W-Co, and Ni-Cr. Among the above materials, Fe-Cr-Aℓ, Fe-Cr and Fe-Aℓ are preferred because of low cost and high resistance to heat, oxidation and corrosion. The honeycomb structure employed in the present invention may be porous or non-porous. In the case where a catalyst is carried on the honeycomb structure, however, a porous honeycomb structure is preferred because a catalyst layer can be closely adhered to such a honeycomb structure, and hardly peels off the honeycomb structure even when a difference in the thermal expansion between the honeycomb structure and the catalyst exists. The metal honeycomb structure will be prepared in the manner described below. First, Fe powder, Aℓ powder and Cr powder, or alternatively powders of alloys of these metals, are mixed to prepare a metal powder mixture having a desired composition. Subsequently, the metal powder mixture is blended into an organic binder, such as methyl cellulose or polyvinylalcohol, and water to produce a readily formable mixture. That mixture is then formed into a shape of a desired honeycomb configuration by extrusion. Next, the formed honeycomb body is fired in a non-oxidizing atmosphere at a temperature ranging between 1⊘⊘⊘ and 145⊘°C. During the sintering in the non-oxidizing atmosphere containing hydrogen, the organic binder is decomposed and thereby removed with the aid of Fe or the like, which acts as a catalyst. A good sintered body (a honeycomb structure) can therefore be obtained. Sintering at a temperature lower than 1⊘⊘⊘°C achieves no sintering. Sintering conducted at a temperature higher than 145⊘°C causes deformation of the resulting sintered body and is thus undesirable. Preferably, a heat-resistant metal oxide is then coated on the surface of the cell walls and the surface of the pores of the obtained honeycomb structure. Next, a resistance adjusting mechanism of a desired form is preferably provided on the obtained honeycomb structure between the electrodes thereof, which will be described later. The resistance adjusting mechanism provided on the honeycomb structure may take on any of the following forms: (1) a slit or slits of any length, formed in any direction at any position (2) variations in the length of the cell walls in the axial direction of the passages (3) variations in the thickness (wall thickness) of the cell walls of the honeycomb structure or variations in the cell density of the honeycomb structure, or (4) a slit or slits formed in the cell wall (rib) of the honeycomb structure. Among the above-mentioned forms, formation of a slit or slits according to No.(1) is more preferable because it can easily control a heated portion. Electrodes are provided generally on the outer peripheral portion of or inside of the thus-obtained metal honeycomb structure by welding or brazing to manufacture a honeycomb heater. The term, "electrodes" is used in this application to refer to any terminal through which a voltage is applied to the heater. The electrodes include the direct bonding of the outer peripheral portion of the heater to a can body and terminals for grounding. In the case of the metal honeycomb structure which is used as a heater, the resistance thereof will be preferably held between ⊘.⊘⊘1Ω and ⊘.5Ω. Preferably, a catalyst is placed on the surface of the thus-obtained metal honeycomb structure so as to allow heat to be generated due to reaction (oxidation) of the exhaust gas. Thus catalyst supported on the surface of the metal honeycomb structure is made of a carrier having a high surface area and a catalyst activating material supported on the carrier. Typical examples of the carriers having a high surface area include γ-Aℓ₂O₃, TiO₂, SiO₂-Aℓ₂O₃ and perovskite. Examples of the catalytic activating material include noble metals, such as Pt, Pd and Rh, and base metals, such as Cu, Ni, Cr and Co. The preferred catalyst comprises one in which from 1⊘ to 1⊘⊘g/ft³ Pt or Pd is loaded on the carrier made of γ-Aℓ₂O₃. Whereas the honeycomb structure employed in the present invention may have any honeycomb configuration, it is desirable that the cell density ranges from 6 to 15⊘⊘cells/in² (⊘.9 to 233cells/cm²) with a wall thickness ranging from 5⊘ to 2⊘⊘⊘µm. As stated above, the honeycomb structure employed in the present invention may be porous or non-porous. To achieve sufficient mechanical strength and resistance to oxidation and corrosion, however, the porosity of the metal honeycomb structure will preferably be held between ⊘ and 5⊘% by volume with most preferable porosity being less than 25% by volume. In a metal honeycomb structure designed for use as a substrate for catalyst, the porosity will be held 5% or above to ensure strong adhesion between the honeycomb structure and a catalyst layer. The term, "honeycomb structure" is employed in this application to refer to an integral body having a large number of passages partitioned by the walls. The passages may have any cross-sectional form (cell shape), e.g., a circular, polygonal or corrugated form. The present invention will further be illustrated in the following examples which are intended to be illustrative, but not limiting, of this invention. Figs. 1(a) and 1(b) are respectively plan views of different types of honeycomb heaters respectively having an outer diameter of 9⊘mm and 12⊘mm. In each honeycomb heater, a plurality of slits 11, which act as the resistance adjusting mechanisms, are provided in a honeycomb structure 1⊘ having a large number of passages. An outer peripheral portion 12 of each slit 11 is charged with and thereby electrically insulated by an inorganic adhesive. Two electrodes are provided on the outer wall of the honeycomb structure 1⊘ to make it a honeycomb heater. Figs. 2(a) and 2(b) respectively show catalytic converters employing two different types of honeycomb heaters 1⊘ respectively having an outer diameter of 9⊘mm and 12⊘mm. In each catalytic converter, the honeycomb heater 1⊘ is disposed upstream of a main monolithic catalyst 15. A reference numeral 16 denotes an outer frame. Fig. 4 is a plan view of an example of a honeycomb heater with a catalyst carried thereon according to the present invention. This honeycomb heater comprises a honeycomb structure 1⊘ with a plurality of slits 11 formed therein as resistance adjusting means and with two electrodes 13 provided on the outer wall thereof. The honeycomb structure 1⊘ has a large number of passages 22. Example 1 Fe powder, Fe-Cr powder and Fe-Aℓ powder were mixed to prepare a mixture having a composition of Fe-2⊘Cr-5Aℓ (% by weight). The obtained mixture was then formed by the extrusion into honeycomb bodies. The formed honeycomb bodies were sintered in H₂ atmosphere to obtain honeycomb structures respectively having an outer diameter of 9⊘mm and 12⊘mm. Both honeycomb structures had a thickness of 15mm, a cell wall (rib) thickness of 4mil (⊘.1⊘mm) and a passage density of 4⊘⊘ cells/in²(cpi²). Thereafter, slits 11 were formed in the obtained honeycomb structures 1⊘ having a large number of passages, as shown in Figs. 1(a) and 1(b). The outer peripheral portion 12 of each slit 11 was filled with an inorganic adhesive of ZrO₂. The slits 11 were formed in such a manner that they were separated from each other by a distance corresponding to eight cell walls, i.e., seven cells. A layer of γ-alumina in which CeO₂ was present in a proportion of 8wt% was coated on each of the honeycomb structures 1⊘. Thereafter, 2⊘g/ft³ of Pd and Pt were respectively loaded on the coated layer. The whole structure was then sintered at 6⊘⊘°C to obtain a catalyst. Subsequently, two electrodes 13 were provided on the outer wall of each of the obtained honeycomb structures 1⊘, as shown in Figs. 2(a) and 2(b). Each of the obtained honeycomb heaters was disposed in front of a a three-way catalyst 14 available on the market which was a main monolithic catalyst, as shown in Figs. 2(a) and 2(b). The three-way catalyst 15 had a rib thickness of 6mil, a passage density of 4⊘⊘cells/in², an outer diameter of 9⊘mm and a length of 1⊘⊘mm. An outer peripheral portion 27 of the heater having an outer diameter of 12⊘mm was sealed by a heat insulating material over a width of 1⊘mm so that no exhaust gas flows therethrough, as shown in Fig. 3. The diameter of the heating portion of the heater having an outer diameter of 9⊘mm was about 7⊘mm, and the diameter of the heater portion of the heater having an outer diameter of 12⊘mm was about 9⊘mm. The performance of each of these catalytic converter systems at the beginning of the operation of an engine was tested by introducing into the system an exhaust gas ( A/F = 14.6 ) whose temperature was raised at a fixed speed from 1⊘⊘°C to 42⊘°C for two minutes and was then maintained at 42⊘°C for one minute and by measuring the conversion for CO, HC and NO x . At that time, the heater was first energized for five seconds by a battery of 24V and then turned on and off so as to maintain the temperature thereof to 45⊘°C. While the heater was on, it was energized by a battery of 12V. The following table 1 shows the results of these measurements. Heater Average conversion (%) CO HC NO x 9⊘ mm 68 53 66 12⊘ mm 72 58 7⊘ As is clear from the above Table, since the heater having an outer diameter of 12⊘mm has substantially the same heating area as that of the main monolithic catalyst disposed at the rear of (downstream of) the heater, the entirety of the main monolithic catalyst can be heated relatively uniformly. Furthermore, since a wider area of the catalyst carried on the heater can be heated, conversion can be performed efficiently, resulting in an increase in the conversion. Example 2 Fe powder, Fe-Cr powder and Fe-Aℓ powder were mixed to prepare a mixture having a composition of Fe-2⊘Cr-5Aℓ (% by weight), and the obtained mixture was then formed by the extrusion into a honeycomb body. The formed honeycomb body was then sintered at an atmosphere of H₂ to obtain a honeycomb structure having an outer diameter of 93mm, a thickness of 15mm, a cell wall (rib) thickness of 8mil and a passage density of 3⊘⊘cells/in². Thereafter, eight slits 11, six of which had a length of about 7⊘mm while two of them located at the two sides had a length of about 5⊘mm, were formed in the obtained honeycomb structure 1⊘ in the axial direction of the passages 22 thereof in such a manner they were separated from each other by a distance corresponding to seven cells (about 1⊘mm), i.e., seven cells were disposed between the adjacent slits 11, as shown in Fig. 4. A layer of γ-alumina was coated on the honeycomb structure 1⊘. Thereafter, 1⊘g/ft³ of Pd and Pt were respectively loaded on the coated layer. The whole structure was then sintered at 6⊘⊘°C to generate a catalyst. Subsequently, two electrodes 13 were provided on the outer wall of the obtained honeycomb structure 1⊘ to make it a heater catalyst 14, as shown in Fig. 4. The obtained heater catalyst 14 was disposed at the rear of (downstream of) a three-way catalyst 15 available on the market which was a main monolithic catalyst, and a light-off catalyst 21 which was an oxidation catalyst was provided at the rear of the heater catalyst 14, as shown in Fig. 5. The performance of this system at the beginning of the operation of an engine was tested by introducing into this system an exhaust gas A whose temperature was raised at a same rate from 1⊘⊘ °C to 42⊘ °C for two minutes and was then maintained at 42⊘ °C for one minute (warming-up test) and by measuring the conversion for CO, HC and NO x . Table 2 shows the results of the measurements. At the beginning of the test, the heater catalyst 14 was energized for one minute by a battery of 12 V in order to heat the exhaust gas to 35⊘ °C. Next, the durability test was conducted on the above system in the manner described bellow: the temperature of an exhaust gas was raised from the room temperatures to 75⊘°C, and then maintained at 75⊘ °C, a cyclic operation was repeated in which the engine was cruised for 6⊘ seconds and then introduction of the fuel was cut for 5 seconds. At the beginning of the durability test, the heater catalyst 14 was energized for one minute in the same manner as that in which it was energized in the above measurements in order to heat the exhaust to 35⊘ °C. After this durability test was performed ten times, the warming-up test was conducted and the conversion for CO, HC and NO x was measured. For comparison, the durability test was conducted on a system in which the heater catalyst 14 was disposed in front of the main monolithic catalyst 15, as shown in Fig. 9. Table 2 shows the average conversion obtained by the system according to the present invention before and after the durability test and that obtained by the comparative example after the durability test. Average conversion (%) (warming-up test) CO HC NO x Before the durability test 68 53 66 After the durability test (The Present invention) 6⊘ 46 61 After the durability test (Comparative example) 46 41 47 Example 3 Fe powder, Fe-Cr powder and Fe-Aℓ powder were mixed to prepare a mixture having a composition of Fe-2⊘Cr-5Aℓ (% by weight). The obtained mixture was then formed by the extrusion into a honeycomb body. The formed honeycomb body was sintered at an atmosphere of H₂ to obtain a honeycomb structure having an outer diameter of 93mm, a length of 15mm, a cell wall (rib) thickness of 8mil and a passage density of 3⊘⊘ cells/in². Thereafter, eight slits 11, six of which had a length of about 7⊘mm while two of them located at the two sides had a length of about 5⊘mm, were formed in the obtained honeycomb structure 1⊘ in the axial direction of passages 22 thereof in such a manner they were separated from each other by a distance corresponding to four cells (about 8mm), i.e., four cells were disposed between the adjacent slits 11, as shown in Fig. 4. A layer of γ-alumina was coated on the honeycomb structure 1⊘. Thereafter, 1⊘g/ft³ of Pd and Pt were respectively loaded on the coated layer. The whole structure was then sintered at 6⊘⊘°C to generate a catalyst. Subsequently, two electrodes 13 were provided on the outer wall of the obtained honeycomb structure 1⊘, as shown in Fig. 4, to make it a heater catalyst 14. The obtained heater catalysts 14 were respectively disposed in front of (upstream of) and at the rear of (downstream of) a three-way catalyst 15 available on the market which was a main monolithic catalyst, as shown in Fig. 1⊘. The performance of this system at the beginning of the operation of an engine was tested by introducing into this system an exhaust gas A whose temperature was raised at a same rate from 1⊘⊘°C to 42⊘°C for two minutes and was then maintained at 42⊘°C for one minute (warming-up test) and by measuring the conversion for CO, HC and NO x . At the beginning of the test, the heater catalysts 14 disposed in front of and at the rear of the main monolithic catalyst 15 were energized for one minute by a battery of 12V in order to heat the exhaust gas to 35⊘°C. For comparison, warming-up test was conducted under the same conditions as those of the above case on a catalytic converter system in which the heater catalyst was disposed only at the rear of the main monolithic catalyst 15. Table 3 shows the results of these measurements. Next, the durability test was conducted in the same manner described as in Example 2. After this durability test was performed ten times, the above-described warming-up test was conducted and the conversion for CO, HC and NO x was measured. For comparison, the durability test was conducted under the same conditions as those of the above case on a system in which the heater catalyst 14 was disposed in front of the main monolithic catalyst 15. Table 4 shows the results of the measurements. Average conversion (%) (warming-up test) CO HC NO x The present invention 68 53 64 Comparative example 63 48 61 Average conversion (%) (warming-up test conducted after the durability test) CO HC NO x The present invention 62 49 62 Comparative example 48 41 46 Example 4 Fe powder, Fe-Cr powder and Fe-Aℓ powder were mixed to prepare a mixture having a composition of Fe-2⊘Cr-5Aℓ (% by weight). The obtained mixture was then formed by the extrusion into a honeycomb body. The formed honeycomb body was sintered in H₂ atmosphere to obtain a honeycomb structure having an outer diameter of 93mm, a thickness of 15mm, a cell wall (rib) thickness of 8mil and a cell density of 3⊘⊘cells/in². Thereafter, eight slits 11, six of which had a length of about 7⊘mm while two of them located at the two sides had a length of about 5⊘mm, were formed in the obtained honeycomb structure 1⊘ in the axial direction of passages 22 thereof, as shown in Fig. 4, in such a manner that they were separated from each other by a distance corresponding to seven cells (about 1⊘mm). A layer of γ-alumina was coated on the honeycomb structure 1⊘. Thereafter, 2⊘g/ft³ of Pd and Pt were respectively loaded on the coated layer. The whole structure was then sintered at 6⊘⊘°C to generate a catalyst. Subsequently, two electrodes 13 were provided on the outer wall of the obtained honeycomb structure 1⊘, as shown in Fig. 4, to make it a heater catalyst 14. The obtained heater catalyst 14 was incorporated in the catalytic converter within the first flow passage 2⊘ disposed in front of (upstream of) the three-way catalyst which was the main monolithic catalyst 15, as shown in Fig. 13. This catalytic converter further included the bypassing flow passage 23 through which a high-temperature exhaust gas A flew, the change-over valve 18 at a bifurcated portion 17, and a temperature sensor 19 upstream of the change-over valve 18. When the temperature of the exhaust gas reached a high value (e.g., 35⊘°C), the flow of the exhaust gas was controlled such that it did not flow through the heater catalyst 14 by operating the change-over valve 18. The performance of the catalytic converter system at the beginning of the operation of an engine was tested by the same manner as in Example 1, and the conversion for CO, HC and NO x was measured. Until the temperature of the exhaust gas reached 35⊘°C, the exhaust gas was introduced into the first flow passage 2⊘. When the temperature exceeded 35⊘°C, the valve 18 was operated to introduce the exhaust gas into the main monolithic catalyst 15. At the beginning of the test, the heater catalyst was energized for one minute by a battery of 12V in order to heat the exhaust gas to 35⊘°C. Next, the durability test was conducted on the above system in the same manner as in Example 2. After this durability test was performed ten times, the warming-up test was conducted and the conversion for CO, HC and NO x was measured. For comparison, the durability test was conducted in which the valve 18 was not operated and all the exhaust gas was introduced to the heater catalyst 14. Table 5 shows the average conversion obtained by the system according to the present invention before and after the durability test and that obtained by the comparative example after the durability test. Average conversion (%) (warming-up test) CO HC NO x Before the durability test 7⊘ 54 67 After the durability test (Present invention) 61 48 6⊘ After the durability test (Comparative example) 48 41 46 As will be understood from the foregoing description, in the heater and catalytic converter according to the present invention, since the resistance adjusting means is formed on the heater such that the heating portion thereof is substantially the same as the cross-section of the main monolithic catalyst provided together with the heater, the overall main monolithic catalyst can be heated by the heater relatively uniformly. Furthermore, since a wider area of the catalyst carried on the heater can be heated, conversion can be performed efficiently. In another catalytic converter according to the present invention, the honeycomb heater is provided downstream of the main monolithic catalyst. In consequence, an exhaust gas whose temperature is low can be heated by the honeycomb heater at the beginning of operation of the engine. Furthermore, corrosion of the honeycomb heater or deterioration of the catalyst carried on the honeycomb heater, caused by the high-temperature exhaust gas, can be suppressed to a minimum due to the main monolithic catalyst provided upstream of the honeycomb heater. In the case of the catalytic converter of the present invention which employs a module composed of a catalyzed light-off honeycomb heater or of the honeycomb heater and the light-off monolith catalyst, a deteriorated module can be replaced with a new one. This enables the life of the catalytic converter to be prolonged. In still another type catalytic converter according to the present invention, the honeycomb heaters are respectively disposed upstream and downstream of the main monolithic catalyst. In consequence, an exhaust gas whose temperature is low can be heated by the honeycomb heaters at the beginning of operation of the engine. Furthermore, even when the catalyst carried on the heater disposed upstream of the main monolithic catalyst deteriorates during the use, the exhaust gas conversion performance at the beginning of operation of the engine can be assured by the honeycomb heater disposed downstream of the main monolithic catalyst. In a still further catalytic converter according to the present invention, since the flow passage for the exhaust gas is switched over in accordance with the temperature of the exhaust gas, only the exhaust gas whose temperature is low flows through the honeycomb heater or heater catalyst which serves as a preheater. In consequence, corrosion of the metal substrate of the honeycomb heater or deterioration in the catalyst carried on the heater catalyst, both of which cause reduction in the low-temperature exhaust gas conversion performance, can be suppressed.

Claims: A catalytic converter for a fluid flow having at least one main monolithic catalyst (15) for said fluid flow and a resistance heater (10) arranged in use in said fluid flow and having an electrically conductive honeycomb structure having axial end faces and a large number of parallel passages for the fluid flow extending in an axial direction and defined by partition walls and at least two electrodes for passing electrical current through said honeycomb structure, characterized in that said honeycomb structure is monolithic and has at least one slit (11) extending through it from a said axial end face so as to affect its electrical resistance between said electrodes and in that the cross-sectional area of the fluid-heating portion of the heater in a plane perpendicular to the axial direction is the same as the area of the cross-section perpendicular to the fluid flow of the main monolithic catalyst. A catalytic converter according to claim 1 wherein said heater (10) has a larger diameter than said main monolithic catalyst (15). A catalytic converter according to claim 1 or claim 2 wherein honeycomb structure of said heater (10) carries a catalyst. A catalytic converter according to any one of claims 1 to 3 wherein said heater (10) is upstream of said main monolithic catalyst (15) in said fluid flow. A catalytic converter according to claim 1 or claim 2 wherein said heater (10) is downstream of said main monolithic catalyst (15) in said fluid flow and carries a catalyst.

Inventors: ABE FUMIO, HARADA TAKASHI, MIZUNO HIROSHIGE, ABE, FUMIO, HARADA, TAKASHI, MIZUNO, HIROSHIGE
Applicants: NGK INSULATORS LTD, NGK INSULATORS, LTD.
Application year: 1991
Main classification: F01N3
IPC codes: F01N3, H05B3