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For reduction of fuel consumption, a new device “Water Jacket Spacer” which improves temperature distribution of a cylinder block bore wall was developed. In the case of a conventional cylinder block, coolant flow concentrates at the bottom and middle region of the water jacket. While temperature of the upper bore wall is high (due to high-temperature combustion gas) the temperature of the lower bore wall is low, since its only function is to support the piston. When the developed spacer is inserted into a water jacket, the coolant flow concentrates at the upper part of the jacket. As a result, cooling ability to the upper bore wall was improved and temperature of lower bore wall was increased, thereby reducing fuel consumption.

A prototype power control unit (PCU) was manufactured using silicon carbide (SiC) power semiconductors (diodes and transistors), which have low power loss when switching on and off. This PCU was installed in a hybrid vehicle (HV) and driven on a test course and chassis dynamometer. The test results confirmed a fuel efficiency improvement of about 5 percent.

This paper proposes a novel method of verifying comprehensive driver model used for the evaluation of driving safety systems, which is achieved by coupling the traffic simulation and the driving simulator (DS). The method consists of three-step procedure. In the first step, an actual driver operates a DS vehicle in the traffic flow controlled by the traffic simulation. Then in the next step, the actual driver is replaced by a driver model and the surrounding vehicle maneuvers are replayed using the recorded data from the first step. Then, the maneuver by the driver model is compared directly with the actual driver's maneuver along the simulation time steps.

Grip feeling is an important facet in vehicle dynamics evaluation from a driver satisfaction and enjoyment standpoint. To improve grip feeling, we analyzed the subjective comments from test driver's about grip feeling and an evaluated human sensitivity to lateral motion. As a result, we found that drivers evaluate transient grip feeling according to the magnitude of lateral jerk. Next, we analyzed what vehicle parameters affect lateral jerk by using theoretical equations. As a result, we found that cornering power is an important parameter, especially the cornering power of rear tires as they can be create larger lateral jerk than can front tires.

In order to reduce engine development timing and cost, a numerical calculation has been developed by Toyota Motor Company and Toyota Technical Center to evaluate valve train systems. The goal is to predict valve_bounce speed, valve displacement, hydraulic lash adjuster motion and strain in the rocker arm. The numerical procedure combines finite element model and multi-body dynamic analysis. Normally, strain calculation is a two-step process. In the first step, engineers obtain the excitation from the dynamic analysis. In the second step, engineers use the forcing function from dynamic analysis to calculate strain and stress. The new approach in this paper, using ADAMS, calculates dynamic load and recover strain simultaneously. As the flexibility of the moving part (for example rocker arm) is taken into account in the equations of motion, ADAMS will calculate the modal strain. Based on the modal strain, the strain or stress at any given node(s) can be recovered.

A series calculation methodology from the injector nozzle internal flow to the in-cylinder fuel spray and mixture formation in a diesel engine was developed. The present method was applied to a valve covered orifice (VCO) nozzle with the recent common rail injector system. The nozzle internal flow calculation using an Eulerian three-fluid model and a cavitation model was performed. The needle valve movement during the injection period was taken into account in this calculation. Inside the nozzle hole, cavitation appears at the nozzle hole inlet edge, and the cavitation region separates into two regions due to a secondary flow in the cross section, and it is distributed to the nozzle exit. Unsteady change of the secondary flow caused by needle movement affects the cavitation distribution in the nozzle hole, and the spread angle of the velocity vector at the nozzle exit.

The paper discusses the concept, design and final results from the ‘Ultra Boost for Economy’ collaborative project, which was part-funded by the Technology Strategy Board, the UK's innovation agency. The project comprised industry- and academia-wide expertise to demonstrate that it is possible to reduce engine capacity by 60% and still achieve the torque curve of a modern, large-capacity naturally-aspirated engine, while encompassing the attributes necessary to employ such a concept in premium vehicles. In addition to achieving the torque curve of the Jaguar Land Rover naturally-aspirated 5.0 litre V8 engine (which included generating 25 bar BMEP at 1000 rpm), the main project target was to show that such a downsized engine could, in itself, provide a major proportion of a route towards a 35% reduction in vehicle tailpipe CO2 on the New European Drive Cycle, together with some vehicle-based modifications and the assumption of stop-start technology being used instead of hybridization.

Phosphor thermometry was used during fuel injection in an optical engine with the glass piston of reentrant type. SiO2 coated phosphor particle was used for the gas-phase temperature measurements, which gave much less background signal. The measurements were performed in motored mode, in combustion mode with injection of n-heptane and in non-combustion mode with injection of iso-octane. In the beginning of injection period, the mean temperature of each injection cases was lower than that of the motored case, and temperature of iso-octane injection cases was even lower than that of n-heptane injection cases. This indicates, even if vaporization effect seemed to be the same at both injection cases, the effect of temperature decrease changed due to the chemical reaction effect for the n-heptane cases. Chemical reaction seems to be initiated outside of the fuel liquid spray and the position was moving towards the fuel rich area as the time proceeds.

In today's motorized society, various automotive technologies continue to evolve every day. Amid this trend, a new concept with respect to automatic transaxle gear-shifting has been developed. In order to materialize a new concept for shifting operation with a universal design in mind, a system has been developed: a shift-by-wire system developed specifically for hybrid vehicles. The greatest advantage of this new system is the lack of constraints associated with the conventional mechanical linkage to the transaxle. This allows freedom of design for the gear selection module. A revolutionary improvement in the ease of shifting has been realized by taking full advantage of this design freedom. In addition, this system contributes to an innovative design. For improved ease of operation, the operation force of the shift lever of this system has been dramatically reduced. For parking, the driver can engage the parking mechanism of the transaxle at the touch of a switch.

New engine controls have been developed for the turbocharged Lexus NX200t to improve driving power by reducing engine torque output lag. Drive power management functions have been centralized in an integrated drive power control system. The newly developed controls minimize the potential reduction in drivability associated with the adoption of a turbocharged engine while improving fuel efficiency. General driveability issues commonly associated with a turbocharged engine include sudden increases in drive power due to the response lag of the turbocharger, and higher shifting frequencies if this response lag triggers a disturbed accelerator operation pattern by the driver. The developed technologies detect and control sudden increases in drive power to create the optimum drive power map, and reduce unnecessary shifts even if the driver's accelerator operation is disturbed.

Newly developed 2VZ-FE engine for CAMRY is a 2.5-liter water cooled and V-type 6-cylinder engine exported from TOYOTA for the first time. This engine has the TOYOTA original 4-valve DOHC system. That is, exhaust camshafts driven by intake camshafts using scissors gears. By its compact configuration with the gear driven camshafts, this V-type 6-cylinder engine is mounted on a front-wheel-drive vehicle which originally had an in-line 4-cylinder engine. By increasing IVZ-FE engine displacement (for domestic), compact pentroof-type combustion chambers, optimum air-fuel ratio and ignition timing by TCCS (TOYOTA Computer Controlled System) and other technologies, a high performance 153HP/5600rpm and a large torque 155ft·lbs/4400rpm have been achieved with a low fuel consumption.

This paper presents the thermal management of a hybrid vehicle (HV) using a heat pump system in cold weather. One advantage of an HV is the high efficiency of the vehicle system provided by the coupling and optimal control of an electric motor and an engine. However, in a conventional HV, fuel economy degradation is observed in cold weather because delivering heat to the passenger cabin using the engine results in a reduced efficiency of the vehicle system. In this study, a heat pump, combined with an engine, was used for thermal management to decrease fuel economy degradation. The heat pump is equipped with an electrically driven compressor that pumps ambient heat into a water-cooled condenser. The heat generated by the engine and the heat pump is delivered to the engine and the passenger cabin because the engine needs to warm up quickly to reduce emissions and the cabin needs heat to provide thermal comfort.

1 Recently, demand for small-bore compact vehicle engines has been increasing from the standpoint of further reducing CO2 emissions. The generalization and formulation of combustion processes, including those related to emissions formation, based on a certain similarity of physical phenomena regardless of engine size, would be extremely beneficial for the unification of development processes for various sizes of engines. The objective of this study is to clarify what constraints are necessary for engine/nozzle specifications and injection conditions to achieve the same combustion characteristics (such as heat release rate and emissions) in diesel engines with different bore sizes.

The engine in the new fourth generation Prius carries over the same basic structure as the 2ZR-FXE used in the third generation and incorporates various refinements to enhance fuel efficiency. Called the ESTEC 2ZR-FXE, the new engine incorporates various fuel efficient technologies to improve combustion characteristics, knocking, and heat management, while also reducing friction. As a result of this meticulous approach to enhancing fuel efficiency, the new engine is the first gasoline engine in the world to achieve a maximum thermal efficiency of 40%. This paper describes the fuel efficient technologies incorporated into this engine.

A European test procedure for evaluating engine deposits, using the Mercedes Benz M111 bench engine, has already been approved for inlet valve deposits (IVD) and is under development for combustion chamber deposits (CCD) by the Co-ordinating European Council (CEC). This paper describes CCD effects on emissions using a slightly modified version of this engine test procedure and compares it with CCD/emissions data from road vehicles. The engine used was a modern four valve, four cylinder, 2.0 litre passenger car unit and the bench test procedure used extended the operating time from the specified 60 hours to 180 hours. The road vehicle trial used two Mercedes Benz C200 passenger cars fitted with the M111 engine and two Ford Mondeo 2.0 litre passenger cars. Data was collected up to 11200km, approximately equivalent to 180 hours operation of the bench engine.

This study investigates the effects of octane quality on the performance, i.e., acceleration and power, and fuel economy (FE) of one late model US vehicle, which is powered by a small displacement, turbocharged, gasoline direct injection (GDI) engine. The relative importance of the gasoline parameters Research and Motor Octane Number (RON and MON) in meeting the octane requirement of this engine to run at an optimum spark timing for the given demand was considered by evaluating the octane index (OI), where OI = (1-K) RON + K MON and K is a constant depending on engine design and operating conditions. Over wide open throttle (WOT) accelerations, the average K of this Pontiac Solstice was determined as −0.75, whereby a lower MON would give a higher OI, a higher knock resistance and better performance.

Methylcyclopentadienyl manganese tricarbonyl (MMT) is used as an octane-enhancing metallic additive for unleaded gasoline which can prevent engine knock by proactive reaction with the hydrocarbon free radicals before starting the auto-ignition of hydrocarbons. However it has been pointed out that MMT causes automotive catalysts clogging and spark plug severely fouling. Therefore, many countries have fuel standards that prohibit or limit the usage of MMT. Nevertheless, some countries still use MMT as there are no restrictions imposed by fuel standards. As mentioned in several papers, metallic additives of engine oil such as calcium cause an abnormal combustion phenomenon called low-speed pre-ignition (LSPI) in turbocharged spark ignition engines. In contrast, the effect of metallic additives of gasoline such as MMT on LSPI has not been studied.

The demonstration benefit from fuel-borne fuel-economy additives to a precision of 1%, or better, traditionally requires very careful experimental design and considerable resource intensity. In practice, the process usually requires the use of well-defined drive cycles (e.g. emission certification cycles HFET, NEDC) in conjunction with environmentally-controlled chassis dynamometer facilities. Against this background, a method has been developed to achieve high-precision fuel economy comparison of gasoline fuels with reduced resource intensity and under arbitrary real-world driving conditions. The method relies upon the inference of instantaneous fuel consumption via the collection of OBD data and the simultaneous estimation of instantaneous engine output from vehicle dynamical behaviour.

Temperature distributions on the surface of a connecting rod big end bearing were measured to understand the margin to the allowable limiting temperature. The results show that the temperature difference between the bearing surface and the feed oil is independent of the engine load but quadratically increased with the engine speed, and that the bearing surface temperature on the rod side is higher than those on the cap side, and that the high temperature regions appeared near the edges on the rod side of the bearing under high speed operations. The results were analyzed by the observation of rubbing traces on the bearing surface and the EHD lubrication theory.

An investigation was conducted into pressure pulsation in the exhaust port, which greatly affects volumetric efficiency and engine performance. From experiments using a single blow-down generator, it was established that the amplitude of the pressure pulsation increases as the manifold branch is lengthened and that large negative pressure synchronized with the timing of valve overlap can be obtained if a proper branch length is used. The performance of a 2ℓ test engine was optimized by varying the length of both the manifold branches and front pipe forks. It was found that whereas front pipe fork length affects engine performance over only a narrow range of engine speed, optimizing manifold branch length results in a considerable improvement over a wide engine speed range. In the course of optimizing the exhaust pipe manifold length of this two-degree-of-freedom exhaust system, abnormal exhaust noises were emitted at specific engine speeds during deceleration.