engine technology progress in japan - spark-ignition engine technology

8/10/2019 Engine Technology Progress In Japan - Spark-Ignition Engine Technology

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ENGINETECHNOLOGY

PROGRESSINJAPAN

ARIGA TECHNOLOGIES

Bremerton, Washington, U.S.A.

October 2014

SPARK-IGNITION

ENGINETECHNOLOGY

ISSN 1085-6900

1.0 INVESTIGATIONINTOPRE-IGNITIONPHENOMENAINAHIGHLYBOOSTED

SI GASOLINEENGINE

2.0 PRE-IGNITIONPREVENTIVECONTROLSYSTEMDEVELOPEDFORA

DI GASOLINEENGINEWITHAHIGH-COMPRESSIONRATIO

3.0 TECHNICALAPPROACHESDEVELOPEDTOIMPROVEDI GASOLINECOMBUSTION

OVERAWIDEOPERATINGRANGE

4.0 IRRADIATIONOFPREMIXFUELWITHPULSEDDIELECTRICBARRIERDISCHARGETOCONTROLPCI COMBUSTION

5.0 APPLICATIONOFALOW-PRESSURE-LOOPEGR SYSTEMTOA

HIGHLYBOOSTEDDOWNSIZEDGASOLINEENGINE

6.0 CHARACTERIZATIONOFFRICTIONANDOILCONSUMPTIONFORA

TWO-PIECEOILCONTROLRING

7.0 MEASUREMENTOFOILFILMPRESSUREATTHEPISTONPINFOR

IMPROVEMENTOFSIMULATION


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Copyright 1994~2014ARIGA TECHNOLOGIES. All rights reserved.

All portions of this publication are protected against copying or other reproduction by an individual

or any organization regardless of either internal or external organizational use without prior

approval fromARIGA TECHNOLOGIES.

Neither ARIGA TECHNOLOGIES nor any other person acting on behalf of ARIGA

TECHNOLOGIESassumes liability for any loss or damage of any kind resulting from the use

of the information contained in this document or any errors or omissions in any entry.

ARIGA TECHNOLOGIES



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PREFACE

ARIGA TECHNOLOGIES (AT) (formerly inter-

Tech Energy Progress, Inc.) in cooperation with

the Society of Automotive Engineers of Japan is

totally dedicated to contribute to an increasedflowof engine technological data from Japan and assist

engine engineers in foreign countries in maintaining

an awareness of Japanese engine technology

progress. The professionals at ATare committed

to accomplish the above objectives.

ATpublishes two reports per year in April and

October 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 reference

of the report contents, 2) main body of the report

summarized and organized into similar topics, and

3) a list of literature referenced in the report. The

report is written to inform the reader of the valuable

essence of referenced literature sources available

through engineering societies and technical

periodicals in Japan. AT screens the literature,

analyzes the contents, and selects them for the

report. We write the report in our own words so that

readers can efficiently acquire the most valuable

information. Yet, the report contains sufficient

technical data including tables and figures usefulfor engineering study on each topic. Therefore, the

report is just not an assembly of literature directly

translated from Japanese into English. The report

is well organized for the selected topics and is a

stand alone technical document.

We greatly appreciate your comments and

suggestions on the contents of the report. Therefore,

please feel free to contactAT.

Thank you very much for your interest in "ENGINE

TECHNOLOGYPROGRESSINJAPAN" .

ARIGA TECHNOLOGIES8011 Tracyton Blvd. NWBremerton, Washington 98311-9066, U.S.A.

Telephone: 210-408-7508

Facsimile: 210-568-4972

email: [email protected]

www.arigatech.com

ENGINETECHNOLOGYPROGRESSINJAPAN

PUBLISHER

Susumu Ariga

Editor / Consulting Engine Engineer

ARIGA TECHNOLOGIES


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, Japan

Co-Chairman of Engineering Foundation

Conference 1991 and 1993

Fellow of SAE


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EXECUTIVE

SUMMARY

v Copyright2014ARIGA TECHNOLOGIES

1.0 INVESTIGATIONINTOPRE-IGNITION

PHENOMENAINAHIGHLYBOOSTEDSI

GASOLINEENGINE

Engine Tests Demonstrate Contributions

of Multiple Processes in Pre-Ignition(ETPJ No. 32014101): Downsizing and

supercharging have become common

technical approaches to improve fuel

economy and performance in recent

automotive gasoline engines while exhaust

emissions have been kept low. Pre-ignition

has become an issue, however, as these

approaches increase specific power output

especially when the engine operates under

high load at low speeds. Although pre-

ignition rarely occurs (only once per several

thousands of engine cycles), combustionknock is often produced along with pre-

ignition. Thus, power cylinder components

are stressed by extremely high cylinder

pressure and temperature which may lead to

catastrophic failure of engine components.

Engineers at Nippon Soken, Inc., and

Toyota Motor Corporation observed pre-
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Copyright 2014ARIGA TECHNOLOGIES

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

ignition and related phenomena to better understand

how pre-ignition occurs. A 1.997-liter, inline four-

cylinder, direct-injection (DI) gasoline engine was

modified by installation of optical access to the

combustion chamber of one of the four cylinders.

Pre-ignition, in most cases, initiated from particlesfloating in the gas, and the mixture ignited by the

particles burned in flame propagation. As a test

to validate this pre-ignition triggered by particles,

deposits removed from the combustion chamber were

artificially re-introduced into the combustion chamber.

Pre-ignition occurred similarly to that observed in the

test engine operating under high load at low speed.

Additionally, the engine was intentionally operated

with combustion knock, which caused deposits to flake

off the combustion chamber walls. Consequently, a

significant quantity of particles

floated in the gas.These particles became sources of pre-ignition in the

following cycle. Thus, deposits from the combustion

chamber wall contributed to pre-ignition.

Fuel injection timing was varied to increase the

amount of fuel impinging on the cylinder wall in

order to observe whether this fuel would affect pre-

ignition. Engine operation with fuel spray impinging

on the cylinder wall indeed produced deposits on

the combustion chamber walls. A portion of these

deposits flaked off, and the particles floated in the

gas. The floating particles were then exposed

to combustion flame and heat, thus burning andincreasing temperature.

During the expansion and exhaust strokes, the

particles were cooled and sustained in the cylinder as

unburned particles. Although the particles no longer

burned, they continued to oxidize with the oxygen in

the gas. Then, fresh charge during the intake stroke

enhanced oxidation of the particles. As the gas was

compressed during the compression stroke, oxidation

of the particles was further accelerated, causing

the particles to start burning again. The particles

became red hot and produced sufficient energy toignite mixture in the vicinity of the particles. When

this occurred prior to spark ignition, the mixture ignited

and flame propagated, causing cylinder pressure to

rapidly increase during the compression stroke.

This study demonstrates that pre-ignition involves

multiple processes before it actually occurs. The

process not only involves particles from various

materials, i.e., fuel, oil, particulate matter, etc., but

VIEWAREA


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October 2014

Copyright2014ARIGA TECHNOLOGIES

SPARK-IGNITIONENGINETECHNOLOGY

also multiple engine cycles.

This chapter reports observation results of

pre-ignition phenomena through visualization of a

combustion chamber in a production DI gasoline

engine and characterizes the process in which pre-

ignition was induced.

2.0 PRE-IGNITIONPREVENTIVECONTROLSYSTEM

DEVELOPEDFORADI GASOLINEENGINEWITHA

HIGH-COMPRESSIONRATIO

Engine Tests Confirm Function of Control System

to Eliminate Pre-Ignition (ETPJ No. 32014102): In

addition to downsizing and supercharging, increasing

compression ratio has become an additional

technical approach to improve fuel economy and

engine performance. The challenge with increasedcompression ratio is preventing abnormal combustion

such as pre-ignition and combustion knock; otherwise,

the engine cannot take full advantage of the higher

compression ratio to improve the engine performance.

In an engine with a higher combustion ratio,

abnormal combustion is sensitive to changes in

engine operating conditions, i.e., ambient temperature

and fuel quality depending on geographic locations.

To prevent abnormal combustion, valve timing can

be controlled to adjust the effective compression

ratio so that the engine operates free of combustion

knock. However, clear understanding of the multiple

factors that lead to abnormal combustion is necessary

so that the engine is designed to operate with the

maximum allowable compression ratio, thus taking

full advantage of the benefits of using a higher

compression ratio.

Engineers at Mazda Motor Corporation

investigated pre-ignition phenomena in a test

engine with a higher compression ratio under various

engine operating conditions. Based on the results,

they developed a model to predict the effective

compression ratio that would allow engine operationwithout pre-ignition and integrated it with an intake

valve control system.

An engine was tested with various intake charge

temperatures to observe the effect of change in the

ambient temperature at various geographic locations,

and the effect on torque was observed for the

compression ratios of 10 and 15. Regardless of the

compression ratio, torque decreased as the intake

THEEFFECTOFSPARKTIMINGON

RELATIVETORQUEFORDIFFERENT

COMPRESSIONRATIOS
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charge temperature was reduced, and the rate of

reduction in engine torque was almost the same.

As the intake charge temperature was increased,

the engine control system retarded spark timing to

prevent combustion knock. The level of timing retard

was greater in the engine with a lower compressionratio. In the engine with a higher compression

ratio, the spark timing was already retarded and the

level of timing retard was minimal. Peak cylinder

pressure in the engine with a higher compression

ratio became lower since the combustion mainly

occurred during the expansion stroke. So even

though the intake temperature was increased, the

rate of reduction in torque became about the same

for both compression ratios because of the negative

temperature dependence.

A 2-liter, inline four-cylinder, DI gasoline enginewas operated under various field conditions at various

geographic locations and data were acquired to

characterize the relationship between peak heat

release rate and mass burn fraction (MBF) 10 percent.

The above relationship was used to determine

the safe operating range in which pre-ignition was

suppressed. Multiple regression analysis was

performed to develop a model. The model was then

incorporated with the control system for intake valve

closure timing.

The engine equipped with the above control

system was tested in the field in both China andNorth America. Research octane number (RON) of

the fuel in China was as low as 88.2, and the higher

intake charge temperature was 85C. These values

were outside the range used for the engine operating

conditions when the engine was tested to acquire data

for constructing the model. However, the engine did

not experience pre-ignition, and no catastrophic failure

was found in the engine components. Therefore, the

pre-ignition preventive control system performed well

to suppress pre-ignition in the engine operated even

under harsh operating conditions. This chapter reports characterization results of

torque and combustion knock in a test engine with

both low and high compression ratios and a control

system to adjust the effective compression ratio.


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October 2014



3.0 TECHNICALAPPROACHESDEVELOPEDTO

IMPROVEDI GASOLINECOMBUSTIONOVERA

WIDEOPERATINGRANGE

Guide Wall and Piston Crown Design Demonstrate

Optimal Gas Motion (ETPJ No. 32014103): A DI

gasoline engine with supercharging and downsizing

has the potential to further improve torque, fuel

economy, and exhaust emissions over a wide

operating range through optimization of combustion

chamber shape, intake port configuration, and

fuel spray orientation. Engineers at Toyota Motor

Corporation report their latest developments for a

turbocharged DI gasoline engine. As a result of

these developments, stable warm-up operation more

effectively reduced exhaust gas emissions, and

maximum power output increased by 4.7 percent. Both the piston crown and intake port were

configured to enhance tumble flow with increased

turbulence intensity for high power output while

mixture was effectively stratified to achieve stable

combustion during engine warm-up. Key elements

to successfully achieving improvements for both

operating conditions were the technical approaches

taken to craft the gas flow pattern in the cylinder during

both intake and compression strokes. Visualization

of combustion in an optical engine and numerical

analysis provided information useful to optimizing

configurations of both the combustion chamber and

intake port.

As a result, the cavity opening in the piston crown

was increased to enhance gas motion in the cylinder,

and a guide wall was made to retain the original cavity

shape. The guide wall helps stratify mixture near the

spark plug during engine warm-up while the wider

opening of the entire cavity enhances gas motion to

produce homogeneous mixture under full load.

The intake port was designed to produce a

higher tumble ratio which increased turbulence

intensity when the tumble flow destructed as thepiston approached top dead center. The tumble

ratio measured on a steady-state flow test rig did

not correlate with the measured engine power output

and the calculated turbulence intensity. Both the

intake port and combustion chamber require design

optimization so that they complement each other

to achieve the design targets. Through the above

optimizations, the newly designed piston crown

NEWLYDESIGNEDPISTONCROWN
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combined with the above intake port effectively

improved tumble flow characteristics and increased

turbulence intensity while stratification of mixture

necessary for accelerating the aftertreatment devices

was effectively produced during engine warm-up.

This chapter reports the systematic approachestaken to improve the combustion of a turbocharged

DI gasoline engine both during warm-up and under

full-load operation.

4.0 IRRADIATIONOFPREMIXFUELWITHPULSED

DIELECTRICBARRIERDISCHARGETOCONTROL

PCI COMBUSTION

Use of Non-thermal Plasma Studied for Enhanced

Chemical Reaction of Fuel (ETPJ No. 32014104):

Combustion of premix fuel via premix compressionignition (PCI) depends on the chemical reaction rate

during the pre-flame reaction process prior to self-

ignition. The chemical reaction rate varies due to

such factors as air/fuel ratio, temperature, and the

fuels chemical components. A method to control

the chemical reaction rate of premix fuel may be

able to adjust the timing for the mixture to self-ignite.

Thus, the combustion rate is controlled appropriately

depending on engine operating conditions, and the

inherently narrow operating range of PCI combustion

may be expanded and overall engine performance

and exhaust emissions may be improved.

Researchers at the National Institute of Advanced

Industrial Science and Technology (AIST) and

Tsukuba University have been investigating the

potential of using non-thermal plasma to enhance

the chemical reaction of fuel mixture as a method to

control PCI combustion. Irradiating premix fuel with

non-thermal plasma advances the timing of self-

ignition during the compression stroke. Stratifying

the irradiated mixture in the combustion chamber can

change the timing of self-ignition and control the rate

of pressure rise after the mixture self-ignites.By use of a rapid compression machine (RCEM),

various fuels including normal heptanes, methyl

cyclohexane, and toluene were tested to characterize

the effect of applying non-thermal plasma on self-

ignition. A pulsed dielectric barrier discharge (DBD)

plasma reactor was used to apply non-thermal plasma

to premix fuel. The irradiation duration was changed

to evaluate response of premix fuels self-ignition.

PULSEDDBD REACTOR
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October 2014



The other parameters included excess air ratio, initial

temperature of premix fuel, and compression ratio.

N-heptane mixture self-ignited 55 milliseconds

after compression started. By irradiating the mixture

for 1 second, the start of combustion was advanced

to 45 milliseconds, and the combustion pressurereduced fluctuation near the peak. Increasing the

duration of irradiation to 16 seconds further advanced

the start of combustion, but the combustion pressure

significantly fluctuated more than the combustion of

the mixture with no irradiation. Leaner mixture also

responded to the duration of irradiation, and the start

of combustion was advanced. However, the start of

combustion did not linearly advance depending on

the duration of irradiation.

Methyl cyclohexane and toluene required higher

initial temperature and higher compression ratio,respectively, to self-ignite. Because of the differences

in chemical composition and self-ignition temperature

among the three fuels, each responded differently to

irradiation.

This chapter reports the experimental results of

combustion with non-thermal plasma and self-ignition

characteristics of three different fuels having different

self-ignition temperature.

5.0 APPLICATIONOFALOW-PRESSURE-LOOPEGR

SYSTEMTOAHIGHLYBOOSTEDDOWNSIZED

GASOLINEENGINE

LPL-EGR Demonstrates Advantages Compared

to HLP and MP Systems (ETPJ No. 32014105):

Downsizing and turbocharging have significantly

improved gasoline engine performance and fuel

economy. Improvement of combustion under

frequent turbocharged operation can further reduce

fuel consumption particularly under high loads at low

speeds, according to engineers at Nissan Motor Co.,

Ltd. Among the approaches taken to accomplish

these improvements was a cooled exhaust gasrecirculation (EGR) system designed to suppress

combustion knock, reduce exhaust gas temperature,

and increase specific heat ratio of the intake charge.

EGR gas was drawn from a location downstream

of the catalysts in the exhaust system and recirculated

into the intake system upstream from the compressor

of the turbocharger. This low-pressure-loop EGR

(LPL-EGR) system had several advantages overEGR SYSTEMS
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a high-pressure-loop EGR (HPL-EGR) system

and a mixed-pressure EGR (MP-EGR). The EGR

gas supply range was wider toward the operating

range of high load at low speed. Combustion knock

tolerance was improved by lower nitrogen oxides

(NOx) content in the EGR gas drawn from a locationdownstream of the three-way catalyst. Also, the

temperature of exhaust gas downstream from the

catalysts is relatively low and can further be reduced

by advancing spark timing.

The LPL-EGR system was designed to reduce

flow restriction and a pressure transducer was used

to monitor the pressure across the EGR valve. Under

steady-state operating conditions, the EGR rate at a

given EGR valve position is independent of the intake

air flow rate. A control algorithm was developed

to compensate for the change in the exhaust gaspressure during vehicle deceleration so that the EGR

rate can be maintained at constant.

This chapter reports pros and cons of three EGR

systems and the design of the LPL-EGR system with

an EGR cooler for a turbocharged gasoline engine.

6.0 CHARACTERIZATIONOFFRICTIONANDOIL

CONSUMPTIONFORATWO-PIECEOILCONTROL

RING

Oil Control Rings Compared for Friction and Oil

Consumption (ETPJ No. 32014106):A piston ring

pack generally consists of two compression rings and

one oil control ring and shares a significant portion

of the friction generated by a piston. Among the

three piston rings, the oil control ring is designed for

the purpose of removing excess oil off the cylinder

wall, and the tension is generally set higher (i.e.,

about 3 to 5 folds compared to compression rings).

Thus, reducing the tension of the oil control ring

effectively decreases piston friction; however, lower

ring tension causes oil consumption to increase.

Because of this trade-off relationship between frictionand oil consumption, reduction in this ring tension is

somewhat limited.

Lubricating conditions at the interface of a piston

ring with a cylinder wall is sensitive to the shape of

the sliding surface of the piston ring and the texture of

the cylinder wall. Because the thickness of the oil film

is small, on the order of microns, a small change in

the shape significantly changes the oil film thickness;

RECIPROCATINGTESTRIGTO

MEASUREFRICTIONALFORCEOFAN

OILCONTROLRING
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namely, both friction and oil consumption can

significantly change. On the other hand, if the sliding

surface of the piston ring is properly configured, both

friction and oil consumption may further be reduced

even with the lowest possible ring tension.

Engineers at Riken Corporation reported theresults of parametric tests conducted to characterize

the effect the sliding surface shape and width on both

friction and oil consumption focusing on a two-piece

oil control ring. The frictional force was measured

using a reciprocating test rig while oil consumption

was measured in a test engine. With calculated

frictional force and oil film thickness, the data were

characterized and discussed.

Three oil control ring types were prepared for the

characterization. The ring that had a small radius

on the edge of both upper and lower rails performedwell and decreased both friction and oil consumption.

This narrow barrel-shaped sliding surface effectively

decreased oil film pressure, leading to the thinner

oil film particularly in the middle stroke. Hence, the

frictional force generated during the entire engine

cycle could be reduced. The thinner oil film was

determined to be the reason for lower oil consumption.

This chapter reports the results of parametric tests

conducted for three two-piece oil control ring types

and discussion of the results.

7.0 MEASUREMENTOFOILFILMPRESSUREATTHEPISTONPINFORIMPROVEMENTOFSIMULATION

Linear System Analysis and EHL Compared for

Accuracy of Simu lation (ETPJ No. 32014107):

Computer-aided design (CAE) has successfully

enabled optimization of design parameters for a

reliable and durable piston and accelerated the

design process for production pistons, yet simulation

models to predict strength of the piston pin and boss

still need improvement. The general approach to

simulate the piston pin and piston pin boss has beento calculate contact pressure at the interface of the

sliding surfaces without taking account of lubrication

effects, according to researchers at both ART Metal

and Tokyo City University.

Elasto-hydrodynamic lubrication (EHL) theory is

commonly used to simulate lubrication of the sliding

surfaces of the journal bearing, cam robe, piston pin,

etc. In simulating oil film pressure with the lubrication
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theory, there are still several unknown factors

that influence the calculation results. Therefore,

researchers measured oil film pressure using a test

rig and compared the results with the calculations to

evaluate the accuracy of simulated oil film pressure

by two methods: (1) linear system analysis and (2)EHL analysis. Linear system analysis has generally

been used to evaluate the durability performance of

both the piston pin and piston pin boss, but it does

not include lubrication analysis.

A thin-film oil pressure sensor was used to

measure the pressure of the oil film in the clearance

between the piston pin and piston pin boss. At least

three sensors were installed on the piston pin along

its center axis. Several piston pins with sensors were

prepared and each pin was tested to measure oil film

pressure approximately every 1 mm between eachend of the piston pin boss so that the distribution of

oil film pressure along the piston pin axis could be

evaluated.

The piston was cyclically loaded with hydraulic

pressure to simulate cylinder pressure force in an

engine. Two piston pin boss shapes were tested

to evaluate the effect of the taper angle of the inner

end of the piston pin boss on the distribution of oil

film pressure. The calculated oil film pressure with

the linear system analysis correlated well with the

measured result in terms of the distribution of oil film

pressure along the piston pin axis, although somedifferences were observed between calculation and

measurement in both peak pressure and pressure at

the taper section of the piston pin boss.

The EHL analysis was inaccurate, however.

Both distribution and the level of pressure were quite

different between calculation and measurement.

Conditions used for the EHL analysis were suspected

to be different from those of lubrication in the actual

piston tested on the test rig. Thus, the EHL analysis

will need improvement on the assumption that the

measured oilfilm pressure was correct, according toresearchers.

This chapter describes the thin-film oil pressure

sensor, test method, calculation methods, and results

of comparison between measurement and calculation.

WHEATSTONEBRIDGESETUPFORA

THIN-FILMOILPRESSURESENSOR


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TABLE OF CONTENTSPage

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

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

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

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

1.0 INVESTIGATIONINTOPRE-IGNITIONPHENOMENAINAHIGHLYBOOSTED

SI GASOLINE

ENGINE

.............................................................................................. 1

1.1 OBSERVATION AND CHARACTERIZATION OF PRE-IGNITION ................ 2

1.1.1 Pre-Ignition Phenomena ....................................................................3

1.1.2 Pre-Ignition Caused by Deposits ......................................................... 8

1.1.3 Fuel-Diluted Oil and Deposits ........................................................... 11

2.0 PRE-IGNITIONPREVENTIVECONTROLSYSTEMDEVELOPEDFORA

DI GASOLINEENGINEWITHAHIGH-COMPRESSIONRATIO............................. 15

2.1 A MODEL-BASED CONTROL SYSTEM DEVELOPED TO PREVENT

PRE-IGNITION ............................................................................................. 16

2.1.1 Power Output at High Temperature .................................................. 16

2.1.2 Pre-Ignition ........................................................................................21

3.0 TECHNICALAPPROACHESDEVELOPEDTOIMPROVEDI GASOLINE

COMBUSTIONOVERAWIDEOPERATINGRANGE ............................................... 27

3.1 COMBUSTION CHAMBER AND INTAKE PORT DESIGN

OPTIMIZATIONS ..........................................................................................28

3.1.1 Spray Angle .......................................................................................30

3.1.2 Power Output of a Prototype Engine .................................................33

3.1.3 Warm-Up Period ............................................................................... 34

3.2 Optimization of Combustion System Specifications ............................... 35

3.2.1 Guide Wall Location ..........................................................................35

3.2.2 Intake Port and Combustion Chamber Shape ..................................38

xv


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TABLE OF CONTENTS(cont'd.)

Page

4.0 IRRADIATIONOFPREMIXFUELWITHPULSEDDIELECTRICBARRIER

DISCHARGETOCONTROLPCI COMBUSTION ..................................................... 43

4.1 CHARACTERIZATION OF THE NON-THERMAL PLASMA-ASSISTED

CHEMICAL REACTION PROCESS .............................................................44

4.1.1 Test Apparatus and Procedure .......................................................... 44

4.1.2 Test Results .......................................................................................46

5.0 APPLICATIONOFALOW-PRESSURE-LOOPEGR SYSTEMTOAHIGHLY

BOOSTEDDOWNSIZEDGASOLINEENGINE......................................................... 51

5.1 LPL-EGR SYSTEM WITH AN EGR COOLER ............................................. 52

5.1.1 Cooled EGR ......................................................................................53

5.1.2 LPL-EGR System ..............................................................................56

5.1.3 EGR Control ......................................................................................58

6.0 CHARACTERIZATIONOFFRICTIONANDOILCONSUMPTIONFORA

TWO-PIECEOILCONTROLRING .........................................................................61

6.1 FRICTION AND OIL CONSUMPTION CHARACTERIZED FOR VARIOUS

SHAPES OF THE SLIDING SURFACES OF AN OIL CONTROL RING ..... 62

6.1.1 Friction and Oil Consumption Measurement Results ........................63

6.1.2 Friction and Oil Film Thickness ......................................................... 64

7.0 MEASUREMENTOFOILFILMPRESSUREATTHEPISTONPINFOR

IMPROVEMENTOFSIMULATION ..............................................................................71

7.1 MEASUREMENT AND CALCULATION OF OIL FILM PRESSURE ...........72

7.1.1 Technical Approaches .......................................................................72

7.1.2 Piston Pin Oil Film Pressure .............................................................77

REFERENCES ....................................................................................................................... 81

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ETPJ NO. 3201410



REFERENCES

NOTE: English titles are provided by the original authors.

* JSAE: Society of Automotive Engineers of Japan

1.0 INVESTIGATION

INTO

PRE

-IGNITION

PHENOMENAINAHIGHLYBOOSTEDSI

GASOLINEENGINE

Izumi, Y., F. Aoki, and M. Iizuka, Nippon

Soken, Inc., and Y. Okada, Toyota Motor

Corporation, Optical Analysis of Low-

Speed Pre-Ignition on Highly Boosted

SI Engine,JSAE* Paper No. 20145032,

May 2014.

2.0 PRE-IGNITIONPREVENTIVECONTROL

SYSTEMDEVELOPEDFORA DIGASOLINEENGINEWITHAHIGH-

COMPRESSIONRATIO

Shishime, K., M. Ohashi, T. Youso, and M.

Yamakawa, Mazda Motor Corporation,

Study of Robustness for Practical Use

of Gasoline High Compression Ratio

Engine,JSAE Paper No. 20145351,

May 2014.

3.0 TECHNICALAPPROACHESDEVELOPEDTOIMPROVEDI GASOLINE

COMBUSTIONOVERAWIDE

OPERATINGRANGE

Mitani, S., S. Hashimoto, H. Nomura, R.

Shimizu, and M. Kanda, Toyota Motor

Corporation, Toyota New Combustion

Concept for Turbocharged Direct-

Injection Engines,JSAE 20145036,

May 2014.

4.0 IRRADIATIONOFPREMIXFUELWITH

PULSEDDIELECTRICBARRIERDISCHARGE

TOCONTROLPCI COMBUSTION

Takahashi, E., H. Kojima, T. Segawa,

and H. Furutani, National Institute

of Advanced Industrial Science and

Technology (AIST); and S. Yamaguchi

and T. Kashiwazaki, Tsukuba University,

Control of Compression Ignition by

Dielectric Barrier Discharge, JSAE

Paper No. 20145088, May 2014.

5.0 APPLICATIONOFALOW-PRESSURE-

LOOPEGR SYSTEMTOAHIGHLY

BOOSTEDDOWNSIZEDGASOLINE

ENGINE

Yoshida, S., M. Kobayashi, Y. Nakahara,

N. Hirai, H. Tsuchida, and D. Takaki,

Nissan Motor Co., Ltd., Application of

Low Pressure Cooled EGR System for

Downsizing Boosted Gasoline Engine,

JSAE Paper No. 20145306, May 2014.

6.0 CHARACTERIZATIONOFFRICTIONAND

OILCONSUMPTIONFORATWO-PIECE

OILCONTROLRING

Iijima, N., M. Susuda, Y. Iwata, M. Usui,

and K. Utashiro, Riken Corporation,

Effect of Peripheral Configuration of

Piston Rings for Friction Force and

Oil Consumption, JSAE Paper No.

20145343, May 2014.


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7.0 MEASUREMENTOFOILFILM

PRESSUREATTHEPISTONPINFOR

IMPROVEMENTOFSIMULATION

Yamakawa, N., K. Yamaguchi, K. Kobayashi,

and Y. Harayama, ART Metal, and

A. Ideo and Y. Mihara, Tokyo City

University, Measurement of Piston

Pin-Boss Contact Pressure Distribution

Using Thin-Film Sensor for a Gasoline

Engine,JSAE Paper No. 20145122,

May 2014.

engine technology progress in japan - spark-ignition engine technology

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