BASF’s Catalysts division, headquartered in Iselin, New Jersey, US is one of the world’s largest suppliers of process catalysts. The group employs 4,000 people at 30 factories worldwide. In this interview, Matthew Beecham talked with Dr Thomas G Droege, Global Marketing Director, BASF Mobile Emissions Catalysts about the technical trends occurring in the exhaust sector and specific impacts on the catalytic converter.
just-auto: As we see it, manufacturers are working toward positioning the catalytic converter as close to the manifold as possible thereby making the catalyst smaller. Catalytic converters are also becoming more and more integrated into the manifold. Is this correct? What trends are occurring in the positioning of catalytic converters?
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Thomas G Droege: Many vehicles use a catalytic converter system consisting of a close-coupled catalyst and an under-floor catalyst. The close-coupled catalyst is placed as close to the engine as possible to handle the emissions when the engine first starts up. The exhaust system is cold at this point and so the catalyst must be specially engineered to operate at low temperatures. Placing the catalyst near the engine helps increase the temperature that the catalyst sees, especially during this cold start period. The under-floor catalyst is placed under the vehicle near the muffler. Once the engine has been running, the exhaust system is warm and the under-floor catalyst can function effectively.
Space around the engine is limited. In general, larger engines do not have the space in the engine compartment for the required catalyst volume. Placing the catalyst close to the engine exposes the catalyst to higher temperatures during demanding driving conditions. To prevent excessive deactivation of the catalyst during this high temperature exposure, catalyst suppliers have incorporated innovative materials with higher stability into their catalysts.
Although, on the face of it, fuel cell technology presents potential threats to catalyst technology, what is the reality / outlook for the catalytic converter? What do you see as the major challenge for vehicle catalysts over the next five years?
We continue to expect the emission-control catalyst market to grow over the next five years, driven by increasingly strict environmental regulations worldwide. We expect that continued innovations in powertrains will improve fuel efficiency and continue to position the internal combustion engine as an attractive, cost effective technology option.
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By GlobalDataLooking ahead, the internal combustion engine will continue to advance, and the mid- and long-term growth drivers for the emissions catalysts business will remain unchanged. Tightening global emission standards and the introduction of new regulations are expected to remain on track.
Inevitably, the increasing complexity of exhaust systems introduces new challenges. Yet adding a NOx absorber or SCR to diesel-powered vehicles add significant costs. How do you see OE diesel exhaust content evolving through this decade?
In general, OEMs have two fundamental options to meet increasingly stringent emission regulations: The first is to add additional hardware and complexity to the engine, and the second is to reduce the emissions from the engines to a compliant level with aftertreatment. OEMs analyze these options in terms of reliability, complexity, maturity, development time and cost.
The Euro 6 and US LEV III emission regulations will likely require diesel-powered vehicles to include a LNT [Lean NOx Trap] or SCR [Selective Catalytic Reduction] component in addition to a DOC [Diesel Oxidation Catalyst] and a CSF [Catalyzed Soot Filter]. The use of an SCR will also require a urea injection system.
This can add weight and take additional space. So there is a trend to combine several functions on one substrate, and BASF has taken the lead in developing this technology. For example, BASF offers SCR on Filter technology that provides the SCR functionality on a ceramic filter substrate. This component can remove NOx and particulate matter on one substrate.
BASF also offers a DOC/LNT and SCR on Filter technology. This system combines a DOC and LNT on one substrate and the SCR on a filter substrate. So this technology can eliminate carbon monoxide, hydrocarbons, nitrogen oxides and particulate matter with just two substrates. In addition the DOC/LNT generates ammonia, eliminating the need for a urea injection system for the SCR.
The current trend on gasoline engine, at least in Europe, is the downsizing linked with introduction of turbochargers. For example, a 1.6-litre North America gasoline becomes a 1.2-litre turbo gasoline. In what ways has this trend affected the catalytic system?
While, in general, smaller engines require less catalyst coating, emerging powertrains with features such as turbocharging present a more challenging environment for the catalyst. This requires more technically advanced catalysts with increased functionality and value. Tightening emission regulations also drive the requirement for more advanced, higher-value catalysts for both small and large engines. Here again, BASF is leading the industry forward with cost-effective emissions control solutions that provide such functionality and value, while meeting new and emerging regulatory requirements around the world.
The economic crises has led to a change in customer behaviour and switching to smaller and smaller vehicles. In terms of exhaust and catalytic systems, does that pose technical challenges?
The space limitations of smaller vehicles do present an additional challenge for catalysts. Combining several functions on one substrate is one way to address this issue. For example, BASF’s SCR on Filter technology, which provides the SCR functionality on a ceramic filter substrate. This component can remove NOx and particulate matter on a single substrate. Addressing emerging challenges such as these offers opportunities for closer cooperation with our customers, leveraging our know-how to help them optimize their powertrain solutions and ultimately be more successful.
