The chemical industry must become carbon neutral by 2050, meaning that process‐, energy‐, and product‐related CO₂ emissions from fossil sources are completely suppressed. This goal can only be reached by using renewable energy, secondary raw materials, or CO₂ as a carbon source. The latter can be done indirectly through the bioeconomy or directly by utilizing CO₂ from air or biogenic sources (integrated biorefinery). Until 2030, CO₂ waste from fossil‐based processes can be utilized to curb fossil CO₂ emissions and reach the turning point of global fossil CO₂ emissions. A technology mix consisting of recycling technologies, white biotechnology, and carbon capture and utilization (CCU) technologies is needed to achieve the goal of carbon neutrality. In this context, CHEMampere contributes to the goal of carbon neutrality with electricity‐based CCU technologies producing green chemicals from CO₂, N₂, O₂, and H₂O in a decentralized manner. This is an alternative to the e‐Refinery concept, which needs huge capacities of water electrolysis for a centralized CO₂ conversion with green hydrogen, whose demand is expected to rise dramatically due to the decarbonization of the energy sector, which would cause a conflict of use between chemistry and energy. Here, CHEMampere's core reactor technologies, that is, electrolyzers, plasma reactors, and ohmic resistance heating of catalysts, are described, and their technical maturity is evaluated for the CHEMampere platform chemicals NH₃, NO_x, O₃, H₂O₂, H₂, CO, and C_xH_yO_z products such as formic acid or methanol. Downstream processing of these chemicals is also addressed by CHEMampere, but it is not discussed here.

This study investigates geometric parameters of commercially available or recently published models of catalyst substrates for passenger vehicles and provides a numerical evaluation of their influence on heat-up behavior. Parameters considered to have a significant impact on the thermal economy of a monolith are: internal surface area, heat transfer coefficient, and mass of the converter, as well as its heat capacity. During simulation experiments, it could be determined that the primary role is played by the mass of the monolith and its internal surface area, while the heat transfer coefficient only has a secondary role. Furthermore, an optimization loop was implemented, whereby the internal surface area of a commonly used substrate was chosen as a reference. The lengths of the thin wall and high cell density monoliths investigated were adapted consecutively to obtain the reference internal surface area. The results obtained by this optimization process contribute to improving the heat-up performance while simultaneously reducing the valuable installation space required.

In the field of emission control, the thermal behavior of catalytic converters plays a dominant role and is a determining factor for achieving current and future emission limits. This abstract reflects upon the potential of electrically heated catalytic converters exemplified by an exhaust gas after-treatment system for passenger vehicles. The demanding technical framework

This study investigates the geometric parameters of commercially available or recently published models of catalyst substrates for passenger vehicles and provides a numerical evaluation of their influence on thermal behavior for use in urban areas. To ensure the plausibility of the results, a range of scenarios have been meticulously designed to replicate real operational conditions. To ensure a reliable basis for comparison, all geometries were standardized to the same gas-solid exchange surface by adapt the total monolith length. The simulation experiments conducted revealed that the primary role in question is played by the mass of the monolith and its internal surface area, while the heat transfer coefficient plays a secondary role. The necessity of adapting the geometry to the deployment scenario was demonstrated by comparing the performance of different scenarios. The employment of contemporary technologies, such as start-stop systems and automatic catalytic converter preconditioning, has also been factored. The study's findings suggest that geometries characterized by high cell density and low wall thickness, in conjunction with modern materials and intelligent engine control, are ready to become the norm for future ICE applications. This claim is particularly salient in the context of the requirements of mobile exhaust gas purification systems.

To comply with stringent emission regulations, the deployment of hybridized powertrains is continuously expanding. However, architectures such as plug-in and parallel hybrids intrinsically reduce the overall runtime of the internal combustion engine (ICE). Because the battery state-of-charge (SOC) dictates intermittent engine activation, this operational strategy inevitably induces frequent cold-start events. This study investigates the thermal dynamics of commercial catalyst geometries (300–1200 cpsi, 2–8 mil) via 1D numerical simulations under real-world driving conditions. Without active heating, high-thermal-mass substrates unexpectedly outperform ultra-thin-wall variants by buffering against convective quenching during prolonged idling. However, integrating start–stop functionality halts cold exhaust flow, elevating mean temperatures and marginalizing geometric disparities. Evaluating electrically heated catalysts (EHCs) reveals that discrete preheating is highly inefficient due to rapid heat dissipation. Conversely, continuous closed-loop heating coupled with start–stop functionality sustains operational temperatures for over 90% of the cycle. Under continuous heating, substrate geometry ceases to dictate thermal performance; instead, it governs electrical efficiency. Low-thermal-mass monoliths minimize cumulative energy demand to 213 kJ (versus 277 kJ for high-mass variants), incurring a negligible CO₂ penalty. Consequently, future hybrid architectures must integrate lightweight EHCs to ensure sustainable emission control.