Engine Technology Progress in Japan

ENGINE TECHNOLOGY PROGRESS IN JAPAN
SPARK-IGNITION ENGINE TECHNOLOGY

Investigation into the Effect of Localized Cooling on Combustion Knock and Cooling Loss in a SI Engine Technologies Developed for a DI Gasoline Engine with a High Compression Ratio to Increase Exhaust Gas Temperature Investigation into Combustion at 200 rpm for a DI Gasoline Engine with an Idle-Stop Feature Fuel Octane Numbers and Pre-Ignition Investigated for the Entire Engine Speed Range Investigation into Piston Pin Noise through Observation of Oil Behavior and Component Dynamics Low-Friction Technologies Developed for Nissans 1.2-Liter Supercharged DI Gasoline Engine A Low-Friction Piston for a Gasoline Engine Developed with Surface Engineering
ISSN 1085-6900
inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
April 2012
Copyright 1994~2012 inter-Tech Energy Progress, Inc. 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 from inter-Tech Energy Progress, Inc. Neither inter-Tech Energy Progress, Inc. nor any other person acting on behalf of inter-Tech Energy Progress, Inc. assumes 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. inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
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PREFACE
ENGINE TECHNOLOGY PROGRESS IN JAPAN
PUBLISHER Susumu Ariga Editor / Consulting Engine Engineer inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
inter-Tech Energy progress, Inc. (iTEP) in cooperation with the Society of Automotive Engineers of Japan is totally dedicated to contribute to an increased flow of engine technological data from Japan and assist engine engineers in foreign countries in maintaining an awareness of Japanese engine technology progress. The professionals at iTEP are committed to accomplish the above objectives. iTEP publishes 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 three parts; 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. iTEP 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 useful for 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 contact iTEP at the following numbers. Thank you very much for your interest in "ENGINE TECHNOLOGY PROGRESS IN JAPAN". inter-Tech Energy Progress, Inc.
13423 Blanco Road, No.207 San Antonio, Texas 78216-2187, U.S.A. Telephone: 210-408-7508 Facsimile: 210-568-4972 email: admin@itepsa.com www.itepsa.com iii
TECHNICAL ADVISORY BOARD (alphabetical order) Mr. Brent K. Bailey

Executive Director Coordinating Research Council, Inc. Alpharetta, Georgia, U.S.A.
Emeritus Prof. Hiroyuki Hiroyasu, Ph.D.

The University of Hiroshima, Hiroshima, Japan Professor, Kinki University, Hiroshima, Japan President, Hiro Technology Brain(HTB), Inc. President, Hiroshima University Cooperative Research Center Chairman of Engine Systems Division of JSME and Institute of Liquid Atomization and Spray Systems Fellow of SAE
Emeritus Prof. Takeyuki Kamimoto, Ph.D.

Tokyo Institute of Technology, Tokyo, Japan Co-Chairman of Engineering Foundation Conference 1991 and 1993 Fellow of SAE
Mr. Akinori Miura

Senior Chief Engineer Engine Research and Development Division Nissan Diesel Motor Co., Ltd. Ageo-Shi, Saitama-Ken, Japan
EXECUTIVE SUMMARY
1.0
INVESTIGATION INTO THE EFFECT OF LOCALIZED COOLING ON COMBUSTION KNOCK AND COOLING LOSS IN A SI ENGINE
1. Purchase a full document of the individual ETPJ chapter at www.itepsa.com. 2. Use Search for ETPJ No. to locate the chapter.
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Simulation and Engine Tests Demonstrate Effectiveness of Localized Cooling for Improved Combustion Knock Toleratnce (ETPJ N O . 32012041): Expanding combustion knock tolerance is important to improving engine thermal efficiency. With higher combustion knock tolerance, the compression ratio can be optimized for the best compromise between brake thermal efficiency and mechanical efficiency. Cooling the combustion chamber has generally been the method of choice to prevent combustion knock. However, excessive cooling can increase cooling loss, and the improved combustion may not contribute greater improvement to the thermal efficiency. Thus, engineers at Toyota Motor Corporation investigated the heat flow inside
Copyright 2012 inter-Tech Energy Progress, Inc.
ENGINE TECHNOLOGY PROGRESS IN JAPAN inter-Tech Energy Progress, Inc., San Antonio, Texas, U.S.A.
www.itepsa.com
MODIFIED COOLING JACKETS AND THERMOCOUPLE LOCATIONS [Takahashi et al.]
an engine to better understand the relationship between cooling loss and combustion knock. Based on the results of this investigation, engineers investigated a methodology that would optimize cooling combustion gas for simultaneous achievement of low cooling loss and high combustion knock tolerance. With computer-aided engineering (CAE) based on three-dimensional modeling, heat flow from both gas and coolant sides on the engine was analyzed for fractionating heat loss into each component, e.g., the cylinder wall, cylinder head, and piston crown. The simulation methods were validated with the test results obtained in a 0.508liter, single-cylinder gasoline engine. The cooling jacket was modified to allow control of coolant flow in a specific space of the cooling jacket. A total of 14 paths were created in the cooling jackets for both the cylinder head and cylinder liner. Thermocouples were installed at 150 locations on both the cylinder head and cylinder block. Intake charge mixture flowing along the cylinder wall received heat from the wall especially on the exhaust side during the intake stroke, and heat loss to the cylinder wall was relatively less than the heat loss to the cylinder head and piston crown. Distribution of temperature on the cylinder liner indicated high temperature on the upper part of the liner. The cylinder liner material was changed from cast iron to aluminum, and the higher heat conductivity of aluminum effectively cooled the cylinder liner from top to the bottom. Combustion knock tolerance indeed improved and indicated thermal efficiency increased 2.5 percent because the spark timing could be advanced by 2.5crank angle (CA) without causing combustion knock under full load at 2,800 rpm. Because of the area of the cylinder liner exposed to the combustion gas during the initial expansion stroke, cooling only the upper cylinder liner on the exhaust side with coolant temperature of 25C effectively increased combustion knock tolerance while the cooling loss to the cylinder liner was minimized. Indicated thermal efficiency could be increased by 2.3 percent with advanced spark timing of 1.5CA under full load at 2,800 rpm. This chapter reports the results of both analysis and engine tests obtained to characterize the effect of localized engine cooling on both combustion knock tolerance and
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SPARK-IGNITION ENGINE TECHNOLOGY April 2012
thermal efficiency. 2.0 TECHNOLOGIES DEVELOPED FOR A DI GASOLINE ENGINE WITH A HIGH COMPRESSION RATIO TO INCREASE EXHAUST GAS TEMPERATURE
CONCEPT TO STRATIFY MIXTURE NEAR A SPARK PLUG IN AN ENGINE WITH A HIGH COMPRESSION RATIO [Yamakawa et al.]
Optimized Exhaust Manifold and Modified Piston Contribute to Success with High Compression Ratio (ETPJ NO. 32012042): The conventional wisdom of spark-ignited combustion may no longer be accepted because technology is pushing beyond its prior limits. Rapid combustion using the low-temperature oxidation reaction phenomenon developed at Mazda Motor Corporation enabled operation of a spark-ignition engine with the compression ratio of 14.5. It was not possible to use such a high compression ratio previously, at least for a production engine, as the engine becomes inoperable because of combustion knock. A higher compression ratio increases indicated thermal efficiency; however, it decreases exhaust gas heat. This became an issue for engineers to resolve because aftertreatment devices may not properly work to reduce tailpipe exhaust emissions especially at cold start and during warm up. A higher compression ratio reduces the clearance volume at top dead center (TDC) and increases the residual gas left in the combustion chamber. Scavenging the residual gas is important to prevent combustion knock, and a longer exhaust pipe is necessary to improve the scavenging process. This approach adds more heat capacity upstream from the aftertreatment devices and contributes to longer warm-up time for the catalyst. As consequence, issues of lower exhaust gas temperature and higher residual gas fraction as a result of increased compression ratio need to be resolved to achieve ultimately low exhaust emissions while thermal efficiency is increased. Mazda engineers developed technologies to resolve these issues. They designed an exhaust manifold to generate negative pressure during the overlap period so that the residual gas in the cylinder evacuates efficiently from the cylinder. The sectional area in the clearance space between the raised piston crown for a higher compression ratio and the cylinder head fire deck was increased with a slight compromise in the selection of
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compression ratio in order to reduce restriction of gas flow during the overlap period. With the 4-2-1exhaust manifold, a modified piston with the compression ratio of 14.0 improved volumetric efficiency at all engine speeds to levels equivalent to a conventional piston with the compression ratio of 11.2. A multi-hole fuel injection nozzle was designed to orient each fuel spray into a certain space so that combustible mixture would be stratified and stable for a sufficient time in the vicinity of a spark plug. The results of simulation study, measurement of the air/fuel ratio in the vicinity of a spark plug, and engine tests validated the technologies developed to increase exhaust gas temperature. Compared to a conventional engine with a compression ratio of 11.2, the 2.0-liter, inline four-cylinder, direct-injection (DI) gasoline engine with the compression ratio of 14.0 increased exhaust gas temperature by 150C at 1,200 rpm with brake mean effective pressure (BMEP) of 100 kPa. Stable combustion with mixture stratification allowed the spark timing to be retarded to 28CA after top dead center (ATDC), This chapter reports the simulation study of gas flow characteristics, the infrared light absorption method used for measurement of the air/fuel ratio, and engine test results. 3.0 INVESTIGATION INTO COMBUSTION AT 200 RPM FOR A DI GASOLINE ENGINE WITH AN IDLE-STOP FEATURE
Uniform Mixture Distribution Critical for LowSpeed Combustion (ETPJ NO. 32012043): Fuel efficiency improvement encouraged engine engineers to incorporate the idle-stop feature into conventional passenger cars. The engine is automatically stopped when the vehicle decelerates to a full stop and then is restarted as the vehicle startswhich occurs frequently such as during vehicle operation at traffic signals. Hybrid-electric vehicles have been using this technology to take full advantage of vehicle operation with an electric motor, at least light-duty hybrid vehicles. In a hybrid vehicle, the engine is also stopped during vehicle operation and restarted depending on the drivers demand for acceleration and the batterys state of charge. Thus, any failure to restart the engine after idle-stop is activated
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EFFECT OF FUEL FEED PRESSURE ON MIXTURE DISTRIBUTION [Mori et al.]
creates a concern not only for fuel economy, but also for safety issues. The first compression stroke immediately after the engine is motored is a difficult condition to initiate combustion because engine speed is extremely low. Currently, a starter motor is used to assist the engine to turn appropriately and secure reliable engine start. On the other hand, if combustion is improved to start the engine immediately after the engine is motored, both the power required to assist in engine start and fuel consumption should be reduced. Nissan engineers investigated combustion phenomena at extremely low engine speeds and analyzed the combustion mechanism through analyses and engine tests. A relatively simple solution was found, according to the results of investigation, by increasing fuel feed pressure to more than 3 ~ 4 MPa. A higher fuel-feed pressure, namely, higher fuel injection pressure in most cases for an electronically controlled fuel injection system used for a DI gasoline engine, improves atomization of the injected fuel and improves formation of combustible mixture near a spark plug. Droplet size distribution measured with a Phase Doppler Particle Analyzer (PDPA) and visualization of fuel sprays and mixture in a transparent engine validated that a higher fuel feed pressure effectively improved distribution of mixture at the engine speed of 200 rpm. This chapter reports the results of analyses and experiments and explains the reasons that a higher fuel feed pressure is necessary to improve cold startability in a DI gasoline engine. 4.0 FUEL OCTANE NUMBERS AND PRE-IGNITION INVESTIGATED FOR THE ENTIRE ENGINE SPEED RANGE
Effects of RON and MON Values on Pre-Ignition Studied in Engine Tests (ETPJ NO. 32012044): Gasoline engine technology development has been focusing on the simultaneous accomplishments of high fuel economy and high performance and common practice to downsize the engine by incorporating a higher compression ratio and turbocharging. Thus, gas pressure and temperature in the cylinder increase, causing abnormal combustion to occur easily depending on engine operating
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ABNORMAL COMBUSTION BY TYPE IN THE RELATIONSHIP BETWEEN ENGINE SPEED AND ENGINE LOAD [Sasaki et al.]
conditions. Fuel properties classified with such indexes as research octane number (RON) and motor octane number (MON) significantly affect occurrence of combustion knock and pre-ignition depending on engine operating conditions. Toyota engineers conducted an investigation into the factors that influence the occurrence of abnormal combustion throughout the entire engine speed range. The investigation focused on pre-ignition since combustion knock has already been studied at various sites for many years. Consequently, 1.3- and 1.8-liter, inline four-cylinder engines were operated on various test fuels having different RON and MON. A spark-plug with a low heat range was installed on the engines to encourage pre-ignition. The 1.8-liter engine was prepared to have a higher compression ratio of 15 to simulate conditions of a turbocharged engine. The RON correlated with pre-ignition that occurred when the engine was restarted after it was warmed-up and stopped and when the engine was operated at low speed with high load. A higher RON could prevent preignition from taking place. When the engine was operated at a high engine speed with high load, pre-ignition occurred consistently every cycle and it correlated well with MON rather than RON. Ignition delay calculated for the initial pressure and temperature conditions correlated with RON when the temperature was below 650C while the correlation with MON was good when the temperature was above 800C. The differences in hydrocarbon components and lowtemperature oxidation reactions depending on fuel and engine operating conditions were suspected as causes for the difference in the correlations between RON and MON. This chapter reports engine test results and provides a discussion of the results with the analysis of ignition delay characteristics.
5.0
INVESTIGATION INTO PISTON PIN NOISE THROUGH OBSERVATION OF OIL BEHAVIOR AND COMPONENT DYNAMICS
PHOTOGRAPHS OF OIL MIST AND THE PISTON PIN AND BOSS [Kondo et al.]
Lubricating Conditions and Component Motion Both Contribute to Noise (ETPJ NO. 32012045): A piston pin is installed on a piston by either the full-floating or semi-floating method. For the engines of mini-cars and small passenger cars, the semi-floating method is often used to reduce production costs. However, a piston pin installed on a piston using the semi-floating method produces noise. The difference in the linear thermal expansion rate of two different materials and lubricating conditions may be factors influencing this piston pin noise. Honda engineers conducted a thorough investigation into piston pin noise to understand the mechanism and report the results of visualization of oil behavior and measurement of the piston pin and piston movements. A 1.497-liter, inline four-cylinder gasoline engine was used for the investigation. The piston pin clearance was set to produce piston pin noise. The engine was operated at 1,800 rpm with no load, the same conditions under which this piston pin noise most occurs. Particle tracking velocimetry (PTV) was employed to visualize the oil behavior and process the images to represent velocity vectors of oil splashes and oil mist. Both the piston pin and piston were instrumented to measure their motion in the operating engine. An accelerometer was installed on both the piston pin boss and cylinder block to measure the components acceleration due to impact force. According to the results of visualized oil behavior and measured component movement, oil splashed by the crankshaft was not effectively used for lubrication of the piston pin. The piston pin moved along the piston pin boss curvature upward and accelerated to impact the upper side of the piston pin boss on the anti-thrust side at about 30 to 20CA before top dead center (BTDC) during the compression stroke. Friction generated between the piston pin and piston pin boss with insufficient lubricating oil in the piston pin clearance tilted the piston to slap the cylinder wall on the anti-thrust side near TDC. Consequently, the lubricating condition of the piston
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pin was not appropriate to slow the movement of the piston pin in the boss and reduce friction between the piston pin and the boss. Simulation study results indicated that improved lubricating conditions reduced the velocity of the piston pin movement relative to the piston motion. Engineers plan to test the improved lubricating conditions in an engine to validate the approach to reduce piston pin noise. This chapter reports observation results of oil behavior and piston pin and piston dynamics and discussion of the source of piston pin noise. 6.0 LOW-FRICTION TECHNOLOGIES DEVELOPED FOR NISSANS 1.2-LITER SUPERCHARGED DI GASOLINE ENGINE
OVERALL FRICTION REDUCTIONS [Sui et al.]
Combined Technologies Produce Measureable Reduction in Overall Engine Friction (ETPJ NO. 32012046): Recent technology development to improve fuel economy has diversified into various areas to achieve gains in operating efficiency of the entire vehicle system. Incorporating hybrid electric and idle stop technologies has contributed to significant improvements in fuel economy. At the same time, the engine thermal system has been developed to improve combustion efficiency and reduce cooling loss. Recovery of energy lost to coolant and exhaust gas is, for example, an approach to improve engine thermal efficiency. Reducing mechanical loss is an approach to improve brake thermal efficiency that directly reduces fuel consumption as demonstrated in comparisons between engines that produce the same indicated thermal efficiency. Nissan engineers have been developing component technologies to reduce mechanical friction and achieve significant reductions in overall engine friction. With various fuel economy development technologies, a newly developed inline three-cylinder, 1.2-liter, supercharged DI gasoline engine significantly reduced CO2 to 95 g/km. Mechanical friction was reduced by 30 percent compared to the current inline four-cylinder, naturally aspirated, 1.5liter port-injected gasoline engine. The combination of various component technologies developed to reduce friction contributed to measurable
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reduction in engine friction. These technologies were developed for the fuel pump, valve train components, accessory drive belts, an oil pump, and power cylinder components to improve lubrication and efficiency of work. Hydrogen-free diamond-like-carbon (DLC) was used not only for valve train components, but also for piston rings to reduce their contributions to boundary friction. An oil pump was designed to enable variable displacement in order to reduce wasteful work depending on engine operating conditions. A decoupling damper pulley and an asymmetric auto tensioner were used to reduce variability of the accessory drive belt tension as well as the level of tension to accommodate the additional drive required for a supercharger. This chapter reports key technologies developed to reduce engine friction in the 1.2-liter, three-cylinder, supercharged DI gasoline engine. 7.0 A LOW-FRICTION PISTON FOR A GASOLINE ENGINE DEVELOPED WITH SURFACE ENGINEERING
THE SECTIONS OF STD + R AND FSR + R [Kanai et al.]
Smoother Surface More Effective in Reducing Friction that Type of Treatment (ETPJ N O . 32012047): Focusing on piston skirt design, engineers at Art Metal Manufacturing Co., Ltd., developed a technology to reduce piston friction by about 10 percent. Surface engineering was a key element of the technology development, and the mirror finish with increased scuff resistance accomplished the objectives of improving piston friction at relatively low manufacturing cost. A 0.4993-liter, single-cylinder, spark-ignition gasoline engine was equipped with a floating liner piston friction measurement device. An accelerometer installed on a lateral stopper of the floating liner was used to evaluate the degree of piston slap-induced noise. A friction-wear tester was used to measure the scuff resistance of the candidate materials. By these means, engineers conducted parametric tests to produce data and determine ways to develop the technology for reduced friction. The test parameters included: piston skirt surface roughness, the surface treatment, piston profile, piston-cylinder clearance, and pattern coating on the piston skirt. The surface treatments included tin plating, molybdenum disulfide
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(MoS2), poly-tetra-fluoro-ethylene (PTFE), shot peening, hard Anodizing, and DLC. According to the measurement results of the piston friction mean effective pressure (FMEP), piston friction responded to the change in surface roughness of piston skirt more than the change in surface treatment. A harder material coating on the piston skirt such as DLC or molybdenum shot instead increased piston friction. Pattern coating increased boundary lubrication and did not exhibit any benefit to the reduction in piston friction in a firing engine. Geometry effects on piston friction were determined when the piston profile, the level of the ovality, and the piston-cylinder clearance were changed. Increasing the clearance between the upper skirt and the cylinder wall not only improved lubrication to reduce piston friction, but also dampened the impact force of the piston against the cylinder wall to reduce piston slap noise. A piston with smaller ovality reduced the piston slap noise without affecting piston FMEP. An optimal piston-cylinder clearance existed for reducing both piston FMEP and piston slap considering lubricating conditions and impact force. Consequently, the piston skirt surface was mirrorfinished to reduce piston friction and coated with resin. The shot peening process reduced surface roughness of the resin coated on the skirt and increased scuff resistance. This chapter reports the parametric test results of various approaches to reduce piston friction without introducing a scuffing problem and the best approach for low manufacturing cost.
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TABLE OF CONTENTS
Page
ACKNOWLEDGMENTS .................................................................................................... ii PREFACE ............................................................................................................................. iii EXECUTIVE SUMMARY ................................................................................................... v TABLE OF CONTENTS ...................................................................................................... xv
1.0
INVESTIGATION INTO THE EFFECT OF LOCALIZED COOLING ON COMBUSTION KNOCK AND COOLING LOSS IN A SI ENGINE ..................................................................................... 1
1.1 AN EFFECTIVE COOLING METHOD INVESTIGATED THROUGH BOTH SIMULATION AND ENGINE TESTS ............................................. 2 1.1.1 1.1.2 Simulation of Heat Transfer from Gas to Coolant ..................................... 2 Validation and an Effective Cooling Method ............................................. 5
2.0
TECHNOLOGIES DEVELOPED FOR A DI GASOLINE ENGINE WITH A HIGH COMPRESSION RATIO TO INCREASE EXHAUST GAS TEMPERATURE .............................. 11
2.1 TECHNOLOGIES DEVELOPED TO ENABLE MIXTURE STRATIFICATION WITH MINIMAL RESIDUAL GAS FRACTION ................................................................................................... 12 2.1.1 2.1.2 Improvement of Scavenging Process ..................................................... 13 Combustion Technology Developed for Rapid Warm-Up Process ......... 17
3.0
INVESTIGATION INTO COMBUSTION AT 200 RPM FOR A DI GASOLINE ENGINE WITH AN IDLE-STOP FEATURE ...... 25
3.1 COMBUSTION IMPROVEMENT AT 200 RPM THROUGH ANALYSES AND EXPERIMENTS ............................................................. 26 3.1.1 3.1.2 Combustion Characteristics at 200 rpm ................................................. 26 Combustion Study ................................................................................ 30
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TABLE OF CONTENTS
(cont'd.) Page
4.0
FUEL OCTANE NUMBERS AND PRE-IGNITION INVESTIGATED FOR THE ENTIRE ENGINE SPEED RANGE .................................................................................................. 35
4.1 INVESTIGATION INTO SELF-IGNITION AND PRE-IGNITION IN RELATION TO OCTANE NUMBERS ....................................................... 36 4.1.1 4.1.2 Abnormal Combustion .......................................................................... 38 Correlations of RON and MON with Pre-Ignition ................................. 40
5.0
INVESTIGATION INTO PISTON PIN NOISE THROUGH OBSERVATION OF OIL BEHAVIOR AND COMPONENT DYNAMICS ........................................................................................... 45
5.1 OBSERVATION OF OIL BEHAVIOR AND COMPONENT DYNAMICS TO DETERMINE THE SOURCE OF PISTON PIN NOISE ............................................................................................................ 46 5.1.1 5.1.2 Observation of Behaviors of Oil and Components and Piston Pin Noise ............................................................................................. 46 Piston Pin Noise ................................................................................... 51
6.0
LOW-FRICTION TECHNOLOGIES DEVELOPED FOR NISSANS 1.2-LITER SUPERCHARGED DI GASOLINE ENGINE ................................................................................................. 53
6.1 KEY TECHNOLOGIES DEVELOPED TO REDUCE OVERALL ENGINE FRICTION .................................................................................... 54 Friction Reduction Technologies developed for Major Moving Components ......................................................................................... 55 6.1.2 Variable Displacement Oil Pump ........................................................... 57 6.1.3 Auxiliary Drives .................................................................................... 60 6.1.1
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TABLE OF CONTENTS
(cont'd.) Page
7.0
A LOW-FRICTION PISTON FOR A GASOLINE ENGINE DEVELOPED WITH SURFACE ENGINEERING ........................ 63
7.1 PISTON SKIRT SURFACE ENGINEERING THROUGH PARAMETRIC TESTS ................................................................................ 64 7.1.1 7.1.2 7.1.3 Test Parameters and Test Conditions ..................................................... 65 Parametric Test Results ......................................................................... 66 Most Effective and Low-Cost Approach ............................................... 72
REFERENCES ............................................................................................... 77
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ETPJ NO. 32012047
SPARK-IGNITION ENGINE TECHNOLOGY Chapter 7, April 2012
REFERENCES
1.0 INVESTIGATION INTO THE EFFECT OF LOCALIZED COOLING ON COMBUSTION KNOCK AND COOLING LOSS IN A SI ENGINE 3.0 INVESTIGATION INTO COMBUSTION AT 200 RPM FOR A DI GASOLINE ENGINE WITH AN IDLE-STOP FEATURE
Takahashi, D., K. Nakata, and Y. Yoshihara, Toyota Motor Corporation, Engine Thermal Control for Improving the Engine Thermal Efficiency, JSAE* Paper No. 20115565, October 2011. 2.0 TECHNOLOGIES DEVELOPED FOR A DI GASOLINE ENGINE WITH A HIGH COMPRESSION RATIO TO INCREASE EXHAUST GAS TEMPERATURE
Mori, T., T. Tsurushima, M. Fujii, Y. Fujikawa, M. Takahashi, M. Fujii, and Y. Fujiwara, Nissan Motor Co., Ltd., An Analysis of the Combustion Phenomenon under Ultra Low Engine Speed of Engine Start Conditions in a Direct Injection Gasoline Engine, JSAE Paper No. 20115701, October 2011. 4.0 FUEL OCTANE NUMBERS AND PRE-IGNITION INVESTIGATED FOR THE ENTIRE ENGINE SPEED RANGE
Fujikawa, T., T. Youso, K. Uchida, Y. Nakayama, M. Yamakawa, Mazda Motor Corporation, Development of Combustion Technology for Improving Scavenging Process and for Reducing Catalyst Warm-Up Time in a HighCompression-Ratio Gasoline Engine, JSAE Paper No. 20115734, October 2011.
Sasaki, N. and K. Nakata, Toyota Motor Corporation, Effect of the Fuel Components on an Engine Abnormal Combustion, JSAE Paper No. 20115625, October 2011. 5.0 INVESTIGATION INTO PISTON PIN NOISE THROUGH OBSERVATION OF OIL BEHAVIOR AND COMPONENT DYNAMICS
NOTE: English titles are provided by the original authors. * JSAE: Society of Automotive Engineers of Japan
Kondo, T. and H. Ohbayashi, Honda R&D Co., Ltd., Mechanism Analysis of Piston Pin Noise by Visualization of Oil Behavior, JSAE Paper No. 20115519, October 2011.
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6.0
LOW-FRICTION TECHNOLOGIES DEVELOPED FOR NISSANS 1.2-LITER SUPERCHARGED DI GASOLINE ENGINE
Sui, T., A. Taguchi, T. Murata, K. Kawahara, and Y. Shimada, Nissan Motor Co., Ltd., Development of Friction Reduction Technology for the New 1.2L 3 Cyl Gasoline Engine, JSAE Paper No. 20115586, October 2011. 7.0 A LOW-FRICTION PISTON FOR A GASOLINE ENGINE DEVELOPED WITH SURFACE ENGINEERING
Kanai, S., C. Taresawa, and N. Fujiwara, Art Metal Manufacturing Co., Ltd., Friction Reduction Technology of the Piston for Gasoline Engine, JSAE Paper No. 20115575, October 2011.
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SPARK-IGNITION ENGINE TECHNOLOGY

inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.

ENGINE TECHNOLOGY PROGRESS IN JAPAN

TECHNICAL ADVISORY BOARD (alphabetical order) Mr. Brent K. Bailey

Emeritus Prof. Hiroyuki Hiroyasu, Ph.D.

Emeritus Prof. Takeyuki Kamimoto, Ph.D.

Mr. Akinori Miura

MODIFIED COOLING JACKETS AND THERMOCOUPLE LOCATIONS [Takahashi et al.]

SPARK-IGNITION ENGINE TECHNOLOGY April 2012

SPARK-IGNITION ENGINE TECHNOLOGY April 2012

EFFECT OF FUEL FEED PRESSURE ON MIXTURE DISTRIBUTION [Mori et al.]

Copyright 2012 inter-Tech Energy Progress, Inc.

SPARK-IGNITION ENGINE TECHNOLOGY April 2012

OVERALL FRICTION REDUCTIONS [Sui et al.]

SPARK-IGNITION ENGINE TECHNOLOGY April 2012

THE SECTIONS OF STD + R AND FSR + R [Kanai et al.]

Copyright 2012 inter-Tech Energy Progress, Inc.

ETPJ NO. 32012047

SPARK-IGNITION ENGINE TECHNOLOGY Chapter 7, April 2012

Copyright 2012 inter-Tech Energy Progress, Inc.

LOW-FRICTION TECHNOLOGIES DEVELOPED FOR NISSANS 1.2-LITER SUPERCHARGED DI GASOLINE ENGINE

Copyright 2012 inter-Tech Energy Progress, Inc.

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