DEER ConferenceDEER ConferenceClean Technology for Clean Technology for

Diesel ExpansionDiesel Expansion

Yasuyuki SandoYasuyuki SandoSenior ManagerSenior Manager

Honda R&D Co., Ltd.Honda R&D Co., Ltd.

Transition of Environmental Issues

19901990 20002000 20102010 20202020

TodayInte

nsity

of I

ssue

s Energy Concerns( Sustainability )

Climate Change(CO2、 GHG )

Tran

sitio

n of

ave

. Tem

pera

ture

( 196

1~19

90 )

YearYear

Air Pollution( VOC, NOx, PM )

Data : IPCCYear

Diesel contributes to CO2 reduction

CO2 Emission from European LDVs

6060

8080

100100

120120

140140

160160

180180

200200

220220

240240

260260

280280

700700 800800 900900 10001000 11001100 12001200 13001300 14001400 15001500 16001600Curb weightCurb weight （（kgkg））

22

17001700

gasolineDI gasoline

Accord Diesel

Accord Gasoline 2.0L

CR-V Gasoline 2.0L

CR-VDiesel

FR-V Diesel

FR-V Gasoline 2.0L

diesel

-20%

-18%-16%

COCO

（（g/

kmg/

km））

＊＊InIn--house test datahouse test data

Clean DieselClean Clean DieselDiesel

1. Current Production EU Diesel 1. Current Production EU Diesel 2. Clean Diesel Development Status3. Diesel Fuel Status4. Summary

This information is the exclusive property of Honda R&D Co., Ltd.. Without their consent it may not be reproduced or given by third parties.

i-CTDi：HONDA Production Diesel Engine

External viewMain specification

Cross sectionCross section

Engine type N22A

Cylinder number Inline 4 cylinder

Displacement 2.204 (L)

BoreXStroke 85X97.1 (mm)

Valve configration DOHC-4vlv

Compression ratio 16.7

Fuel injection system Common-rail

Maximum fuelpressure 1600 (bar)

Emission category EURO-IV

Maximum power 103/4000 (kW/rpm)

Maximum torque 340/2000 (Nm/rpm)

Design Concept

Diesels+ Torque / FE

- Noise / Vibration

CleanClean

““A firstA first--classclassdiesel enginediesel engine””

Low NVLow NV

Big TorqueBig Torque Good FEGood FE

Core Technologies

High-precision combustion controlOptimized combustion chamber1600bar common rail systemPilot injectionSwirl control valveElectric controlled EGR valveEGR coolerVariable geometry

turbocharger

Light-weight & high-rigidity structure

ASCT aluminum cylinder blockLower block constructionTop feed cooling circuitOffset cylinder2nd order balancer systemRoller chain systemPendulum mount system

Exhaust after-treatment systemOxidation & de-NOx catalystMetal foil substrate

SAE paper 2004-01-1316 Development of New 2.2-liter Turbocharged Diesel Engine

for the EURO-IV Standards

DPF System

DPF

Close-coupledcatalytic converter

i-CTDi Application in EU

Honda diesel series is expanding in EUHonda diesel series is expanding in EUDPF series will be expanded quicklyDPF series will be expanded quickly

’06/Jan

’03/Nov

’04/Jan

’05/Jan

CIVIC

CR-V

ACCORD WAGON

ACCORD

’05/Jul

FR-V

CR-V DPF

’05/Sep

ii--CTDi : iCTDi : intelligentntelligent CCommonommon railrailTTurbochargedurbocharged DDirectirect iinjectionnjection

DPF : DDPF : Diesel iesel PParticulatearticulate FFilterilter

Clean DieselClean Clean DieselDiesel

1. Current Production EU Diesel2. Clean Diesel Development Status2. Clean Diesel Development Status3. Diesel Fuel Status4. Summary

This information is the exclusive property of Honda R&D Co., Ltd.. Without their consent it may not be reproduced or given by third parties.

Strategy and Latest Achievement Level

0.00

0.01

0.02

0.03

0.0 0.1 0.30.2 0.4

0.04EURO IVEURO IV

BIN5BIN5

DPF system

J Post NewJ Post NewLong TermLong Term

PM (

g/m

ile)

EURO V EURO V

Simulated Aged CATSimulated Aged CAT

Combustion improvement

After Treatment

Cetane No 53

Honda EU Diesel

with DPF

NOx (g/mile)

Clean diesel proto type has a potential to meet Bin5Clean diesel proto type has a potential to meet Bin5

0

0.02

0.04

0.06

0.08

0.0 1.0 2.0 3.0NOx (g/kWh)

Soo

t (g/

kWh)

European diesel (EuroⅣ)

1500rpm 5%Load1500rpm 5%Load

0.0

0.1

0.2

0.3

0.0 0.2 0.4 0.6 0.8 1.0NOx (g/kWh)

Soo

t (g/

kWh) European diesel

(EuroⅣ)

2000rpm 27%Load2000rpm 27%Load

Premixed Charge Compression Ignition

0.00.10.20.30.40.5

0.0 0.5 1.0 1.5 2.0NOx (g/kWh)

Soo

t (g/

kWh)

European diesel (EuroⅣ)

2500rpm 45%Load2500rpm 45%Load

0

100

200

300

400

1000 2000 3000 4000 5000Ne (rpm)

Torq

ue (N

m)

Full load (European diesel)

PCCI operation area

• Piston bowl andnozzle optimization

• Further cooled EGR

• PCCI operation of fuel injectiontiming close to TDC

• Piston bowl andnozzle optimization

• Further cooled EGR

• PCCI operation of fuel injectiontiming close to TDC

NONO

SootSootSoot

NONONO

SootSootSootSoot

Loca

l equ

ival

ence

ratio

Local temperature (K)1400 1800 2200 2800 3000

0.0

2.0

4.0

6.0

Diffusive combustion(Conventional diesel)

PCCI

4th 100km/h

5th 130km/h5th 100km/h

SAE papers 2005-01-0378 PCCI Operation with Early Injection of Conventional Diesel Fuel2006-01-0920 PCCI Operation with Fuel Injection Timing set close to TDC

HONDA SystemHONDA System

Urea SCR SystemUrea SCR System

SCRSCR

Pressure sensorPressure sensor

(NH2)2CO Dosing Sys

NH3NHNH33DOCDOC CSFCSF/DPF/DPF

SCR System

LNCLNCDOCDOC DPFDPFExhaustExhaustgasgas

LNC(Lean NOx Catalyst) System

Urea Sensor(?)

Urea TANK

CO/HC PM NOx

20L(?)

ExhaustExhaustgasgas

ExhaustExhaustgasgas

ExhaustExhaustgasgas

○△○△○LNC

△○△○△SCR

for PCapplication

Wide rangeapplicabilityMaintenanceFE penaltySystem

simplicity

Comparison of After Treatment System

Technical assessment ○ : Good △ : Acceptable × : Not Acceptable Technical assessment ○ : Good △ : Acceptable × : Not Acceptable

Diesel OBD-II System

EU OBDEU OBD US OBDUS OBD--IIII

Diesel LAF sensor１

Very challenging

Very challenging

Pressure sensorvery challenging

Rate base

2

3

4

5 Combustion sensoror crank angle sensor

6 Combustion sensor

7 Comprehensivecomp. monitoring

8

Development itemsDevelopment items

DPF monitoring(blocked side only)

Air flow sensormonitoring

EGR systemmonitoring

2

3

1

LNC monitoring

DPF monitoring(leakage side)

DOC monitoring

PCV systemmonitoring

system guaranteein the real world

2

3

１

4

5 Misfire monitoring

6

Water temp. sensor monitoring4

Fuel systemmonitoring

7 Comprehensivecomp. monitoring

8

As development progresses, technological challenging points As development progresses, technological challenging points are identified are identified

Clean DieselClean Clean DieselDiesel

1. Production EU Diesel Update2. Clean Diesel Development Status3. Diesel Fuel Status3. Diesel Fuel Status4. Summary

This information is the exclusive property of Honda R&D Co., Ltd.. Without their consent it may not be reproduced or given by third parties.

35

40

45

50

55

60

40

50

Fed. Test fuel

47

55

CARBTest fuelUS market

Min. depends on ASTM action

ave.ave.46

35

40

45

50

55

60

Cet

ane

Num

ber

40

5047

55

2007 projection

ave.ave.46

44

EU marketJapanmarket

44 EPA test fuel

65current situation

Status of US diesel fuel

Low and wide variation of Cetane number compare to other market.

Variation of Cetane Number influence on high EGR rate combustion

Control system for US Cetane No. variation would be required

Calibrate on 57 Cetane ⇒ Misfire on Cetane 471500rpm 72Nm

-20

020406080

100

-10 0 10 20 30 40Crank Angle (deg ATDC)

RO

HR

(J/d

eg) Cetane 57

1500rpm 72Nm

-20

020406080

100

-10 0 10 20 30 40Crank Angle (deg ATDC)

RO

HR

(J/d

eg) Cetane 57

Soot increase

Cetane 47

Drivability limit0

10

20

30

40

50

0.0 0.1 0.2 0.3 0.4 0.5 0.6dP/dθmax （MPa/deg）

C.O

.V. I

ME

P（%

）

NOx (mg/s)

Misfire

0.0

0.2

0.4

0.6

0.8

1.0

0.0 1.0 2.0 3.0

Soo

t (m

g/s)

Cetane 57

Cetane 47

Cetane 47

Soot limit for DPF Cetane 41

DPF clogged

Cetane 57

Cetane 47Misfire

Calibrate on 47 Cetane ⇒Soot increase on Cetane 57

Influence of Cetane Number

Cylinder Pressure SensorDetection of Cetane number for Calibration

Piezoelectricelement

Electrodeplate

Cable

Pressure

SAE paper : 2006-01-0180Study on Ignition Timing Control for Diesel Engines using In-cylinder Pressure Sensor

Clean DieselClean Clean DieselDiesel

1. Production EU Diesel Update2. Clean Diesel Development Status3. Diesel Fuel Status4. Summary4. Summary

This information is the exclusive property of Honda R&D Co., Ltd.. Without their consent it may not be reproduced or given by third parties.

SummarySummarySummary

• Diesel clearly has a potential to reduce CO2 emissions but is

not as clean as current gasoline.

• Honda has made significant progress in the area of combustion

enhancement and after-treatment technology for global

expansion of Diesel.

• The improvement of LNC is ongoing. Still heat-resistance is

main technological challenge.

• For US market, OBD still remains major technical hurdle.

• Improvement of diesel fuel quality is necessary to maintain

good engine performance. European equivalent specification is

preferred from developer’s viewpoint.

• Diesel clearly has a potential to reduce CO2 emissions but is

not as clean as current gasoline.

• Honda has made significant progress in the area of combustion

enhancement and after-treatment technology for global

expansion of Diesel.

• The improvement of LNC is ongoing. Still heat-resistance is

main technological challenge.

• For US market, OBD still remains major technical hurdle.

• Improvement of diesel fuel quality is necessary to maintain

good engine performance. European equivalent specification is

preferred from developer’s viewpoint.