Engine Technology Progress in Japan

ENGINE TECHNOLOGY PROGRESS IN JAPAN
COMPRESSION-IGNITION ENGINE TECHNOLOGY

Two-Stage Fuel Injection to Produce PCI Combustion and Eliminate an Aftertreatment Device Combustion Improvement with Multiple Injections in a Highly Boosted, High-EGR Diesel Engine Investigation into Combustion and Exhaust Emissions with Late Intake Valve Closure Timing in a Light-Duty Diesel Engine CO-LIF Measurement and Numerical Analysis to Investigate CO Production in Low-Temperature Oxidation Combustion Cold-Start Emissions and Exhaust Gas Odor in a Diesel Engine with Aftertreatment Devices Investigation into N2O Emissions in the Latest Urea-SCR-Equipped Diesel Truck Hino Light- and Medium-Duty Trucks with a HC-SCR Integrated DPF System
ISSN 1085-6919
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
TECHNICALADVISORY 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
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
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EXECUTIVE SUMMARY
1.0
TWO-STAGE FUEL INJECTION TO PRODUCE PCI COMBUSTION AND ELIMINATE AN AFTERTREATMENT DEVICE
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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D-SPIA Combustion Tests Demonstrate Emissions Suitable for Euro 6 Emissions Standards (ETPJ NO. 22012041): In efforts to reduce nitrogen oxides (NOx) without using an aftertreatment device, engineers at Toyota Industry Corporation investigated the premix compression ignition (PCI) combustion system to examine its potential without significant engine modifications. The fuel injection pattern was split into two stages to enhance oxidation of unburned fuel in lean-mixture combustion. They designated this combustion system dieselstaggered premixed ignition with accelerated oxidation (D-SPIA) combustion. A 2.2-liter, four-cylinder DI diesel engine was modified to reduce the compression ratio to 15.0, and the engine was operated with PCI
Copyright 2012 inter-Tech Energy Progress, Inc.
ENGINE TECHNOLOGY PROGRESS IN JAPAN inter-Tech Energy Progress, Inc., San Antonio, Texas, U.S.A.
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HEAT RELEASE RATE PATTERN CONCEPTUALIZED FOR D-SPIA COMBUSTION SYSTEM [Kuzuyama et al.]
combustion to characterize the two-stage fuel injection pattern for effects on exhaust emissions and fuel consumption. Results indicated that the two-stage fuel injection controlled the heat release rate pattern in favor of reducing nitrogen oxides (NOx), unburned fractions of hydrocarbon (HC), and carbon monoxide (CO). The two-stage fuel injection increased the flexibility of controlling the heat release rate and enhanced combustion to raise the temperature later. However, the secondary injection had to occur at the appropriate timing during combustion, and optimum timing was determined in terms of exhaust emissions, combustion noise, and fuel consumption. Under high load, secondary fuel injection produced diffusion combustion because the premix duration was reduced, causing that fuel to burn during injection. An approach to reduce cylinder gas temperature was considered, and a cooler for exhaust gas recirculation (EGR) was designed to improve cooling efficiency. Compared to other approaches such as a lower compression ratio and a low-pressure loop exhaust gas recirculation (EGR) system, using a highly efficient EGR cooler requires no significant engine modifications. The cooler reduced intake charge temperature by about 6C and effectively increased the premix duration of the secondary fuel injection. Thus, the engine could operate with D-SPIA combustion over a wide operating range. A production 2-liter, four-cylinder DI diesel engine was tested for D-SPIA combustion to evaluate the exhaust emissions under European test conditions. Despite the relatively higher compression ratio of 15.8, exhaust emissions were reduced below Euro 6 emissions standards. This chapter reports the concept of D-SPIA combustion and its application to a production engine and the engine test results. 2.0 COMBUSTION IMPROVEMENT WITH MULTIPLE INJECTIONS IN A HIGHLY BOOSTED, HIGH-EGR DIESEL ENGINE
Parametric Tests of After-Injection Demonstrate Improved Fuel Economy and Emissions (ETPJ NO. 22012042): While hybrid and alternative fuel technologies
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COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012
NEEDLE LIFT PATTERNS [Osada et al.]
have been developed to reduce fuel consumption and exhaust emissions including carbon dioxide (CO2), improvement of thermal efficiency for the base diesel engine remains the basic requirement for increasing overall vehicle fuel efficiency while keeping exhaust emissions low. Designing an engine that operates with high boost, high brake mean effective pressure (BMEP), and high peak cylinder pressure accomplishes both high fuel efficiency and low exhaust emissions. Thus, technologies developed at New Advanced Combustion Engineering, Inc. (NACE) for the super clean diesel engine (SCDE) project are on the right path to continued development of a diesel engine with better fuel efficiency and low exhaust emissions. NACE researchers conducted experiments to evaluate the effectiveness of multiple injections to improve engine thermal efficiency. Exhaust gas temperature was also expected to increase so that the aftertreatment device could be more active to reduce exhaust emissions at tail pipe efficiently. They focused their investigation on combustion with multiple injections, particularly on the role of afterinjection combined with pilot injection. A small amount of fuel was injected almost immediately after end of the main fuel injection. While both pilot (and/or pre-injection) and main fuel injection parameters were fixed, the afterinjection timing and quantity were varied to evaluate effects on fuel consumption and exhaust emissions. A two-liter, single-cylinder, direct-injection (DI) diesel engine was equipped with an external supercharger and an EGR system. A common-rail fuel injection system was used to enable multiple injections. The engine was operated at 1,200 rpm with 40 percent load. Afterinjection of 20 mm3/stroke at timing closer to end of the main injection reduced brake specific values of both fuel consumption and NOx. When the pilot injection timing was adjusted to ignite pre-injected fuel at the same time as the main fuel, brake specific fuel consumption (BSFC) slightly improved. Using both pre- and after-injections, BSFC and BSNOx could be reduced by 2 and 42 percent, respectively, compared to combustion with single injection at top dead center (TDC). Multiple injections decreased production of smoke and enabled the use of a higher EGR rate. Increasing the EGR rate to more than 50 percent effectively reduced combustion temperature, decreasing heat loss which
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COMBUSTION FLAME PATTERN [Osada et al.]
benefitted improvement of fuel economy. Increasing the fuel flow rate through the fuel injection nozzle allowed further advancement of the after-injection timing near the end of main injection and contributed to decreased fuel consumption by about 1 percent. According to the combustion photographs, the afterinjected fuel burned in the center of combustion chamber, and the flame diminished before it reached the walls. With an EGR rate of 65 percent, combustion of the maininjected fuel extended, and the after-injection occurred before the main combustion ended. With the afterinjection, the combustion area appeared to expand throughout the combustion chamber. Heat generated by the complete combustion probably distributed over a wider area than combustion with the single injection. Thus, heat loss was lower, improving fuel economy and air utilization which reduced the production of smoke. This chapter reports parametric test results demonstrating the effects of after-injection and a discussion of the results including combustion photographs to explain reasons for improved fuel economy and lower exhaust emissions when multiple injections were used. 3.0 INVESTIGATION INTO COMBUSTION AND EXHAUST EMISSIONS WITH LATE INTAKE VALVE CLOSURE TIMING IN A LIGHT-DUTY DIESEL ENGINE
Late Intake Valve Closure Timing Demonstrates Potential for Reduced Fuel Consumption and Emissions (ETPJ N O . 22012043): A higher compression ratio effectively improves thermal efficiency in a reciprocating engine. However, in the interest of reducing exhaust emissions and improving fuel economy, recent diesel engines employ a reduced compression ratio to achieve this advantage. A lower compression ratio reduces peak cylinder gas temperature and engine friction. Thereby, NOx emissions are reduced, and fuel economy is improved. Engineers at Isuzu Advanced Engineering Center investigated the potential of improving thermal efficiency with a lower compression ratio and conducted parametric tests to observe the effect of increased expansion ratio on both exhaust emissions and fuel economy. This approach is similar to the so-called Miller
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BSFC AND SOOT AS A FUNCTION OF NOX RELATIVE TO THOSE OF ENGINE OPERATION WITH NORMAL INTAKE VALVE CLOSURE TIMING [Gomi et al.]
cycle. Intake valve closure timing was retarded by 40 crank angle degrees. As a result, the effective compression ratio decreased from 16.1 to 11.9. Operating the engine using the Miller cycle with late intake closure timing improved indicated thermal efficiency under both low-load and medium-load at high speed since pumping loss could be reduced. By increasing boost pressure to compensate for the loss of intake air flow due to the late intake valve closure timing, combustion near TDC became more active, increasing the degree of constant volume combustion. Thus, fuel consumption was about the same as that of an engine operating with normal intake valve closure timing although exhaust emissions were reduced. Under low-load at medium speed, both fuel consumption and soot decreased. As both engine speed and load were increased, both fuel consumption and soot increased when the engine was operated with the same boost pressure as the engine with normal intake valve closure timing. Increasing the boost pressure improved both fuel consumption and soot to levels equal to those in engine operation with normal intake valve closure. A comparison of results for the same NOx level between the two intake closure timings reveals that engine operation with the late intake valve closure timing decreased both fuel consumption and soot under JE05 transient operating conditions. According to the frequencies of engine torque and speed during JE05 transient operation, the engine was operated more frequently at relatively low load. Thus, the engine operation with the late intake valve closure timing improved both fuel consumption and soot because the late intake valve closure timing was more effective under low load than under medium and high load. This chapter repots parametric test results and some analysis such as heat balance to discuss the engine test results obtained with the late intake valve closure timing.
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4.0
CO-LIF MEASUREMENT AND NUMERICAL ANALYSIS TO INVESTIGATE CO PRODUCTION IN LOW-TEMPERATURE OXIDATION COMBUSTION
BETWEEN THE
CO GAS PLOTTED IN THE RELATIONSHIP EQUIVALENCE RATIO AND TEMPERATURE [Fuyuto et al.]
CO Production Determined by Conditions outside the Oxidation Range (ETPJ NO. 22012044): Diesel combustion technology using high EGR simultaneously reduces both NOx and soot and improves the trade-off between NOx and soot. Because high EGR reduces combustion gas temperature, CO remains incompletely oxidized during combustion and becomes a toxic component of exhaust emissions. In response to this issue, research into CO tailpipe emissions before the catalyst is warmed up and active has been conducted at various sites. Engineers at Toyota Group investigated factors of CO production in order to understand technical approaches to reduce CO. The laser-induced fluorescence (LIF) technique was used to visualize CO in a transparent engine. The results of the CO-LIF measurement were used to validate a numerical simulation tool. About 10 percent error in the prediction of CO concentration was determined due to the assumption that the numerical analysis ignored the effect of unburned hydrocarbons in the oxidation process of CO. Therefore, qualitative observations of the fluorescence images were performed. Investigations using both measurement and simulation were conducted for low-load operating conditions while only numerical analysis was performed for high-load operating conditions because the measurement was not feasible in combustion at high temperature. That pilot-injected fuel that remained present between the main fuel sprays became the source of CO because the temperature would not reach 1,500K simply from the heat released by the pilot-injected fuel. In other words, the excessively distributed pilot-injected fuel produced CO under low load. The dispersion of pilot-injected fuel needs to be minimized to reduce the amount of unburned fuel between main-injected fuel sprays. A means of enhancing mixing of such fuel with high-temperature gas is necessary to increase the mixture temperature to the level required for CO oxidation. As the piston descends, both equivalence ratio and
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temperature decreased more noticeably under high load. However, the equivalence ratio did not decrease below the stoichiometric ratio of 1 even at 60CA ATDC, and the gas conditions were outside the range necessary for CO oxidation. Therefore, the relatively rich gas could not oxidize CO even though the temperature was relatively high, and the mixing rate of gas containing CO with fresh air needs to be increased to reduce CO under high load. The chapter reports the methodology of CO-LIF measurement, numerical simulation techniques with validation, and investigation results of the CO production process under both low- and high-loads. 5.0 COLD-START EMISSIONS AND EXHAUST GAS ODOR IN A DIESEL ENGINE WITH AFTERTREATMENT DEVICES
THE EFFECT OF AMBIENT TEMPERATURE ON WHITE SMOKE WITH AND WITHOUT AFTERTREATMENT DEVICES DURING COLD START AND WARM-UP PERIOD [Yamada et al.]
Sources of Smoke, Odor, and HCHO in Exhaust Gas Determined in Low-Temperature Engine Tests (ETPJ NO. 22012045): Aftertreatment technology has made significant contributions to the reduction of tailpipe exhaust emissions and enabled diesel engines to comply with stringent regulatory requirements. A group of researchers from Kitami Institute of Technology, Aishin Industries, and Isuzu Motor Corporation questioned how aftertreatment devices work at cold start in lowtemperature ambient conditions. Recent diesel engine design trends include reducing the compression ratio to improve fuel economy and more aggressively using the low-temperature oxidation reaction is to reduce exhaust emissions. These trends reduce combustion gas temperature and increase a fraction of incompletely burned fuel in the exhaust gas. At subfreezing temperatures, the aftertreatment device might not reduce this incompletely burned fuel effectively, thus causing white smoke and exhaust gas odor to increase. The catalyst is not simply ready to perform the oxidation reaction at such low temperatures. Researchers tested a 3-liter, inline-four cylinder diesel engine equipped with a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF) at various low temperatures, e.g., 10 to 30C and evaluated unburned HC, CO, formaldehyde (HCHO), and exhaust gas odor
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upstream and downstream from the aftertreatment devices. The engine was operated on Japan Industrial Standard (JIS) No. 3 diesel fuel that contained a fraction of kerosene. At ambient temperatures of 25 and 30C, unburned HC was adsorbed in the aftertreatment devices during the engine cranking and probably desorbed about 40 seconds after the engine was cranked. This caused the concentration of unburned HC to increase at the tailpipe even though the level was low before 40 seconds. Since precious metals used for the aftertreatment devices adsorb CO, it was believed that the catalysts used for DOC also adsorb CO. However, the concentration of CO was too high, causing the adsorption of CO to be saturated. As a result, the difference in the concentration of CO before and after the aftertreatment was probably not clearly indicated in the data. As the ambient temperature decreases, the saturated concentration of vapor decreases, and frost on the aftertreatment devices increases. Thus, the lower the ambient temperature, the longer white smoke would be exhausted and the higher the level of white smoke produced. At 25 and 30C, white smoke was significantly high for about 40 seconds after it began to increase, which corresponded to the increase in unburned HC observed at the same time. Thus, unburned HC was probably the source of white smoke. On the other hand, at the relatively higher temperatures of 10 and 20C, the engine started relatively earlier after the engine was cranked. The amount of unburned HC that had adhered to the aftertreatment device was probably lower; the increase in the level of white smoke was not particularly observed. According to the distillation characteristics of JIS No. 3 diesel fuel, this fuel contains kerosene; however, only a fraction of kerosene evaporated in the exhaust gas at about 40C. Thus, most of the unburned HC adsorbed in the aftertreatment devices probably did not desorb during engine cranking and became the source of white smoke when the engine started. The concentration of HCHO was higher as the ambient temperature was lower. Compared to the concentration measured upstream from the aftertreatment devices, the concentration measured downstream was lower. It is believed that HCHO was adsorbed in the oxidation
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catalyst, causing the apparent conversion rate to increase. Thus, the concentration became lower downstream from the aftertreatment device. The rating of odor was lower as well in exhaust gas sampled downstream from the aftertreatment devices especially during the initial period of engine start. Exhaust gas temperature downstream from the aftertreatment device stepped up at 5 to 6 minutes after engine start. Thus, the frost on the aftertreatment devices completely vaporized. In other words, in 5 to 6 minutes during engine warm-up, water must have been present in the aftertreatment devices, and major components of exhaust gas odor, such as aldehyde, were trapped in the frost. Therefore, the rating was relatively low during the initial engine start period of 1 to 2 minutes before the exhaust gas temperature increased. This chapter reports experimental study results of exhaust emissions and odor evaluated in a diesel engine operated at ambient temperatures as low as 35C. 6.0 INVESTIGATION INTO N2O EMISSIONS IN THE LATEST UREA-SCR-EQUIPPED DIESEL TRUCK
N2O EMISSIONS [Suzuki et al.]
Increased Volume in Aftertreatment Devices Demonstrates Improved Emissions (ETPJ N O . 22012046): Most recent diesel vehicles are equipped with a urea selective catalytic reduction (SCR) system to reduce NOx to meet regulatory requirements. The urea SCR produces nitrous oxide (N2O). A diesel vehicle soequipped emits N2O emissions of about 15 to 20 percent CO2-equivalent greenhouse gas (GHG) loads in the atmosphere. The source of N2O has been identified in the oxidation of ammonia in the urea SCR system. However, N2O is not regulated in Japan. Researchers at The National Traffic Safety and Environment Laboratories (NTSEL) tested three 2009 model year vehicles to characterize N2O emissions and studied them under JE05 transient test conditions and World Harmonized Transient Cycle (WHTC) test conditions. For comparison, two 2005 model year vehicles equipped with the urea SCR system were also tested. The further reduction of NOx emissions with a urea SCR system has generally been known to increase N2O
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emissions if NOx reduction performance is to be improved. N2O is produced through the oxidation reaction of ammonia on the SCR catalyst. Thus, increasing the amount of ammonia to improve NOx reduction performance was thought to increase N2O emissions. However, recent vehicles equipped with the urea SCR systems significantly reduced N2O emissions, according the test results. N2O was in the range of about 0.03 to 0.14 g/kWh under both JE05 and WHTC test conditions. This level of N2O is less than 5 percent CO2-equivalent global warming load and is significantly lower than that of a 2005 model year vehicle. Under JE05 test conditions, the temperature profile is quite different between the 2005 and 2009 vehicles, although the average temperature was about the same. Exhaust gas temperature at tailpipe of the 2005 model (Vehicle NTL1) varied from 140 to more than 250C while the 2009 model (Vehicle A) did not change the exhaust gas temperature more than 20C of 200C. These differences between the two vehicles were attributed to the difference in the volume of aftertreatment device upstream from the urea SCR system. The greater volume of aftertreatment device upstream from the urea SCR system on Vehicle A due to the addition of an oxidation catalyst and a diesel particulate filter (DPF) delayed the rise of exhaust gas temperature by about 100 seconds when the vehicle was accelerated and operated at a high speed. Not only that, the peak temperature was lower by about 20C. As emissions standards became more stringent in 2009, vehicles are equipped with both the urea SCR system and DPF. Consequently, this trend helped reduce N2O emissions, leading to lower global warming effect. This chapter reports a discussion of N2O emissions based on the test results and a comparison between JE05 and WHTC on both criteria emissions and N2O. 7.0 HINO LIGHT- AND MEDIUM-DUTY TRUCKS WITH A HC-SCR INTEGRATED DPF SYSTEM
Various Technologies Employed for Improved Emissions and Fuel Consumption in Anticipation of More Stringent Regulations (ETPJ N O .
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HINO J05E ENGINE EQUIPPED WITH A HCSCR INTEGRATED DPF SYSTEM [Hisatomi et al.]
A HC-SCR INTEGRATED DPF SYSTEM COMPARED WITH A DPF SYSTEM [Hisatomi et al.]
22012047): Hino engineers report technologies developed for a medium-duty diesel engine (J05E) and a light-duty diesel engine (N04C) to meet Japans 2009 emissions standards: NOx emissions of 0.7 g/kWh and particulate emissions of 0.01 g/kWh. Development was also pursued to improve the fuel economy standard that will be mandated in 2015 in Japan. Technologies were developed to improve combustion, EGR, and aftertreatment. For light-duty engines, additional technologies were developed to reduce noise at idle as well as fuel consumption at idle for hybrid vehicle applications. NOx of the 5.123-liter inline four-cylinder J05E engine was sufficiently reduced to meet Japans 2009 standard while particulate was kept low. High torque at low speed, combustion improvement, and optimization of the transmission gear ratio could improve fuel economy by 7 percent for the medium-duty J05E diesel engine. Instead of the urea SCR, a HC SCR was developed and integrated with a DPF system. The engine electronic control unit (ECU) estimates the exhaust gas conditions to supply the optimal amount of diesel fuel to the fuel injection nozzle upstream from the oxidation catalyst in front of the DPF. Information used for this estimate includes temperature and NOx sensor output. Despite the additional DOC used for the system, the increase in the entire length was limited to about 50 mm. The HCSCR integrated DPF system effectively reduced both NOx and particulate to shift the trade-off into the 2009 standards. The Atkinson cycle was used to increase the expansion ratio of the 4-liter inline four-cylinder, light-duty, N03C diesel engine for hybrid vehicle application. Intake valves were closed at a later timing to reduce the effective compression ratio. This relatively simple approach improved fuel economy at idle by 5 percent. Overall fuel economy under light-load transient cycle conditions improved about 3 percent. Since a variable valve timing device was not used for this approach, the engine performance and fuel economy under high load suffer. However, motor-assisted engine operation could produce sufficient powertrain performance to propel the vehicle. This chapter reports various technologies developed for both light- and medium-duty diesel engines to reduce both exhaust emissions and fuel consumption.
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TABLE OF CONTENTS
Page
PREFACE ............................................................................................................................. iii EXECUTIVE SUMMARY ................................................................................................... v TABLE OF CONTENTS .................................................................................................... xvii
1.0
TWO-STAGE FUEL INJECTION TO PRODUCE PCI COMBUSTION AND ELIMINATE AN AFTERTREATMENT DEVICE ................................................................................................... 1
1.1 PCI COMBUSTION WITH TWO-STAGE FUEL INJECTION TO REDUCE ENGINE-OUT NOx ....................................................................... 2 1.1.1 1.1.2 Characterization of D-SPIA Combustion ................................................. 3 Application of D-SPIA Combustion to a Production 2-Liter Diesel Engine .................................................................................................... 7
2.0
COMBUSTION IMPROVEMENT WITH MULTIPLE INJECTIONS IN A HIGHLY BOOSTED, HIGH-EGR DIESEL ENGINE ................................................................................. 13
2.1 INVESTIGATION INTO THE ROLE OF AFTER-INJECTION IN COMBUSTION WITH MULTIPLE INJECTIONS ................................... 14 2.1.1 2.1.2 Fuel Consumption and Exhaust Emissions .............................................. 16 Combustion Study ................................................................................ 22
3.0
INVESTIGATION INTO COMBUSTION AND EXHAUST EMISSIONS WITH LATE INTAKE VALVE CLOSURE TIMING IN A LIGHT-DUTY DIESEL ENGINE .............................................. 27
3.1 EXPERIMENTAL INVESTIGATION THROUGH PARAMETRIC TESTS ............................................................................................................ 28 3.1.1 Test Results under Steady-State Operating Conditions ........................... 30
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TABLE OF CONTENTS
(cont'd.) Page
3.1.2 3.1.3
Heat Balance ........................................................................................ 34 Verification under JE05 Transient Operating Conditions ......................... 37
4.0
CO-LIF MEASUREMENT AND NUMERICAL ANALYSIS TO INVESTIGATE CO PRODUCTION IN LOW-TEMPERATURE OXIDATION COMBUSTION ............................................................ 39
4.1 INVESTIGATION INTO THE CO PRODUCTION MECHANISM IN LOW-TEMPERATURE OXIDATION COMBUSTION ............................ 40 4.1.1 4.1.2 4.1.3 CO Measurement with LIF ................................................................... 40 Numerical Simulation ............................................................................ 42 Factors Affecting CO Production .......................................................... 47
5.0
COLD-START EMISSIONS AND EXHAUST GAS ODOR IN A DIESEL ENGINE WITH AFTERTREATMENT DEVICES ............................................................................................... 51
5.1 EXPERIMENTAL STUDY OF AFTERTREATMENT PERFORMANCE AT SUB-ZERO TEMPERATURES ............................................................. 53 5.1.1 Test Apparatus and Test Procedure ....................................................... 53 5.1.2 Test Results .......................................................................................... 54
6.0
INVESTIGATION INTO N2O EMISSIONS IN THE LATEST UREA-SCR-EQUIPPED DIESEL TRUCK ...................................... 63
6.1 MEASUREMENT OF N2O UNDER JE05 AND WHTC FOR THREE DIFFERENT VEHICLES AND TWO DIFFERENT ENGINES ...................................................................................................... 64 6.1.1 6.1.2 Criteria Emissions ................................................................................. 65 N2O Emissions ..................................................................................... 66
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TABLE OF CONTENTS
(cont'd.) Page
7.0
HINO LIGHT- AND MEDIUM-DUTY TRUCKS WITH A HC-SCR INTEGRATED DPF SYSTEM .......................................... 71
7.1 TECHNOLOGIES DEVELOPED FOR VARIOUS APPLICATIONS TO MEET 2009 EMISSIONS STANDARDS ................................................... 72 7.1.1 7.1.2 A Medium-Duty Diesel Engine (J05E) with a HC-SCR integrated DPF System ......................................................................................... 72 A Light-Duty Diesel Engine (N04C) with a HC-SCR integrated DPF System ......................................................................................... 78
REFERENCES ............................................................................................... 85
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ETPJ No. 22012047
COMPRESSION-IGNITION ENGINE TECHNOLOGY Chapter 7, April 2012
REFERENCES
1.0 TWO-STAGE FUEL INJECTION TO PRODUCE PCI COMBUSTION AND ELIMINATE AN AFTERTREATMENT DEVICE 3.0 INVESTIGATION INTO COMBUSTION AND EXHAUST EMISSIONS WITH LATE INTAKE VALVE CLOSURE TIMING IN A LIGHT-DUTY DIESEL ENGINE
Kuzuyama, H., M. Machida, T. Kawae, and T. Unehara, Toyota Industry Corporation, High Efficiency and Clean Diesel Combustion Using Double Premixed Ignition (First Report) - Development of A New Combustion Concept And Potential Of Emission Reduction, JSAE* Paper No. 20115544, October 2011. 2.0 COMBUSTION IMPROVEMENT WITH MULTIPLE INJECTIONS IN A HIGHLY BOOSTED, HIGHEGR DIESEL ENGINE
Gomi, T. and N. Ishikawa, Isuzu Advanced Engineering Center, The Effects on Engine Performance with Late Intake Valve Close Timing in a Light-Duty Diesel Engine for Commercial Vehicle, JSAE Paper No. 20115753, October 2011. 4.0 CO-LIF MEASUREMENT AND NUMERICAL ANALYSIS TO INVESTIGATE CO PRODUCTION IN LOWTEMPERATURE OXIDATION COMBUSTION
Osada, H., Y. Aoyagi, and K. Shimada, New Advanced Combustion Engineering, Co., Ltd., Diesel Combustion Improvement Using High Boost, Wide Range and High Rate EGR in a Single Cylinder Engine (Third Report) Effect of Multi-Injection on Exhaust Emissions and BSFC, JSAE Paper No. 20115558, October 2011.
NOTE: English titles are provided by the original authors. * JSAE: Society of Automotive Engineers of Japan
Fuyuto, T., R. Ueda, T. Matsumoto, Y. Hattori, J. Mizuta, and K. Akihama, Toyota Central R&D Labs.; H. Aoki and T. Umehara, Toyota Industry Corporation; and H. Ito and A. Kawaguchi, Toyota Motor Corporation, Analysis of CO Emissions Sources in Diesel Combustion (Second Report) Validation of Numerical Simulation and Analysis of CO Emission Sources, JSAE Paper No. 20115631, October 2011.
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5.0
COLD-START EMISSIONS AND EXHAUST GAS ODOR IN A DIESEL ENGINE WITH AFTERTREATMENT DEVICES
Yamada, K, K. Hayashida, and H. Ishitani, Kitami Institute of Technology; J. Matuoka, Aishin Industries; and H. Yamada and T. Minami, Isuzu Motor Corporation, Effect of Diesel Exhaust Aftertreatment System on Exhaust Gas Emissions During Cold Starting, JSAE Paper No. 20115737, October 2011. 6.0 INVESTIGATION INTO N2O EMISSIONS IN THE LATEST UREA-SCR-EQUIPPED DIESEL TRUCK
Mamiya, H., N. Suzuki, K. Oogimoto, I. Maeda, and K. Goto, Hino Motors, Ltd., Development of New Diesel Engine for Light-Duty Commercial Vehicle without Urea-SCR, JSAE Paper No. 20115820, October 2011.
Suzuki, H. and H. Ishii, National Traffic Safety and Environment Laboratories, N2O Emissions Characteristics of Post New Long Term Urea SCR Vehicles, JSAE Paper No. 20115695, October 2011. 7.0 HINO LIGHT- AND MEDIUMDUTY TRUCKS WITH A HC-SCR INTEGRATED DPF SYSTEM
Hisatomi, K., Y. Toudou, H. Ohi, Y. Koyanagi, T. Kawasaki, and T. Ohya, Hino Motors, Ltd., Development of New Diesel Engine for Medium Duty Commercial Vehicle Met Post New Long-Term Exhaust Emission Regulations Without the Urea-SCR, JSAE Paper No. 20115819, October 2011.
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COMPRESSION-IGNITION ENGINE TECHNOLOGY

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

ENGINE TECHNOLOGY PROGRESS IN JAPAN

TECHNICALADVISORY BOARD (alphabetical order) Mr. Brent K. Bailey

Emeritus Prof. Hiroyuki Hiroyasu, Ph.D.

Emeritus Prof. Takeyuki Kamimoto, Ph.D.

Mr. Akinori Miura

COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012

NEEDLE LIFT PATTERNS [Osada et al.]

COMBUSTION FLAME PATTERN [Osada et al.]

COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012

COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012

COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012

N2O EMISSIONS [Suzuki et al.]

COMPRESSION-IGNITION ENGINE TECHNOLOGY April 2012

ETPJ No. 22012047

COMPRESSION-IGNITION ENGINE TECHNOLOGY Chapter 7, April 2012

Copyright 2012 inter-Tech Energy Progress, Inc.

Copyright 2012 inter-Tech Energy Progress, Inc.

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