Engine Technology Progress in Japan

ENGINE TECHNOLOGY
PROGRESS IN JAPAN
ISSN 1085-6919
COMPRESSION-IGNITION
ENGINE TECHNOLOGY
1.0 A COMBINED HEAT RECOVERY SYSTEM EVALUATED FOR
OVERALL DIESEL THERMAL EFFICIENCY
2.0 CONTROL OF SPRAY FLAME DEVELOPMENT BY A TWO-COMPONENT FUEL FOR
POTENTIAL REDUCTION IN HEAT LOSS
3.0 TWO-STAGE FUEL INJECTION CONCEPT TO EXPAND
PCI COMBUSTION OPERATING RANGE
4.0 REAL-TIME PCI COMBUSTION CONTROL WITH A GLOW PLUG
CYLINDER PRESSURE SENSOR
5.0 POTENTIAL OF DEACTIVATING CYLINDERS FOR IMPROVED FUEL ECONOMY IN A
HEAVY-DUTY DIESEL ENGINE
6.0 QUANTIFICATION OF PARTICULATE OXIDATION CAPABILITY FOR AN
ASH-COVERED DPF
7.0 DPMF CONSTRUCTED USING NANO-PARTICLES EVALUATED FOR
OXIDATION OF SOOT
ARIGA TECHNOLOGIES
Bremerton, Washington, U.S.A.
October 2014
Copyright 1994~2014 ARIGA TECHNOLOGIES. All rights reserved.

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ARIGA TECHNOLOGIES
ii
PREFACE
ENGINE TECHNOLOGY PROGRESS IN JAPAN
ARIGA TECHNOLOGIES (AT) (formerly interTech Energy Progress, Inc.) 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 AT are committed
to accomplish the above objectives.
AT publishes two reports per year in April and
October each on the following three disciplines.
PUBLISHER
Susumu Ariga
Editor / Consulting Engine Engineer
ARIGA TECHNOLOGIES
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. 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 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 AT.
Thank you very much for your interest in "ENGINE
TECHNOLOGY PROGRESS IN JAPAN".
TECHNICAL ADVISORY BOARD
Mr. Brent K. Bailey

Executive 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
ARIGA TECHNOLOGIES
8011 Tracyton Blvd. NW
Bremerton, Washington 98311-9066, U.S.A.
Telephone: 210-408-7508
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email: sales@arigatech.com
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iii
EXECUTIVE
SUMMARY
1.0 A COMBINED HEAT RECOVERY

SYSTEM EVALUATED FOR OVERALL
DIESEL THERMAL EFFICIENCY
Analyses Demonstrate Lower-thanEstimated Energy Recovery for Wasted
Engine Heat (ETPJ No. 22014101):
Recovering wasted heat energy from an
engine and converting it to usable energy has
been a subject for researchers for many years
in efforts to improve overall engine thermal
efficiency. However, this achievement has
not been realized in production automotive
engines. Environmental regulations for
emissions such as carbon dioxide (CO2) as
well as consumer demand have promoted
significant improvement in fuel economy.
Technology development now needs
to diversify into various areas of the
engine system because limiting technology
development to traditional engine features is
no longer a viable approach. Consequently,
a waste heat recovery system has become
another addition to the technical approaches
considered for future engine development.
v
Copyright 2014 ARIGA TECHNOLOGIES

ARIGA TECHNOLOGIES, Bremerton, Washington, U.S.A.
COMBINED WASTE HEAT RECOVERY SYSTEM

CONCEPTUALIZED FOR ANALYSIS
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Fundamental understanding of a waste heat

recovery system is necessary to answer such questions
as: What is the amount of energy recoverable from
waste heat and with what device? What is the amount
of energy converted from the recovered energy to
usable energy with what device? Among such energy
losses in the engine as exhaust gas, cooling, and
mechanical, the heat wasted by exhaust gas is the
highest, about 38 percent, according to researchers
at New Advanced Combustion Engineering, Inc.
Researchers looked at the sources of waste heat from
the engine and identified intercoolers and coolers
used for low-pressure loop (LPL) and high-pressure
loop (HPL) exhaust gas recirculation (EGR) systems
and estimated the recoverable waste heat energy
from each source. A combined waste heat recovery
system was assumed, and the efficiency of converting
recovered energy to usable energy and the level of
fuel economy improvement were evaluated through
analyses.
A highly boosted, 10.520-liter, inline six-cylinder,
heavy-duty diesel engine with high EGR was the basis
for evaluation of the combined waste heat recovery
system. Researchers first assumed not only heat
recovery in the exhaust system with an ideal heat
exchanger and coolers used for both the LPL-EGR
and HPL-EGR coolers, but also heat recovery from
the intercooler. This ideal waste heat recovery system
had the potential to improve brake thermal efficiency
to 55.0 percent at 1,600 rpm with brake mean effective
pressure (BMEP) of 2.04 MPa. Most heat useful
for the waste heat recovery system was available
at HPL-EGR system and at a location downstream
from the exhaust turbine. However, under part load,
the overall recoverable waste heat energy was low,
indicating only a small improvement in fuel economy.
Further study was conducted to investigate a
combined waste heat recovery system consisting of
Rankine cycle, LPL-EGR cooler, HPL-EGR cooler,
and intercooler. The Rankine cycle that was assumed
for the analysis resulted in a loss in cycle efficiency
and caused the system to inefficiently convert
waste heat energy to usable energy. Therefore, the
improvement in engine work done by the system was
estimated to be 1.5 percent which was substantially
lower than 9.6 percent estimated for an ideal waste
heat recovery system.
Consequently, fuel economy improvement
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COMPRESSION-IGNITION ENGINE TECHNOLOGY

October 2014
achieved by the combined waste heat recovery

system was limited to 3.4 percent at 1,200 rpm with
BMEP of 2.15 MPa. Therefore, a more efficient waste
heat recovery system without losses needs to be
developed.
This chapter reports the results of an investigation
into the potential of a waste heat recovery system
based on analyses with assumptions and discusses
the achievable level of fuel economy improvement.
2.0 CONTROL OF SPRAY FLAME DEVELOPMENT

BY A TWO-COMPONENT FUEL FOR POTENTIAL
REDUCTION IN HEAT LOSS
THE EFFECT OF LOW-BOILING POINT

FRACTION ON APPARENT HEAT RELEASE RATE
Different Proportions of High- and Low-BoilingPoint Fuel Components Demonstrate Varied

Spray Flame Development (ETPJ No. 22014102):
In general, a fuel injection system is designed to
produce fuel spray optimized for combustion in a
certain shape of combustion chamber and for various
engine operating conditions such as engine speed
range, intake charge pressure and temperature,
etc. Fuel injection pressure, injection rate pattern,
spray angle, and spray orientation, are, for example,
critical parameters in achieving high efficiency and
low emissions with diesel combustion.
According to research conducted at various sites,
changing fuel components is another approach to
vary fuel spray combustion characteristics. Finding
the right combination of fuel components may lead
to efficient and clean diesel combustion in addition to
the optimization of fuel injection characteristics with
development of a fuel injection system.
A group of researchers from Doshisha University,
Kanazawa Institute of Technology, and Osaka
Institute of Technology investigated the potential of
controlling fuel spray flame by mixing two different fuel
components in efforts to reduce heat loss from fuel
spray flame contact with the combustion chamber.
They tested two-component fuel consisting of both
low-boiling-point and high-boiling-point components
at various ratios. A high-pressure combustion vessel
was prepared to visualize hydroxyl (OH) radical and
luminous flame.
The fraction of the low-boiling-point component
in the two-component fuel and ambient pressure
were varied as test parameters. The aspect ratio of
OH radical in terms of length and width of a spray
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flame observed in the photo images was evaluated

to characterize spray flame development.
Parametric tests revealed that self-ignition quality
significantly depended on the fraction of the highboiling-point component. With an increase in the
fraction of the low-boiling-point component, the length
of spray flame in the direction of fuel spray penetration
became shorter and the spray flame became wider.
Higher ambient pressure increased the length of the
spray flame and limited its expansion in the radial
direction.
According to these results, changing the fuel
components indeed varied spray flame development.
An appropriately prepared fuel with different
components may be a factor in controlling the amount
of fuel impingement on the walls of a combustion
chamber. Hence, optimal fuel components may
improve thermal efficiency by reducing heat loss to
the combustion chamber.
This chapter reports the experimental study of
spray flame combustion with two-component fuel
and discusses the effects that the proportion of lowboiling-point fuel and ambient pressure have on flame
development.
3.0 TWO-STAGE FUEL INJECTION CONCEPT TO

EXPAND PCI COMBUSTION OPERATING RANGE
Noise and Emissions in Two-Stage Injection
Evaluated via Optical Engine and Numerical
Analysis (ETPJ No. 22014103): Premix compression
ignition (PCI) combustion has been developed
at various sites ultimately to eliminate costly
aftertreatment devices in diesel engines to reduce
costs. However, its limited operating range and
relatively high combustion noise and nitrogen oxides
(NOx), depending on engine operating conditions,
have prevented it from becoming a robust, efficient,
and clean technology for diesel engines. Thus,
engine manufacturers and research organizations
continue development to find ways to perfect PCI
combustion.
Engineers at Toyota Central R&D Labs, Inc.,
and Toyota Industries Corporation developed Diesel
Staggered Premixed Ignition with Accelerated
Oxidation (D-SPIA) two-stage fuel injection to
expand the PCI combustion operating range and
achieve low exhaust emissions and low combustion
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October 2014
THE RELATIONSHIP BETWEEN PCI COMBUSTION

WITH SECONDARY FUEL INJECTION TIMING AND
BOTH SMOKE AND CO
noise. The fuel injection pattern was split into two

stages to enhance oxidation of unburned fuel in leanmixture combustion. Tests without aftertreatment
devices demonstrated emissions suitable for Euro 6
emissions standards.
Researchers continue development of PCI
combustion with the two-stage fuel injection concept
and report the results of detailed investigations
into the effects that secondary fuel injection has on
smoke, carbon monoxide (CO), and combustion
noise. Observations of the combustion process in an
optical engine and numerical analysis were performed
to obtain information useful for better understanding
of the mixing process of injected fuel, oxidation of
rich flame, soot and CO formation, as well as the
relationship between combustion noise and the rate
of cylinder pressure rise.
Soot and CO were relatively sensitive to the
changes in secondary fuel injection timing on either
side of optimal. Intervals that were either too short or
too long between primary and secondary fuel injection
with respect to the optimal interval created such
conditions as poor air utilization, oxygen deficiency, or
both after secondary fuel injection took place. Higher
soot and CO were the result if the injection interval
was not optimized.
Because two injections are used for one PCI
combustion cycle, two peaks are produced in the rate
of cylinder pressure rise if the interval of the primary
and secondary fuel injections is optimal or longer.
Combustion noise in sound pressure quantified
through analyses of cylinder pressure data varies
depending on the frequency in the noise spectrum.
At a certain frequency, the sound pressure dropped
and created a valley in the noise spectrum. This
frequency, when converted to a time increment, was
twice as long as the period between the two peaks
of the rate of pressure rise. As a result, combustion
pressure waves produced after secondary fuel
injection could cancel each other, thus decreasing
combustion noise. However, if the above time
increments were the same, sound pressure at a
particular frequency can increase due to amplification.
Results demonstrate that the two-stage fuel
injection concept has room for improvement in
exhaust emissions and combustion noise for PCI
combustion over a wider engine operating range.
This chapter reports the results of observations
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of soot and CO formation and oxidation in detail as

well as the investigation into the relationship between
combustion noise and the rate of cylinder pressure
rise.
4.0 REAL-TIME PCI COMBUSTION CONTROL WITH A

GLOW PLUG CYLINDER PRESSURE SENSOR
FUEL INJECTION TIMING FEEDBACK CONTROL

SYSTEM WITH GIPS [Tanaka et al.]
Glow Plug Sensor Optimizes Fuel Injection Timing

Control for Reduced Emissions and Noise (ETPJ
No. 22014104): Because of the relatively narrow
operating range of PCI combustion, an advanced
diesel engine has been developed to operate on either
PCI or conventional diesel combustion depending on
engine operating conditions. PCI combustion is used
mostly under lower-load conditions to improve fuel
economy and exhaust emissions. As engine load
increases, the combustion mode is switched from PCI
to diesel combustion. Otherwise, diesel combustion
is switched to PCI combustion.
Since PCI combustion starts with self-ignition of
premixed fuel with a significantly long ignition delay,
it is somewhat difficult to control compared to diesel
combustion. Fuel injection timing control is especially
critical to produce healthy PCI combustion during
the transition between combustion modes so that
combustion noise and exhaust emissions are not
negatively affected.
In general, fuel injection timing is adjusted
depending on the concentration of oxygen in intake
charge measured by various sensors that provide
input to control fuel injection timing. This open-loop
fuel injection timing control is costly because of a
relatively great error margin in the control system
considered for the related engine and aftertreatment
components. Thus, engineers at NGK proposed a
glow plug integrated with a pressure sensor to acquire
real-time cylinder pressure data and process the
data with an electric control unit (ECU) to determine
optimal fuel injection timing.
A glow function integrated pressure sensor
(GIPS) was developed to measure cylinder pressure
in a diesel engine during real-world operation. The
highly sensitive GIPS enables measurement of
cylinder pressure at high frequency and has the
measurement accuracy of 0.1 bars to 2 percent
in the measurement range. Thus, not only does
GIPS have sufficient accuracy for low-pressure
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October 2014
measurement, but it also has acceptable accuracy

in the upper limit of the measurement range.
This approach for fuel injection timing control
used two different combustion variables to control
combustion during the transition between PCI and
diesel combustion: one was peak rate of pressure rise
(dP/dq)max and the other was mass fraction burned
(MFB). The peak rate of pressure rise was controlled
at a certain level to prevent rapid combustion and
misfire, and MFB of 30 percent was kept constant to
optimize the heat release rate pattern.
The rate of pressure rise was used as a control
parameter while the intake oxygen content was in
transition to reduce combustion noise and NOx.
MFB30% was used as a control parameter once
the intake oxygen stabilized for improved thermal
efficiency. By the addition of a glow plug control to
the fuel injection timing feedback, the fuel injection
timing control was optimized for further reductions
in combustion noise and exhaust emissions with
increased indicated mean effective pressure by 1.2
percent.
This chapter describes a fuel injection timing
feedback control using a glow plug integrated with
a pressure sensor as well as combustion control
strategies during the transition between PCI and
diesel combustion including engine test results.
5.0 POTENTIAL OF DEACTIVATING CYLINDERS FOR

IMPROVED FUEL ECONOMY IN A HEAVY-DUTY
DIESEL ENGINE
Simulation Study Demonstrates Potential
Fuel Economy Improvement Using Cylinder
Deactivation (ETPJ No. 22014105): Continuing
search for technology that improves fuel economy has
led engineers to examine the deactivation of cylinders
in a heavy-duty diesel engine. A simulation study,
according to engineers Hino Motors, Ltd., revealed
the level of fuel economy improvement achieved by
this approach and the issues associated with the
cylinder deactivation.
A 9-liter, inline six-cylinder, turbocharged directinjection (DI) diesel engine was the basis for the
analysis. Considering the reliability required for a
deactivation mechanism, an exhaust brake system
commonly used for diesel engines was considered
for the cylinder deactivation. A heady-duty truck is
xi

POTENTIAL FUEL ECONOMY IMPROVEMENT BY

DEACTIVATING TWO CYLINDERS IN A SIXCYLINDER HEAVY-DUTY DIESEL ENGINE WITH
BOTH HPL- AND LPL-EGR SYSTEMS
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operated predominately on highways at relatively

high speed with small speed variations, so engine
operating conditions including speed of 1,000 rpm
with a 35 percent load were evaluated to determine
the effectiveness of cylinder deactivation.
Deactivating one, two, or three cylinders resulted
in different simulation results. The number of cylinders
that could be deactivated to improve fuel economy
was limited to two of the six cylinders in the test
engine. When a cylinder was deactivated, fuel supply
to the active cylinders increased to compensate for
the loss of power due to the deactivated cylinder.
Thus, the intake charge to each of the active cylinders
had to be increased which required a turbocharger to
pump more air into the intake system.
However, the turbocharger was not capable of
compensating for the change in intake charge required
for the active cylinders upon cylinder deactivation. If
the number of deactivated cylinders increases, the
pressure ratio of the turbocharger increases, and the
compressor work nears the surge line. Therefore,
compressor efficiency decreases which increases
pumping loss. As a result, the number of cylinders
that could be deactivated was limited to two in the
test engine.
Shifting the compressor working line for a given
number of active cylinders away from the surge line
in the compressor map should effectively maintain
power. Thus, the number of deactivated cylinders can
be increased for further fuel economy improvement.
Engineers increased the flow rate of the compressor
by using both HPL- and LPL-EGR systems. With
both HPL- and LPL-EGR systems, fuel economy
at 1,000 rpm with 35 percent load improved by 1.5
percent when two cylinders were deactivated. At a
higher engine speed, deactivation of three and four
cylinders was possible and improved fuel economy
by more than 6 percent.
According to the simulation results, shifting the
working line of the compressor toward the high flow
rate by using both HPL- and LPL-EGR systems
potentially improved fuel economy. Combining the
above high-flow approach with a proper compressor
design to avoid the compressors surge line is
believed to further improve the fuel economy of a
heavy-duty diesel using cylinder deactivation.
This chapter reports the results of the simulation
study conducted to investigate potential fuel economy
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October 2014
improvement and associated issues that require

resolution.
6.0 QUANTIFICATION OF PARTICULATE OXIDATION

CAPABILITY FOR AN ASH-COVERED DPF
SET-UP FOR VISUALIZATION OF PM OXIDATION

PROCESS ON A DPF TEST PIECE
Visualization with Simulated Ash Allow

Measurement of PM Oxidation (ETPJ No.
22014106): Engine lubricating oil is either burned
or mixed with combustion gas and carried away with
exhaust gas along with other substances. The socalled ash that results from oil, water-soluble metallic
compounds, or extraneous solids such as dirt and rust
can accumulate on catalysts in aftertreatment devices
installed in the exhaust system. This ash is one of
the sources of catalyst deterioration if it accumulates
on the catalyst over time.
A diesel particulate filter (DPF) uses catalysts
to promote oxidation of particulate matter (PM)
collected on the filter through either passive or
active regeneration. Ash deposited on the catalysts
not only reduces performance of PM oxidation,
but also increases exhaust gas back pressure
which increases fuel consumption. Poor oxidation
performance requires a greater fuel supplement
to raise temperature for DPF regeneration. Thus,
the accumulation of ash on a DPF deteriorates fuel
economy.
The oxidation rate of PM in ash accumulated
on the walls of the DPF is an important variable
for researchers to understand in the effective
performance of regeneration and development of
a DPF system. However, it is difficult to quantify
the level of oxidation of PM in an ash-loaded DPF.
Therefore, engineers at Nippon Soken and Toyota
Motors Corporation developed a method to quantify
the PM oxidation rate and test protocols that would
shorten the time for evaluation and increase reliability
of the test results.
Engineers visualized the oxidation process of
PM in a DPF loaded with simulated ash. Through
evaluation of various candidate ash components,
a-alumina with particle size of 1 micrometer (m) was
selected as the simulated ash. The oxidation rate of
PM loaded on the simulated ash was characterized
and validated with the results acquired for PM loaded
on real ash collected from a DPF in a field vehicle.
The simulated ash was accumulated on walls of a
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platinum-loaded cordierite DPF with a quartz window.

The oxidation rate of PM on ash decreased as the
thickness of ash increased and became constant
beyond a particular thickness when temperature was
550 and 630C. At lower temperatures of 450 and
500C, the oxidation rate of PM was almost constant
regardless of the thickness of ash. These trends were
the same for both PM on the simulated ash and PM
on the real ash.
This chapter reports a method developed to
measure the oxidation rate of PM on an ash-loaded
DPF test piece and the test protocol including the
simulated ash, ash deposition, and validation results.
7.0 DPMF CONSTRUCTED USING NANO-PARTICLES

EVALUATED FOR OXIDATION OF SOOT
Silicon Carbine Nano-Particles in Membrane Filter
Oxidize Soot at Lower Temperatures (ETPJ No.
22014107): Active regeneration of a DPF generally
uses either post fuel injection into the cylinder or a
direct supply of fuel into exhaust gas to generate
supplemental heat in exhaust gas upstream of
the DPF. Thus, catalyst temperature on the DPF
increases and the oxidation process is activated
when needed.
Since the fuel supplemented to the exhaust gas is
consumed only to generate heat in the DPF, reducing
such fuel consumption improves fuel economy in a
diesel engine. One approach to reducing this fuel
consumption is to lower the activation temperature for
oxidation of soot on the DPF. A group of researchers
at Tokyo Institute of Technology, Sumitomo Osaka
Cement, and Hitachi High Technologies has been
developing a diesel particulate membrane filter
(DPMF) of silicon carbide (SiC) in nanometer scale
embedded in a substrate of SiC in relatively large
particles.
Through various tests, researchers observed
the soot oxidation process and characterized the
effects that temperature, platinum, and oxygen
had on the oxidation of soot on the SiC membrane.
Soot oxidation was found to occur at the interface
between a soot particle and a SiC nano-particle when
temperature was relatively low at 450C.
The amount of oxygen desorbed per unit area
increased in the temperature range between 500 and
900C for SiC nano-particles with platinum more than
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October 2014
SCHEMATIC ILLUSTRATION OF INTERACTION

SOOT AND OXYGEN ADSORBED IN
OXIDES ON SIC NANO-PARTICLES
BETWEEN
without platinum. Platinum enhanced the adsorption

of oxygen in the membrane and evidently contributed
to oxidation of soot. Also, SiC nano-particles with
platinum more significantly adsorb oxygen that
contributes to the oxidation reaction of soot even if
the contact area at between the soot particle and SiC
nano-particle is relatively small. Thus, soot more
easily oxidizes. In the absence of platinum, SiC
nano-particles adsorb less oxygen. Thus, a greater
area of contact between the soot particles and SiC
nano-particles is needed to activate the soot oxidation
reaction at a low temperature.
Consequently, the DPMF consisting of SiC nanoparticles has the potential to reduce the temperature
required for oxidation of soot during regeneration of
a particulate filter so that fuel economy of a diesel
engine can be improved.
This chapter describes the DPF made with SiC
nano-particles and observation and characterization
of soot oxidation process in detail to explain soot
oxidation at a relatively low temperature.
xv
TABLE OF CONTENTS
Page
ACKNOWLEDGMENTS ........................................................................................... ii
PREFACE................................................................................................................. iii
EXECUTIVE SUMMARY ........................................................................................... v
TABLE OF CONTENTS ........................................................................................ xvii
1.0
A COMBINED HEAT RECOVERY SYSTEM EVALUATED FOR OVERALL DIESEL

THERMAL EFFICIENCY ............................................................................................. 1
1.1
HEAT RECOVERY RATE AND ENERGY CONVERSION RATE OF A

COMBINED WASTE HEAT RECOVERY SYSTEM ....................................... 2
1.1.1
1.1.2
2.0
CONTROL OF SPRAY FLAME DEVELOPMENT BY A TWO-COMPONENT

FUEL FOR POTENTIAL REDUCTION IN HEAT LOSS ............................................ 15
2.1
VISUALIZATION AND CHARACTERIZATION OF SPRAY FLAME OF

TWO-COMPONENT FUEL WITH OH RADICAL ......................................... 16
2.1.1
2.1.2
2.1.3
3.0
Analysis of Available Energy through Waste Heat Recovery .............. 4

Effectiveness of a Combined Heat Recovery System......................... 9
Test Apparatus and Test Procedure .................................................. 16

Low-Boiling-Point Fuel Fraction ........................................................ 18
Ambient Pressure.............................................................................. 22
TWO-STAGE FUEL INJECTION CONCEPT TO EXPAND PCI COMBUSTION

OPERATING RANGE ................................................................................................ 27
3.1
BETTER UNDERSTANDING OF PCI COMBUSTION WITH THE

TWO-STAGE FUEL INJECTION CONCEPT ............................................... 28
3.1.1
3.1.2
3.1.3
Technical Approaches ....................................................................... 29

Smoke and CO ................................................................................. 31
Combustion Noise ............................................................................. 36
xvii
TABLE OF CONTENTS
(cont'd.)
Page
4.0
REAL-TIME PCI COMBUSTION CONTROL WITH A GLOW PLUG CYLINDER

PRESSURE SENSOR ...........................................................................41
4.1
FUEL INJECTION TIMING FEEDBACK CONTROL USING A

GLOW PLUG INTEGRATED WITH A PRESSURE SENSOR ..................... 42
4.1.1
4.1.2
5.0
POTENTIAL OF DEACTIVATING CYLINDERS FOR IMPROVED

FUEL ECONOMY IN A HEAVY-DUTY DIESEL ENGINE ......................................... 53
5.1
FUEL ECONOMY BENEFITS FROM CYLINDER DEACTIVATION AND

LIMITS OF TURBOCHARGER PERFORMANCE ....................................... 54
5.1.1
5.1.2
6.0
Cylinder Deactivation Technology ..................................................... 54

Investigation into Potential Fuel Economy Improvement .................. 56
QUANTIFICATION OF PARTICULATE OXIDATION CAPABILITY FOR AN

ASH-COVERED DPF ............................................................................................. 61
6.1
DEVELOPMENT OF A METHOD TO EVALUATE THE OXIDATION RATE

OF PM ON AN ASH-LOADED DPF ............................................................. 62
6.1.1
6.1.2
7.0
Pressure Sensor and Fuel Injection Timing Control .......................... 43

Combustion Control Strategy with a Fuel Injection Timing
Feedback Control System ................................................................. 46
Technical Approaches ....................................................................... 63

Measurement of PM Oxidation Rate on Ash ..................................... 64
DPMF CONSTRUCTED USING NANO-PARTICLES EVALUATED FOR

OXIDATION OF SOOT .............................................................................................. 75
7.1
OBSERVATION AND CHARACTERIZATION OF THE DPMF FOR

SOOT OXIDATION REACTION ................................................................... 76
7.1.1
7.1.2
7.1.3
Diesel Particulate Membrane Filter (DPMF) .................................... 76

Observation and Characterization of the Soot Oxidation Process .... 78
Oxidation of Soot Contacting with SiC Nano-Particles...................... 81
REFERENCES....................................................................................................................... 87
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October 2014
ETPJ NO. 2201410
REFERENCES
1.0 A COMBINED HEAT RECOVERY
SYSTEM EVALUATED FOR OVERALL
DIESEL THERMAL EFFICIENCY
4.0 REAL-TIME PCI COMBUSTION

CONTROL WITH A GLOW PLUG
CYLINDER PRESSURE SENSOR
Yamaguchi, T., Y. Aoyagi, N. Uchida, M.

Kobayashi, T. Adachi, M. Hashimoto,
and A. Fukunaga, New Advanced
Combustion Engineering, Inc. (NACE),
A Study of Waste Heat Recovery in
the High EGR Rate and High Boosted
6 cylinder Heavy Duty Diesel Engine,
JSAE* Paper No. 20145299, May 2014.
Tanaka, T., M. Okinaka, T. Nakamura,

and T. Honma, NGK, Development of
Control Techniques to Reduce NOx and
Noise in Transition Phase to Premixed
Compression Ignition by Use of Glow
Plug with Cylinder Pressure Sensor,
JSAE Paper No. 20145229, May 2014.
5.0 POTENTIAL OF DEACTIVATING

CYLINDERS FOR IMPROVED FUEL
ECONOMY IN A HEAVY-DUTY DIESEL
ENGINE
2.0 CONTROL OF SPRAY FLAME

DEVELOPMENT BY A TWO-COMPONENT
FUEL FOR POTENTIAL REDUCTION IN
HEAT LOSS
Nagayoshi, M., M. Takasu, and Y. Tsuji,

Hino Motors, Ltd., A Study on Cylinder
Deactivation of Turbocharged Diesel
Engine, JSAE Paper No. 20105364,
May 2014.
Miyata, S., T. Mukayama, Y. Kuwahara, M.

Ajioka, E. Matsumura, and J. Senda,
Doshisha University; Y. Kobayashi,
Kanazawa Institute of Technology;
and K. Kuwahara, Osaka Institute of
Technology, The Control of Ignition
and Flame Property By Using TwoComponent Fuel Based on Fuel Design
Concept, JSAE Paper No. 20145464,
May 2014.
6.0 QUANTIFICATION OF PARTICULATE

OXIDATION CAPABILITY FOR AN ASHCOVERED DPF
Daido, S., Nippon Soken and S. Okawara,
Toyota Motor Corporation, Evaluation
Method and Performance of PM
Oxidation on Ash Accumulated Diesel
Particulate Filter, JSAE Paper No.
20105097, May 2014.
3.0 TWO-STAGE FUEL INJECTION CONCEPT

TO EXPAND PCI COMBUSTION
OPERATING RANGE
Fuyuto, T., R. Ueda, Y. Hattori, and M.
Taki, Toyota Central R&D Labs Inc.
and H. Kuzuyama, and T. Umehara,
Toyota Industries Corporation, High
Efficiency and Clean Diesel Combustion
using Double Premixed Ignition (Third
Report), JSAE Paper No. 20135807,
October 2013.
NOTE: English titles are provided by the original authors.

* JSAE: Society of Automotive Engineers of Japan
87

7.0 DPMF CONSTRUCTED USING NANOPARTICLES EVALUATED FOR OXIDATION

OF SOOT
Nakamura, K., H. Oki, R. Sanui, and
K. Hanamura, Tokyo Institute of
Technology; N. Hidaka and M. Tanaka,
Sumitomo Osaka Cement, Ltd.; and H.
Matsumoto, Hitachi High Technologies,
Ltd., Oxidation of Soot Trapper by
Diesel Particulate Membrane Filter
made of SiC Nanoparticles, JSAE
Paper No. 20145004, May 2014.
88
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ENGINE TECHNOLOGY

Copyright 1994~2014 ARIGA TECHNOLOGIES. All rights reserved.

Alternative Fuels and Engines

TECHNICAL ADVISORY BOARD

Mr. Brent K. Bailey

Emeritus Prof. Takeyuki Kamimoto,

1.0 A COMBINED HEAT RECOVERY

Copyright 2014 ARIGA TECHNOLOGIES

COMBINED WASTE HEAT RECOVERY SYSTEM

Copyright 2014 ARIGA TECHNOLOGIES

Fundamental understanding of a waste heat

COMPRESSION-IGNITION ENGINE TECHNOLOGY

achieved by the combined waste heat recovery

2.0 CONTROL OF SPRAY FLAME DEVELOPMENT

THE EFFECT OF LOW-BOILING POINT

Different Proportions of High- and Low-BoilingPoint Fuel Components Demonstrate Varied

Copyright 2014 ARIGA TECHNOLOGIES