engine technology progress in japan - alternative fuels and engines

8/10/2019 Engine Technology Progress In Japan - Alternative Fuels and Engines

1/17

E NGINE T ECHNOLOGY

P ROGRESS IN J APAN

ARIGA TECHNOLOGIESBremerton, Washington, U.S.A.

October 2014

A LTERNATIVE

FUELS AND E NGINES

ISSN 1085-6854

1.0 A L IQUID-P ISTON S TEAM E NGINE DEVELOPED AS AN A UTOMOTIVE HEAT R ECOVERY S YSTEM

2.0 P OTENTIAL OF A THERMOELECTRIC HEAT R ECOVERY S YSTEM FOR A UTOMOTIVE A PPLICATION BY 2020

3.0 A SSIST C ONTROL FOR HYBRID TRUCKS C OMPARED FOR P RODUCTION OF HIGH E XHAUST G AS TEMPERATURE TO E NABLE AFTERTREATMENT

4.0 H ONDA S DYNAMIC E LECTRIC P OWER S UPPLY S YSTEM DEMONSTRATES P OTENTIALLY INFINITE DRIVING R ANGE

5.0 EV T EST P ROCEDURE DEVELOPED TO R EDUCE TEST DURATION FOR CERTIFICATION

6.0 I NTAKE C HARGE C ONTROL TO IMPROVE E MISSIONS AND P ERFORMANCE IN A DUAL-F UEL N ATURAL G AS D IESEL E NGINE

7.0 P OTENTIAL OF C OMBUSTION IMPROVEMENT IN A DUAL-F UEL N ATURAL G AS ENGINE FOR LOW E MISSIONS AND H IGH E FFICIENCY


2/17

ii

Copyright 1994~2014 ARIGA TECHNOLOGIES . All rights reserved. All portions of this publication are protected against copying or other reproduction by an individualor any organization regardless of either internal or external organizational use without prior

approval from ARIGA TECHNOLOGIES .Neither ARIGA TECHNOLOGIES nor any other person acting on behalf of ARIGATECHNOLOGIES assumes liability for any loss or damage of any kind resulting from the useof the information contained in this document or any errors or omissions in any entry.



3/17

iii

PREFACE

ARIGA TECHNOLOGIES (AT) (formerly inter-Tech Energy Progress, Inc.) in cooperation withthe Society of Automotive Engineers of Japan is

totally dedicated to contribute to an increased

owof engine technological data from Japan and assistengine engineers in foreign countries in maintainingan awareness of Japanese engine technologyprogress. The professionals at AT are committedto accomplish the above objectives. AT publishes two reports per year in April andOctober each on the following three disciplines.

Alternative Fuels and Engines Compression-Ignition Engine Technology Spark-Ignition Engine Technology

Each semiannual report consists of threeparts; 1) executive summary for a quick referenceof the report contents, 2) main body of the reportsummarized and organized into similar topics, and3) a list of literature referenced in the report. Thereport is written to inform the reader of the valuableessence of referenced literature sources availablethrough engineering societies and technicalperiodicals in Japan. AT screens the literature,analyzes the contents, and selects them for thereport. We write the report in our own words so thatreaders can ef ciently acquire the most valuableinformation. Yet, the report contains sufficienttechnical data including tables and gures usefulfor engineering study on each topic. Therefore, thereport is just not an assembly of literature directlytranslated from Japanese into English. The reportis well organized for the selected topics and is astand alone technical document. We greatly appreciate your comments andsuggestions on the contents of the report. Therefore,please feel free to contact AT . Thank you very much for your interest in "ENGINE TECHNOLOGY P ROGRESS IN J APAN ".

ARIGA TECHNOLOGIES8011 Tracyton Blvd. NWBremerton, Washington 98311-9066, U.S.A.Telephone: 210-408-7508Facsimile: 210-568-4972email: [email protected]

ENGINE TECHNOLOGY P ROGRESS IN J APAN

PUBLISHER

Susumu ArigaEditor / Consulting Engine Engineer


TECHNICAL ADVISORY BOARD

Mr. Brent K. BaileyExecutive Director Coordinating Research Council, Inc.

Alpharetta, Georgia, U.S.A.

Emeritus Prof. Takeyuki Kamimoto,Ph.D.Tokyo Institute of Technology, Tokyo, JapanCo-Chairman of Engineering FoundationConference 1991 and 1993Fellow of SAE


4/17

EXECUTIVE

S UMMARY

v

1.0 A L IQUID-P ISTON S TEAM E NGINE DEVELOPED AS AN AUTOMOTIVE HEAT RECOVERY S YSTEM

E n g i n e Te s t i n g D e m o n s t r a t e s

Reasonable Thermal Ef c iency of LiquidPiston ( ETPJ No. 12014101) : Becauseabout 30 percent of fuel energy is wastedby exhaust gas, recovering that exhaustgas heat energy and using it to assist theengine signi cantly improves overall fueleconomy for an automobile. Exhaust gasheat recovery systems have previously beendeveloped at various sites. Researchersat DENSO and The University of Tokyoproposed a liquid-piston steam engineas an exhaust gas heat recovery system.The liquid-piston steam engines relativelysimple structure provides high reliabilityand low cost and produces high indicatedthermal ef ciency at relatively low workinguid temperature. In the liquid-piston steam engine, apiston and crank slider mechanism isconnected with a tube filled with water,

Copyright 2014 ARIGA TECHNOLOGIES
http://www.arigatech.com/alternative-fuels-and-engines/a-liquid-piston-steam-engine-developed-as-an-automotive-heat-recovery-systemhttp://www.arigatech.com/alternative-fuels-and-engines/a-liquid-piston-steam-engine-developed-as-an-automotive-heat-recovery-system


5/17

vi



ARIGA TECHNOLOGIES , Bremerton, Washington, U.S.A. www.arigatech.com

and the other end of the tube is connected to a heatsource. The on-board application uses exhaust gasheat for the heat source, although an electric heaterwas used for experiments.

As the piston moves toward the top dead center(TDC), water in the tube is pushed toward the heatsource. As water enters the heat source, it vaporizesand raises both pressure and temperature of thewater in the tube. Water in liquid phase is thenpushed back toward the piston, the piston is pusheddownward, and the crankshaft is turned to producepower at the output shaft. While the water in the tubeis pushed toward the piston, a cooler located belowthe heat source condenses the vaporized water.Water in liquid phase acts as a piston; hence, thiswater is called a liquid piston.

Unlike a conventional thermal engine, theliquid-piston steam engine produces higher thermalef ciency when the coolant temperature is set higherin a certain range of the frequency (or output shaftspeed). Thermal ef ciency is sensitive to aerationin water. Thus, the ow path needs to be designedfor the water to ow smoothly in the system. Withoutaeration in the liquid piston, thermal ef ciency couldbe 8.8 percent at the frequency of 3 Hz. The waterwas heated to 270C, and coolant temperature was90C. Thus, with a relatively low amount of suppliedheat, the liquid-piston steam engine could operatewith reasonable thermal ef ciency. This chapter reports the concept of the liquid-piston steam engine and the improvement of thermalef ciency.

2.0 P OTENTIAL OF A THERMOELECTRIC HEAT RECOVERY S YSTEM FOR AUTOMOTIVE

A PPLICATION BY 2020

Compact and Cost-Effective Heat RecoverySystem Determined in Feasibility Study (ETPJ No.

12014102) : An exhaust gas heat recovery systemhas been developed at various sites as a methodto improve automotive fuel economy. For example,thermoelectrics, steam engines, and Stirling engineshave been developed to demonstrate the conceptand tested on vehicles to measure fuel economyimprovement. Any of these methods may or may notbe practical in terms of cost effectiveness dependingon vehicle size and driving pattern.

A LIQUID-P ISTON S TEAM E NGINE
http://www.arigatech.com/alternative-fuels-and-engines/potential-of-a-thermoelectric-heat-recovery-system-for-automotive-application-by-2020http://www.arigatech.com/alternative-fuels-and-engines/potential-of-a-thermoelectric-heat-recovery-system-for-automotive-application-by-2020http://www.arigatech.com/alternative-fuels-and-engines/potential-of-a-thermoelectric-heat-recovery-system-for-automotive-application-by-2020http://www.arigatech.com/alternative-fuels-and-engines/potential-of-a-thermoelectric-heat-recovery-system-for-automotive-application-by-2020


6/17

vii

ALTERNATIVE F UELS AND E NGINESOctober 2014


Engineers at Honda R&D Co., Ltd. conducted acomprehensive investigation into determination of theheat recovery system that would satisfy requirementsin various aspects including, for example, technicalfeasibility of fuel economy improvement, timing tointroduce it in the market, cost, and potential to takeadvantage of regulatory incentives. Including their currently developed Rankinecycle heat recovery system, the engineers screenedvarious heat recovery systems and selected athermoelectric generator as a candidate technologyto meet the criteria of fuel economy improvement,cost, and packaging. They report a method toimprove thermoelectric generator for performanceand structural design. Using the pressure differencebetween atmospheric pressure and the vacuum to

seal the thermoelectric elements, the thermoelectricgenerator became a structurally sound unit. Thus,the heat recovery system could be more compact andless expensive. Based on the newly developed thermoelectricgenerator, the engineers conducted multi-objectoptimization to determine the optimal solution fordesign parameters and specifications of criticalcomponents used for the heat recovery system.Through an investigation conducted for a 2.4-literpassenger car engine, they found a heat recoverysystem using a thermoelectric generator with differentspeci cations that would meet the target price andperformance by 2020.

The optimal system provides some exibility inpackaging it on a vehicle. Therefore, not only canthe system be produced for commercial automotiveapplication at a competitive price, but a vehicle with

just such a heat recovery system is also able toearn credits according to the carbon dioxide (CO 2)and fuel economy regulations enacted by the U.S.Environmental Protection Agency (EPA) and NationalHighway Traf c Safety Administration (NHTSA).

This chapter describes the Honda-developedthermoelectric generator and the results of theinvestigation into the feasibility of introducing a heatrecovery system with the thermoelectric generator in2020 at the cost of 10,000 yen per 1 percent of fueleconomy improvement.

HONDA -DEVELOPED THERMOELECTRIC GENERATOR


7/17

viii




3.0 A SSIST C ONTROL FOR HYBRID TRUCKS COMPARED FOR P RODUCTION OF H IGH EXHAUST G AS TEMPERATURE TO E NABLE

A FTERTREATMENT

Comparisons Reveal Optimal Hybrid AssistControl for Effective Aftertreatment with HighExhaust Gas Temperature ( ETPJ No. 12014103) : Regardless of the type of hybrid system, exhaust gastemperature of a hybrid truck is lower than that of aconventional truck because fuel is conserved throughthe power assist provided by the hybrid system.Lower exhaust gas temperature is a concern becausethe aftertreatment devices installed on the exhaustsystem may not function properly to clean exhaustgas at the tail pipe.

Researchers at the National Traf c Safety andEnvironment Laboratory investigated a method tocontrol an electric hybrid system so that exhaustgas temperature would be kept suf ciently high,equivalent to that of a conventional diesel truck. According to tests conducted on a chassisdynamometer, hybridization can increase nitrogenoxides (NOx) emissions while improving fueleconomy. A hybrid truck that is not equippedwith a NOx aftertreatment device increases NOxemissions if the hybrid system operates the engineat a lower speed with higher torque while it increasescontribution of an electric motor to power to drive thevehicle. The lower nal gear ratio generally used fora hybrid truck compared to a diesel truck is a factorof the engines higher torque operation. A hybrid truck that is equipped with NOxaftertreatment such as hydrocarbon (HC) selectivecatalytic reduction (SCR) or urea SCR does notincrease NOx emissions as much. However, whena vehicle is operated from cold start, NOx emissionsare higher than those of a diesel truck. Hybridizationreduces consumption of fuel but also it reduces

exhaust gas temperature. Thus, the aftertreatmentdevice does not effectively decrease NOx emissionsat the relatively lower temperature. With these background test results, researchersprepared three different hybrid assist controlmethods and conducted parametric tests on a hybridpowertrain test bed (or engine-in-the-loop simulator).

A hybrid system was simulated while the engine wasactually operated in a test cell. The hybrid assist

HYBRID P OWERTRAIN TEST BED
http://www.arigatech.com/alternative-fuels-and-engines/assist-control-for-hybrid-trucks-compared-for-production-of-high-exhaust-gas-temperature-to-enable-aftertreatmenthttp://www.arigatech.com/alternative-fuels-and-engines/assist-control-for-hybrid-trucks-compared-for-production-of-high-exhaust-gas-temperature-to-enable-aftertreatment


8/17


9/17

x




by installing the electric power supply rails every 50km for a stretch of about 2 km along the roadway.Such an infrastructure would enable a potentiallyinnite driving distance for an EV at relatively lowcost.

Engineers demonstrated the concept of thedynamic electric power supply system for passengercar application in this study. They continuedevelopment of the system for the higher electricpower supply of 300 kW at higher vehicle speedsof more than 200 km/hour and for improved safetyprovisions of the system for practical application. This chapter reports Hondas dynamic electricpower supply system developed to provide potentiallyinnite driving distance for EVs.

5.0 EV T EST P ROCEDURE DEVELOPED TO R EDUCE TEST DURATION FOR C ERTIFICATION

Revised JC08 Method and Calculation MethodCompared for Speedier EV Certi cation Testing(ETPJ No. 12014105 ): Since Mitsubishi MotorsCorporation rst introduced the i-MiEV in Japanin 2009, the single-charge driving range extendedfrom 160 to as much as 230 km as EV technologyadvanced. EV developers know that when consumersshop around to purchase an EV, driving range is themost important factor for them to evaluate prior totheir commitment. Thus, the single-charge drivingrange must be measured accurately with a methodthat produces results fair to all EVs. The 10-15 modal cycle has been around for sometime, but more the modern, demanding JC08 cycle hasbeen used to certify vehicle compliance with Japans2015 standards. The JC08 drive cycle is signi cantlylonger (1,204 vs. 660 seconds) and more rigorous(top speed of 82 km/hour) in its driving pattern thanthe 10-15 mode. Not surprisingly, economy ratingsare lower in JC08 mode but more accurate in terms of

real-world EV driving. The JC08 test procedure wasfully phased-in by October 2011. The fuel economygure is evaluated by a combination of the resultsobtained through JC08 cold start (25 percent) andJC08 hot start (75 percent). Testing of an EV requires that the state of charge(SOC) of the batteries be balanced to evaluateperformance and single-charge driving range.Currently, it takes three days to complete the test.

CURRENT EV T EST S CHEDULE FOR EVALUATION OF S INGLE -C HARGE

DRIVING R ANGE
http://www.arigatech.com/alternative-fuels-and-engines/ev-test-procedure-developed-to-reduce-test-duration-for-certificationhttp://www.arigatech.com/alternative-fuels-and-engines/ev-test-procedure-developed-to-reduce-test-duration-for-certification


10/17

xi



Thus, the longer test duration has become a burdenfor EV development and certification, and bothmanufacturers and transportation agencies havedemanded a methodology to reduce the test duration.Researchers at the National Traffic Safety andEnvironment Laboratory investigated a methodologyto reduce EV test duration, reported their results, anddiscussed a candidate methodology in terms of testduration and measurement accuracy. Two methodologies were evaluated to determinetheir potential to reduce the test duration withacceptable measurement accuracy of the single-charge driving range. The evaluation approach wasto increase electric energy consumption so that thebatteries would drain rapidly to complete the entiretest in a shorter time. Researchers reduced the time

spent for idle throughout JC08 drive cycle so that thedriving test time for the EV would be reduced, causingelectric energy consumption per unit time to increase. Time spent for each of 11 idle segments in theJC08 drive cycle was reduced to 6 seconds; the testduration of the modi ed drive cycle was shortenedby 24 percent to 913 seconds compared to 1,204seconds of the existing JC08 drive cycle. Twovehicles were tested to evaluate the modi ed JC08drive cycle. For Vehicle A, the modi ed JC08 drivecycle shortened the test duration to 7 hours 6 minutesfrom 9 hours 21 minutes. Similarly, the test durationfor Vehicle B decreased to 3 hours 41 minutes from4 hours 47 minutes. Measurement error of thesingle-charge driving range was within 2 percent.Consequently, the modi ed JC08 drive cycle couldbe a certi cation test cycle. The calculation method was evaluated asanother approach to reduce the single-charge drivingrange. The range estimate method was combinedwith steady-state operation in sequence. This testsequence method was used to test a vehicle andthe results were used to calculate the single-chargedriving range. The EV was rst operated with JC08drive cycle four times followed by steady-stateoperation at 80 km/hour for about 90 minutes. Then,another operation with the JC08 drive cycle wasrepeated four times followed by another steady-stateoperation at 80 km/hour until the vehicle would nolonger operate. As a result, the calculation method with the testsequence reduced the time required for testing the


11/17

xii




EV to calculate the single-charge driving range.For Vehicle A, testing an EV with the test sequencemethod reduced the test duration to 4 hours and 37minutes, and the calculation of the single-chargedriving range compared to that obtained with theexisting JC08 drive cycle was within 1 percent error. This chapter describes the two methodologiesused to reduce EV test duration for evaluation of thesingle-charge driving range and discusses both testsand calculations to determine the potential of applyingsuch methodologies to performance evaluation forcerti cation.

6.0 I NTAKE C HARGE C ONTROL TO IMPROVE EMISSIONS AND P ERFORMANCE IN A DUAL-F UEL N ATURAL G AS D IESEL E NGINE

Engine Tests Demonstrate Effects of ControllingIntake Charge Pressure and EGR Rate ( ETPJ No. 12014106) : Recent engine technologies haveincreased flexibility in controlling intake chargepressure and the exhaust gas recirculation (EGR)rate under various engine operating conditions.Using a variable geometry turbocharger (VGT)with EGR, combustion in a dual fuel natural gasengine with diesel as the pilot fuel has room forimprovement in exhaust emissions and thermalef ciency. Thus, researchers at the National Instituteof Advanced Industrial Science and Technology(NIAIST) conducted parametric engine tests tocharacterize exhaust emissions and brake thermalef ciency for various intake charge pressures andEGR rates. A 2.982-liter, four-cylinder, four-stroke, water-cooled diesel engine was converted to operate oncompressed natural gas (CNG) with diesel as thepilot fuel. A natural gas injection nozzle was installedon the intake system to introduce premix naturalgas into the cylinder. A common-rail diesel fuel

injection system was used to inject pilot diesel fuelat the pressure of 50 MPa. The engine operated at1,200 rpm under low, medium, and high loads, e.g.,9.3, 16.0, 27.0 MPa brake mean effective pressure(BMEP). Hot EGR gas was applied to the engine throughoutthe tests and effectively improved both exhaust gasemissions and thermal ef ciency under low load.However, increasing the intake charge pressure was
http://www.arigatech.com/alternative-fuels-and-engines/intake-charge-control-to-improve-emissions-and-performance-in-a-dual-fuel-natural-gas-diesel-enginehttp://www.arigatech.com/alternative-fuels-and-engines/intake-charge-control-to-improve-emissions-and-performance-in-a-dual-fuel-natural-gas-diesel-enginehttp://www.arigatech.com/alternative-fuels-and-engines/intake-charge-control-to-improve-emissions-and-performance-in-a-dual-fuel-natural-gas-diesel-enginehttp://www.arigatech.com/alternative-fuels-and-engines/intake-charge-control-to-improve-emissions-and-performance-in-a-dual-fuel-natural-gas-diesel-engine


12/17

xiii



not desirable because of the greater unburned fuel,lower thermal ef ciency, and no change in NOx eventhough EGR was applied. Under high load, however,EGR with a certain level of intake charge pressureeffectively reduced NOx, and higher intake chargepressure improved thermal ef ciency. By controlling intake charge pressure and EGRrate, it is possible to reduce ame temperature andincrease oxygen content appropriately depending onengine operating conditions and improve both exhaustemissions and thermal ef ciency over wider engineoperating conditions as long as associated hardwareis able to change intake charge conditions.

This chapter reports the results of parametric testsconducted on a dual-fuel natural gas engine and thediscussion of reasons for the changes in exhaust

emissions and performance.

7.0 P OTENTIAL OF C OMBUSTION IMPROVEMENT IN A DUAL-FUEL N ATURAL G AS E NGINE FOR LOW EMISSIONS AND H IGH E FFICIENCY

Engine Tests Demonstrate Supercharging andEGR Improve Perfo rmance and Emissions ( ETPJNo. 12014107) : According to researchers at HokkaidoUniversity, a dual-fuel natural gas engine ignited withpilot diesel fuel has two issues: Thermal ef ciencyunder low load is relatively low because of unburnedfuel emitted to exhaust gas, and peak power is limitedby the relatively high rate of cylinder pressure risedue to rapid combustion under high load. To resolvethese issues, researchers conducted parametrictests to determine engine operating parameters thatwould achieve high ef cient combustion with lowexhaust emissions. The test parameters includedcompression ratio, intake oxygen content, intakecharge pressure, and the equivalence ratio of naturalgas. A 0.83-liter, single-cylinder, direct-injection diesel

engine converted from a four-cylinder engine wasoperated on dual fuel at 1,600 rpm with variousvolumetric ef ciencies and intake oxygen contents.Under low load, e.g., 0.3-MPa indicated meaneffective pressure (IMEP), increasing the equivalenceratio of natural gas could reduce total hydrocarbon(THC) and carbon monoxide (CO) and improvecombustion ef ciency leading to improved indicatedthermal ef ciency. However, a higher equivalence

CYLINDER P RESSURE D ATA FOR INTAKE CHARGE P RESSURES OF 100 AND 120 kPa

WITH THE EGR R ATE OF 20 P ERCENT AT 1,200 RPM UNDER MEDIUM LOAD
http://www.arigatech.com/alternative-fuels-and-engines/potential-of-combustion-improvement-in-a-dual-fuel-natural-gas-engine-for-low-emissions-and-high-efficiencyhttp://www.arigatech.com/alternative-fuels-and-engines/potential-of-combustion-improvement-in-a-dual-fuel-natural-gas-engine-for-low-emissions-and-high-efficiencyhttp://www.arigatech.com/alternative-fuels-and-engines/potential-of-combustion-improvement-in-a-dual-fuel-natural-gas-engine-for-low-emissions-and-high-efficiencyhttp://www.arigatech.com/alternative-fuels-and-engines/potential-of-combustion-improvement-in-a-dual-fuel-natural-gas-engine-for-low-emissions-and-high-efficiency


13/17

xiv




ratio generated by excessively restricting intakecharge increased NOx and decreased thermalef ciency. By applying EGR, however, NOx could bereduced while both THC and CO were maintained atlow levels. Supercharging effectively reduced the combustionrate and NOx under high load, e.g., 0.8-MPa IMEP.However, reduction in the equivalence ratio increasedboth THC and CO. Thus, thermal ef ciency peakedwith a relatively low intake charge pressure. Theaddition of EGR controlled combustion and decreasedNOx. With an appropriate compression ratio, 16.5 inthis case, combustion initiates and progresses at arelatively low heat release rate in early combustionperiod, and the heat release rate could be increasedin later combustion period to end combustion rapidly.

This combustion pattern, called PREMIER, effectivelyreduced exhaust emissions and achieved highthermal ef ciency under high load. This chapter reports the results of parametricengine tests conducted for a dual-fuel naturalgas engine with varied volumetric efficiency,supercharging, and EGR as well as discussion of thecombustion phenomena.

CYLINDER P RESSURE D ATA FOR V ARIOUS INTAKE O XYGEN C ONTENTS AT C OMPRESSION R ATIO OF 16.5 WITH VOLUMETRIC E FFICIENCY

OF 1.0 UNDER H IGH LOAD AT 1,600 RPM


14/17

TABLE OF CONTENTSPage

ACKNOWLEDGMENTS ........................................................................................... ii

PREFACE................................................................................................................. ii i

EXECUTIVE SUMMARY ........................................................................................... v

TABLE OF CONTENTS .......................................................................................... xv

xv

1.0 A L IQUID-P ISTON S TEAM E NGINE DEVELOPED AS AN A UTOMOTIVE HEAT

RECOVERY S YSTEM .................................................................................................. 11.1 IMPROVEMENT OF THERMAL EFFICIENCY IN A LIQUID-PISTON

STEAM ENGINE .............................................................................................2

1.1.1 A Liquid-Piston Steam Engine ............................................................. 21.1.2 Test Apparatus and Procedure ............................................................ 31.1.3 Improvement of Thermal Ef ciency ..................................................... 6

2.0 P OTENTIAL OF A THERMOELECTRIC HEAT R ECOVERY S YSTEM FOR A UTOMOTIVE APPLICATION BY 2020 ................................................................... 15

2.1 DEVELOPMENT OF A THERMOELECTRIC GENERATOR ANDINVESTIGATION INTO COST EFFECTIVENESS ....................................... 16

2.1.1 Structure of a Thermoelectric Generator ........................................... 192.1.2 Fuel Economy and Cost .................................................................... 20

3.0 A SSIST C ONTROL FOR HYBRID TRUCKS C OMPARED FOR P RODUCTION OF HIGH E XHAUST G AS TEMPERATURE TO E NABLE A FTERTREATMENT .............. 25

3.1 HYBRID CONTROL LOGIC OPTIMIZED FOR EXHAUST GAS

TEMPERATURE AND FUEL ECONOMY .................................................... 263.1.1 Characterization of Exhaust Gas Temperature and Fuel

Economy ..........................................................................................263.1.2 Hybrid Assist Control ......................................................................... 29


15/17

TABLE OF CONTENTS(cont'd.)

Page

xvi

4.0 H ONDA S DYNAMIC E LECTRIC P OWER S UPPLY S YSTEM DEMONSTRATES P OTENTIALLY INFINITE DRIVING R ANGE ..............................................................37

4.1 CONTACT ELECTRIC POWER SUPPLY SYSTEM FORPASSENGER CAR APPLICATION .............................................................. 38

4.1.1 Various On-Road Electric Power Transmission Systems .................. 394.1.2 Dynamic Electric Power Supply System ........................................... 434.1.3 Vehicle Test ....................................................................................... 47

5.0 EV T EST P ROCEDURE DEVELOPED TO R EDUCE TEST DURATION FOR

CERTIFICATION ........................................................................................................ 495.1 METHODOLOGIES TO REDUCE TIME TO EVALUATE EV

PERFORMANCE ..........................................................................................50

5.1.1 JC08 Drive Cycle Modi ed for a Shorter Test Duration ..................... 515.1.2 Calculation Methods ..........................................................................54

6.0 I NTAKE C HARGE C ONTROL TO IMPROVE E MISSIONS AND P ERFORMANCE IN A DUAL-F UEL N ATURAL G AS D IESEL E NGINE ...................................................... 59

6.1 CHARACTERIZATIONS OF EFFECTS OF INTAKE CHARGEPRESSURE AND EGR .................................................................................60

6.1.1 Low-Load Operating Conditions ........................................................ 616.1.2 Medium-Load Operating Conditions ................................................. 646.1.3 High-Load Operating Conditions ...................................................... 66

7.0 P OTENTIAL OF C OMBUSTION IMPROVEMENT IN A DUAL-F UEL N ATURAL G AS ENGINE FOR LOW E MISSIONS AND H IGH E FFICIENCY ....................................... 69

7.1 SUPERCHARGING AND EGR TO IMPROVE EMISSIONS AND

PERFORMANCE ..........................................................................................70

7.1.1 Parametric Tests under Low Load ..................................................... 717.1.2 Parametric Tests under High Load .................................................... 73

REFERENCES ....................................................................................................................... 79


16/17


79

ETPJ N O . 1201410


REFERENCES

NOTE: English titles are provided by the original authors.

* JSAE: Society of Automotive Engineers of Japan

1.0 A LIQUID

-PISTON

STEAM

ENGINE

DEVELOPED AS AN AUTOMOTIVE HEAT RECOVERY S YSTEM

Muramatsu, K., K. Fukuda, Y. Niiyama, S.Nomura, S. Yatsuzuka, and Y. Nishijima,DENSO Corporation, and N. Shikazono,The University of Tokyo, Liquid-PistonSteam Engine, JSAE* Paper No.20145111, May 2014.

2.0 P OTENTIAL OF A THERMOELECTRIC HEAT R ECOVERY S YSTEM FOR

A UTOMOTIVE A PPLICATION BY 2020

Matsumoto, M., M. Mori, T. Yamagami, T.Haraguchi, M. Ohtani, K. Matsumoto,and H. Matsuda, Honda R&D, Co.,Ltd., Prospect on Commercialization ofThermoelectric Heat Recovery System,JSAE Paper No. 20145152, May 2014.

3.0 A SSIST C ONTROL FOR HYBRID TRUCKS COMPARED FOR P RODUCTION OF H IGH EXHAUST G AS TEMPERATURE TO ENABLE AFTERTREATMENT

Okui, N. and M. Kobayashi, National Traf cSafety and Environment Laboratory(NTSEL), A study on hybrid assistcontrol method for improvement of fueleconomy and exhaust gas temperatureof hybrid trucks, JSAE Paper No.20145187, May 2014.

4.0 HONDA

S D

YNAMIC E

LECTRIC P

OWER S UPPLY S YSTEM DEMONSTRATES

P OTENTIALLY INFINITE DRIVING R ANGE

Tajima, T., Y. Shibahata, W. Noguchi, andT. Aruga, Honda R&D Co., Ltd., Studyof Technology for Extension of CruisingRange of Electric Vehicle, JSAE PaperNo. 20145240, May 2014.

5.0 EV T EST P ROCEDURE DEVELOPED TO R EDUCE TEST DURATION FOR CERTIFICATION

Koshika, K., T. Niikuni, and K. Kobayashi,National Traf c Safety and EnvironmentLaboratory, (NTSEL), Test DurationReduction for EV Range per Charge- Preparation And Evaluation of TestMethodologies, JSAE Paper No.20145071, May 2014.

6.0 I NTAKE C HARGE C ONTROL TO IMPROVE

EMISSIONS AND P ERFORMANCE IN A DUAL-FUEL N ATURAL G AS D IESEL ENGINE

Kojima, H., A. Yoshida, T. Tsujimura, T.Fujino, M. Okajima, and Y. Nishijima,National Institute of Advanced IndustrialScience and Technology (NIAIST),A Strategy of Intake Gas Control forNatural Gas/Diesel Dual Fuel Engine,JSAE Paper No. 20145256, May 2014.


17/17


80



7.0 P OTENTIAL OF C OMBUSTION IMPROVEMENT IN A DUAL-FUEL N ATURAL G AS E NGINE FOR LOW EMISSIONS AND H IGH E FFICIENCY

Zhao, P., T. Kato, H. Ogawa, and G. Shibata,Hokkaido University, Improvementof combustion characteristics andemissions in a dual fuel compressionignition engine with natural gas as amain fuel, JSAE Paper No. 20145172,May 2014.

engine technology progress in japan - alternative fuels and engines

Documents