14~"1lC‘.vc':fi'
`
`~ '-."'.‘ -.
`
` »I II
`man‘: ni'.iitts"I‘ .I"t..h -Tn-'-«'iu
`F" ‘
`-
`.-v-pr
`U11.
` ‘\J‘.L._\1l.§.JI.a..|._-1»-v I o."A'—_.7:_-‘-0
`
`
`A High-Expansion-Ratio Gasoline
`Engine for the TOYOTA Hybrid System
`
`BEST AVAILABLE COPY
`
`Toshifumi Takaoka**
`
`Katsuhiko Hirose*
`Tatehito Ueda*
`
`Yasushi Nouno**
`
`Hiroshi Tada**
`Hiroshi Kanai*
`
`
`
`.-.
`
`Abstract
`rison with a vehicle with the same engine displace-.
`A 50% reduction in C02 and fuel consumption in compa
`line engine for the Toyota Hybrid System. This is
`ment has been achieved by the newly developed gaso
`is optimized in
`of an electric motor and an internal-combustion engine that
`achieved by a combination
`terms of its displacement and heat cycle. Delaying the closing of the intake valve effectively separates the
`so that the expansion ratio, which is normally set to 9:1 to 10:1 to
`compression ratio and expansion ratio,
`can be set to 13.5:1. Motor-assisted quick start, improved catalyst warm-up, and the
`suppress knocking,
`elimination of light-load firing allow the system to achieve emissions levels that are only one-tenth of the
`current Japanese standard values.
`
`Keywords: hybrid, low fuel consumption, low emissions,
`
`low friction, variable valve timing
`
`1.
`
`Introduction
`
`The earth's remaining reserves of fossil fuels are said to total approx-
`imately two-trillion barrels. or about a 50-year supply. The electric ve-
`hicle, because of its zero emissions level and the diversity of sources to
`supply electrical energy. is regarded as a promising automobile for the
`future. On the other hand, the energy limitations of on-board batteries,
`which is to say, their inferior energy density in comparison with fossil
`fuels. has meant that the electric vehicle has remained no more than just
`one future technology. The intemal-combustionlelecttic hybrid system
`is promoted as a technology that compensates for this shortcoming of
`the electric vehicle. but it is also the object of attention as a system that
`eliminates the problems of the intemal-combustion engine.
`Because the drive energy of the hybrid system comes either from
`electrical generation by the intemal-combustion engine or from the en-
`gine's direct drive of the axle, the efficiency of the engine. the primary
`power source. strongly influences the efficiency" of the entire system.
`In the development of the Toyota Hybrid System, a new gasoline en-
`gine was developed with more emphasis on thermal efficiency than on
`specific output. Because priority was given to the total efficiency of
`the entire system. it was decided that a high-expansion-ratio cycle
`would be used. and the engine displacement and maximum output
`were chosen to reduce friction loss. This paper describes the inves-
`tigative -process and the results that were obtained.
`
`2. Hybrid System and Engine Specifications
`
`2.1 Hybrid System
`
`6/
`
`.
`t’
`The configuration of THS is shown in Fig. 1. The system links the
`______________________:____________
`
`* Engine Engineering Div. II
`1”’ Power Train Engineering Div. II
`
`TOYOTA Technical Review Vol. 47 No. 2 Apr. 1998
`
`1of19
`
`engine output and the motor output by means of a planetary gear sys-
`tem to control the power split. One notable feature is that because the
`drive power is the combined power of the engine and the motor. the
`engine output can be set to a relatively low value without reducing ve-
`hicle performance. .
`
`power path
`
`j_
`Mechanical
`
`Hybrid transmission
`
`Fig. 1 Toyota Hybrid System Configuration
`
`Fig. 2 shows the relationship between output and efficiency. One
`issue for the engine was how to raise the net thermal efficiency from
`\.
`point A to point B.
`'
`,
`
`2.2 Engine Specifications
`
`In order to achieve the thermal efficiency objective. the engine for
`the hybrid vehicle was planned with the following three points in
`mind:
`'
`(l) The only restriction to be placed on the choice of engine displace-
`tnent would be that it be within a range that satisfies the engine
`possible to
`output and installability requirements. This makes it
`use a high~expansion-ratio cycle with delayed intake valve clos-
`
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`
`Average efficiency
`.._- =3
`
`Conventional
`
`"e"i°’°
`improvement
`Average efficiency
`
`A: Optimized engine operating range
`
`B: Improved engine efficiency
`
`
`
`
`
`Netthermalefficiency
`
`Engine output
`
`Fig. 2 Relationship of Engine Output and Efficiency
`
`ing. as well as to reduce friction loss by lowering the engine
`speed.
`(2) In order to achieve a major reduction in emissions. the engine
`would operate with X = l over its entire range. and the exhaust
`system would use a 3-way catalyst.
`(3) Active measures would be taken to reduce weight and inchrease ef-
`ficiency.
`Fig. 3 shows the relationship between the SN ratio (the ratio of
`combustion chamber surface area to combustion chamber volume) and
`
`the indicated mean effective pressure. The smaller the SN ratio, the
`less heat is dissipated into the coolant. raising the indicated mean ef-
`fective pressure. Since the SN ratio tends to decrease as the displace-
`ment per cylinder increases. this also raises the indicated mean effec-
`tive pressure.
`'
`Fig. 4 shows the relationship between displacement and friction
`loss in two engines designed to have identical output. Because the
`maximum engine speed can be set lower as the displacement increas-
`
`Pe: Brake mean effective pressure
`Pi'=Pe+Pfm+Pfp Pfm: Friction mean effective pressure
`Pfp: Pumping mean effective pressure
`
`1.40
`
`1.35
`
`1.30
`
`o.
`3
`EUE
`En.
`
`1.25
`0.2
`
`0.22
`
`0.24
`SN ratio (1/mm)
`
`0.26
`
`0.28
`
`es. it is possible to reduce friction loss by reducing both the load on
`the valve system springs and the tensile strength of the piston rings
`while maintaining the same output.
`Based on these considerations, the relationship between displace-
`
`ment and fuel consumption was calculated. The results are shown in
`Fig. 5 and Fig. 6. From Fig. 5 it can be seen that in the high-output
`range, thermal efficiency rises as the displacement becomes larger. but
`in the low-output range. thennal efficiency is higher with a small-dis-
`placement engine. Both the indicated thennal efficiency and the me-
`chanical efficiency (friction loss) improve as displacement becomes
`
`larger. but in the low-output range. because of the effect of the pump-
`ing loss that results from the shift to a partial load. thermal efficiency
`is better with a small-displacement engine.
`
`Fig. 6 shows the relationship between displacement and fuel con-
`sumption. For the reasons cited above. 1500 cc was deemed the opti-
`mum engine displacement, given the curb weight of the THS vehicle.
`
`
`
`Frictionloss
`
`lNml
`
`Output (kW)
`
`‘.
`
`Fig. 4 Relationship of Displacement and Friction
`
`,
`
`5O
`
`
`
`
`
`BrakethermalefficiencyWe)
`
`lsecl 20
`
`Cumulativefrequency
`
`"Cumulative
`frequency
`
`1300cc .
`1000cc
`
`100
`
`50
`
`40
`
`Fig. 3 Relationship of SIV Ratio and Indicated Mean
`Effective Pressure
`
`Fig. 5 Displacement and Engine Efficiency
`
`Engine output (kw)
`
`_,,.,....
`
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`
`A Hi-gh-Expansion-Ratio Gasoline Engine for the TOYOTI‘-. llybtid Sysiun:
`
`
`
`
`Fueleconomy
`
`improvement
`
`l%) Brake
`
`
`thermalefficiency(%l
`
`1000
`
`1200
`
`1400
`
`1600 p
`
`1800
`
`Displacement (cc)
`
`3.2 Relationship of Mechanical Compression Ratio,
`
`Valve Timing, and Brake Thermal Efficiency
`
`Before a prototype of the high-expansion—ratio engine was built, the ef-
`fects of the mechanical compression ratio and valve=timing on brake ther-
`
`mal efficiency were studied. An in-line four-cylinder. 2164-cc Toyota SS-
`FE engine was used in the experiments.
`
`' Fig. 9 shows the changes in thermal efficiency with different combina-
`tions of expansion ratio and valve timing.
`if the expansion ratio is in-
`creased and intake valve closing is delayed. brake thermal efficiency rises.
`
`but it reaches a limit at an expansion ratio of l4.7:l. Also. the maximum
`value of the brake mean effective pressure drops as the delay in intake
`
`Fig. 6 Displacement and Fuel Economy
`
`valve closing increases.
`
`3. Improving Efficiency by Means of High Expansion Ratio
`
`3.1 Principle
`
`The theoretical thermal efficiency of an equivalent charge.cyc|e is
`
`improved by raising the compression ratio. But if the compression
`ratio is raised in a gasoline engine. the compression end temperature
`rises, and knocking occurs. To prevent knocking in the high-expa-iv
`sion-ratio engine. the timing of intake valve closing was delayed con-
`
`siderably, thus lowering the effective compression ratio and raising the
`expansion ratio, which essentially controls the thermal efficiency.
`Fig. 7 is a pressure-volume (p-V) diagram comparing the high-expan-
`sion—ratio cycle with the conventional cycle when the charging effi-
`ciencies of the two are equal. Fig. 8 shows the same sort of compari-
`son when the compression end pressures are equal. When the
`
`charging efficiency is identical, delaying the closing of the intake
`valve raises the maximum pressure and increases the positive work,
`and also reduces pumping loss. With identical compression end pres-
`sure. increasing the expansion ratio raises the theoretical efficien-
`cy'(|I(1ll)(4I5K§l7lI|(9)
`
`35
`
`32
`
`28
`
`24
`
`20
`
`E>
`UC
`.9
`.9
`s
`3
`E
`E
`3
`‘.2
`"3
`
`2400rpm
`
`
`
`Expansion
`I
`I313
`E
`K]
`K
`E
`Effective compression ratio = 9.0
`
`0.2
`
`0.4
`
`0.5
`
`0.8
`
`1
`
`Brake mean effective pressure Pme (MP3)
`
`1
`
`Fig. 9 Expansion Ratio and Thermal Efficiency
`
`Fig. 10 shows the relationship between brake thermal efficiency
`and brake mean effective pressure under full load. As the expansion
`ratio increases, the timing advance becomes slower due to knocking,
`and the brake thermal efficiency drops, but if the intake valve closing
`35
`
`(«I(A—IR)
`
`
`
` (A) Brakethermalefficiencyl“/ol
`
`10
`
`100
`
`1000
`
`Cylinder volume (cc)
`
`High-expansion-
`ratio cycle
`Conventional
`W0
`
`
`
`10
`
`100
`
`1000
`
`10000
`
`1000
`
`100
`
`10
`
`
`
`PressurelkPal
`
`Cylinder volume (cc)
`
`(A)b
`
`(,3.
`
`intake valve
`closing delay
`
`‘
`
`30
`1.1
`1
`0.9
`0.8
`0.7
`Brake mean effective pressure under full load (MPal
`
`F59. 7 p-V Diagrams with
`Equivalent
`
`Fig. 8 p-V Diagrams with
`Equivalent
`
`Charging Efficiency
`‘
`
`Compression End
`Pressure
`
`Fig. 10 Relationship of Brake Mean Effective Pressure
`and Thermal Efficiency as Expansion Ratio and
`Compression Ratio Change
`
`rovom Technical Review Vol. 47 No. 2 Apr. 1998
`
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`4.2 Engine Structure
`
`Fig. 12 is a transverse sectional view of the high-expansion-r:
`engine, An aluminum-alloy cylinder block. offset crankshaft.'“" 2
`ladder-frame structure are used. The crankshaft has been made If
`ner and lighter, and the load on the valve system springs has been
`duced, as has the tensile strength of the piston rings. The connect
`
`rod/stroke ratio has been increased. and the intake inertia effect
`been reduced by using a small intake manifold. The engine also u
`a slant squish combustion chamber. All of these features combim
`achieve lighter weight, lower friction. and improved combustion.
`
`Conventional
`1.5-liter engine
`
`
`
`THS engine
`
`
`
`Fig. 12 Transverse Section of High-expansion-ratio Eng
`
`5. Experimental Results and Considerations
`
`This section summarizes the results of experiments conducte»
`the 1.5-liter high-expansion-ratio engine and some considerations
`ceming them.
`'
`
`'
`5.1 Relationship of Expansion Ratio and Brake Ther
`Efficiency
`'
`-
`§
`
`Fig.' 13 shows the relationship of ignition timing to torque at
`brake specific fuel consumption (BSFC).‘ Expansion ratios of
`M11, and l5:l were compared.-and it can be seen that as the ex
`sion ratio increases, the trace krroek ignition timing is delayed. Vi
`
`l5:l expansion ratio. the efficiency improves at the point of mini
`spark advance for best torque (MBT), but the expansion ratio i
`stricted by the knocking that occurs due to the high effective com
`sion ratio. The best results in terms of torque and BSFC werv
`tained with an expansion ratio of l4:l.
`Fig. 14 shows the results of a study of thermal efficiency v
`
`engine output. A l4:l expansion ratio showed the best results
`the entire output range. Ultimately. an expansion ratio of I35:
`chosen, taking into account such factors as the allowable variati
`
`
`
`cycle
`
`is delayed at the same time. knocking gradually diminishes and efft-
`ciency improves. Therefore, if the brake mean effective pressure is al-
`lowed to fall. the combination of high expansion ratio and delayed in-
`take valve closing achieves high efficiency. Fig. 11 is an indicator
`diagram of actual measured results showing that the heat cycle il|us-
`trated in Fig. 7 and Fig. 8 was achieved.
`
`10000
`
`.
`.
`High-expansion-
`ratio cycle ~.,
`
`Conventional Otto
`
`1000
`
`
`
`PressurelkPal
`
`100
`
`10
`
`10
`
`100
`
`1000
`
`Cylinder volume (ccl
`
`Fig. 11 Indicator Diagram of Actual Measurements
`
`4' High-expansion-ratio THS Engine
`
`4.1 Basic Specifications
`
`Table 1 shows the main specifications for the high-expansion-ratio
`engine. The mechanical compression ratio is set to l3.5:l, but the ef-
`fective compression ratio is suppressed to the range of 4.8:l to 9.3:l
`by using intelligent variable valve timing (VVT-i) to time the intake
`valve closing between 80° and I20“ after bottom dead center (ABDC).
`The ratio of 4.821 is obtained by the maximum delay of VVT-i and is
`used to counter vibration during engine restart, as explained below.
`
`Table 1 Design Specifications
`
`
`
`
`
`
`
`
`e“ 8
`
`°~"°°A°°°
`
`
`
`Engine model
`
`INZ-FXE
`
`
`
`
`
`
`
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`
`A Hir3h~2”:v.pansi«.»ru-Ratio Gasoliiue En-_3ine for the I.‘I'JVt)'I'iI ‘-€*,'r'.-.r:.'! Sysggm
`
`combustion chamber volume and the adhesion of deposits in the com-
`bustion chamber, in order to leave a margin for pre-ignition.
`
`ventional engines and that the objective of reducing friction loss was
`achieved.
`
`1000 rpm
`
`Black points are trace knock
`
`.
`120
`
`Expansion ratio
`0
`‘3
`U
`14
`
`
`
`-
`5
`3
`3
`5.’
`
`I2
`
`100
`
`80
`
`I
`
`A '"“'‘'-‘° ‘’‘'‘'‘’°
`closing
`I3 L'.'f§i‘§gV3'V°
`
`80' ABDC
`
`90° ABDC
`
`250
`
`2
`E
`E»
`[L(DID
`240 u
`
`220
`
`1000
`
`2°00
`
`3000
`
`4000
`
`Engine speed (rpm)
`
`Fig. 15 Torque Improvement Effect of VVT-i
`
`80
`
`7°
`
`so
`280
`
`260
`
`24°
`
`220
`
`E
`E
`3
`E7
`o
`
`P
`
`E
`3
`E‘,
`U
`Q
`3;
`
`‘
`'
`Ignition advance (degrees
`
`BTDC
`
`l
`
`Fig. 13 Relationship of Ignition Timing and BSFC
`
`..
`
`-
`
`E
`>-UC
`.9.’
`.93:Q)
`
`E E
`
`E
`.3
`9.’
`'9
`
`o
`
`to
`
`20
`
`30
`
`40
`
`so
`
`Engine output (kWl
`
`Fig. 14 Expansion Ratio and Brake Thermal Efficiency
`
`
`
`E
`E
`3
`2
`C
`.5;
`.2
`‘*
`
`.
`.
`5.2 Torque Improvement by V\/T—I
`
`Full-load torque was adjusted using VVT-i. The results are shown
`in Fig. 15. An improvement in torque of 10% or more was made pos-
`sible by advancing the intake valve closing by l0°.
`In Tl-IS. the en-
`gine is controlled so that intake valve closing is advanced when the
`load requirements are high.
`
`5.3 Friction Loss
`
`'
`
`0
`
`5
`1 00
`
`‘
`‘woo
`3200
`Engine speed (rpm)
`
`6400
`
`I
`
`Fi9- 15 C°mP3|'i5°" °f..'.-'."i°ti°"‘ L055;
`:
`,-
`5-4 Red!-|C’€i0n Of Exhaust Emissions
`
`The advantages and disadvantages of the hybrid vehicle with re-
`spect to cleaner exhaust emissions are summarized below.
`Advantages
`
`As stated previously, the engine speed was lowered in an attempt to
`reduce friction loss. The measured results are shown in Fig, 16,
`[r
`
`1) By using the supplementary drive power of the electric motor. the
`system eliminates the light-load range. where concentrations of
`
`can be seen that the friction loss for the high-‘expansion-ratio engine is
`at a consistently lower level than the cluster of points plotted for con-
`
`hydrocarbons in the emissions are high and the exhaust tempera-
`lure is IOW.
`
`Tovom Technical Review Vol. 47 No. 2 Apr. 1998
`
`_
`
`57
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`(2) By allocating a portion of the load to the electric motor. the system
`is able to reduce engine load fluciuation under conditions such as
`
`rapid acceleration. This makes it possible to reduce quick transients
`in engine load so that the air-fuel ratio can be stabilized easily.
`Disadvantages
`
`—uu-"
`
`(1) Because the engine is used in the high-efficiency range. the ex-
`haust temperatures are lower than for a conventional vehicle.
`
`(2) There is concern that the more the engine is stopped and restarted.
`_
`the more unburned fuel will enter the exhaust system and the more
`
`(‘Cl the catalyst bed temperature will drop.
`Catalystbedtemperature
`
`
`200
`
`Engine s[°pped
`
`Idling at 1000 rpm
`
`Fig. 17 shows the exhaust temperature distribution for the high-ex-
`
`pansion-ratio engine. Although the exhaust temperatures are lower
`than for a conventional engine. a minimum temperature of 400°C is
`ensured for the engine operating range shown in the diagram. This is
`a temperature that can maintain the catalyst in an activated state.
`Fig. 18 shows the change in the catalyst bed temperature after the
`vehicle stops.
`In a conventional vehicle, where the engine continues
`to idle. the catalyst bed temperature slowly drops. But in the THS ve-
`hicle. the influx of low-temperature exhaust gases can be avoided by
`
`stopping the engine, making it possible to sustain a comparatively
`gradualdecline in temperature.
`Fig. 19 shows the levels of exhaust gases at the catalyst inlet.
`Hydrocarbons are at the same level as a conventional vehicle, which is
`thought to be due to the smaller volume and higher SN ratio of the
`combustion chamber. However. as explained previously. the catalyst
`is maintained in an activated state that is sufficient to ensure a high
`
`~
`
`rate of catalytic conversion.
`
`Exploiting the advantages cited above based on these results.
`Toyota optimized the system to achieve the voluntary emissions target
`of one-tenth of the current standard values.
`
`120
`
`100
`
`80
`
`60
`
`40
`
`20
`
`
`
`Torque(Nml
`
`THS engine operating range
`
`Exhaust temperature (“Cl
`
`800
`
`1500
`
`2400
`Engine speed (rpm)
`
`3200
`
`4000
`
`Fig. 17 Exhaust Temperature Map
`
`58
`
`6 of 19
`
`Time (min.)
`
`Fig- 18 Change in catawst Bed Tempemture with
`E"9i“e Smpped
`
`’
`
`HCCONOXlg/km)
`
`,0 _ 15 mode
`
`_. ‘N
`
`P on
`
`.°1:.
`
`Conventional
`
`
`
`HC
`
`
`Nbx
`
`Fig. 19 Comparison of Emissions at Catalyst lnlet
`
`5.5 Vibration Countermeaisures When Starting an
`9
`5t°PPin9
`
`_
`_
`.
`_
`Stopping the engine when the vehicle stops contributes greatly
`(
`fuel economy. realizing a 20% improvement in the l0-15 mode.
`the other hand. problems have been raised with vibration as the engi
`speed passes through the resonance ‘point of the diive train. as well
`vibration due to the brief continuation of the compression and expa
`
`sion cycle when the engine stops. The drive train fesonance proble
`is solved by using the motor to raise the engine;speed in a shori
`time.
`It was thought that the coriFp_ression and expansion cycle cot
`be moderated by reducing the voliirne of air when the engine is sl
`off. The VVT-i function is used to reduce the volume of the intake 2
`
`Fig. 20 shows floor vibration when the engine starts. The large a
`plitude of acceleration seen in area A in the diagram is due to the co
`
`pression reaction force. This amplitude can be reduced considerably.
`shown in area A‘. by using VVT~i to set the timing of intake valve cl-
`
`ing to 120° ABDC. The vibration seen in area B arises from the ra;
`
`increase in engine torque after the engine’ stans firing. This is elimin
`ed by controlling the ignition timing delay. as shown in area B‘.
`
`FORD 1359
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`
`rn .»<'5) :.i n '33. :) :1 3 r.»2:.D C’) :4 ’In 5 .-2
`r1
`- -ngine for the TO‘.-‘CT.’-. ‘riybrid :‘3ys:.-,r-.
`
`Intake valve closing timing
`0
`90°
`ABDC
`
`I 114°
`A 125°
`
`78°
`
`
`
`
`
`Intake valve
`closing 120°
`
`
`
`/////_./_./4///77‘
`.
`
`////////fl/////4=//////
`
`
`
`
`
` ____.a' Cylinderpressure(MP8)
`
`0
`
`400
`
`800
`
`1 200
`
`Engine speed (rpm)
`
`Fig. 21 Relationship of Engine Speed and Cylinder
`Pressure
`
`AO
`
`20
`
`Brakethermalefficiency(%l
`
`
`
`
`
`
`
`0
`
`10
`
`'
`
`2
`
`0
`
`
`
`
`
`Cumulativefrequency(see;
`
`Engine output (kg/V)
`
`Fig. 22 Engine Operating Range and Efficiency in
`10 - 15 Mode
`
`(km/liter)
`
`Fueleconomy
`
`Charge balance (Ahl
`
`Fig. 23 Charge Balance and Fuel Economy
`
`59
`
`FORD 1359
`
`Intake valve
`closing 90'
`
`
`
`Intake valve
`
`closing 120°
`ABDC-
`
`.2‘
`S
`§
`EC
`.9
`E
`2
`
`§
`<
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`.-.—
`8
`
`3 EC
`
`.9
`E
`0
`‘z’;
`2
`
`..
`
`EE E00C
`
`L01
`0
`.2O3
`5
`
`-0.2
`
`0
`
`0.2
`
`0.4
`Time (sec.)
`
`0.6
`
`0.8
`
`1
`
`Fig. 20 Vibration When Engine Starts
`
`5.6 Low-temperature Starting
`
`In the THS system. the generator is used as a starter motor to start
`
`the engine turning. For this purpose, the generator uses the large-ca-
`pacity nickel-metal hydride battery as a power supply. However. as
`the temperature drops. the battery power also drops, reducing the
`cranking speed. On the other hand. the significant delay in intake
`valve closing in the high-expansion-ratio engine reduces the compres-
`sion end pressure (the maximum pressure within the cylinder) during
`
`cranking. The relationship between cylinder pressure and engine
`speed is shown in Fig. 21, using intake valve closing timing as a para-
`meter. Given the combustion characteristics of the engine. the maxi-
`mum pressure at which ignition is possible is approximately 0.85
`MPa. In the THS system. the engine speed and intake valve closing
`timing are coordinated so that this pressure is maintained even under
`low-temperature conditions.
`
`5.7 Vehicle Fuel Economy
`
`Fig. 22 shows the efficiency distribution of the developed high-ex-
`pansion-ratio engine when it is combined with the THS system and
`driven in the 10 -
`l5 mode.
`In the low-output range the engine is
`stopped. so that it is used only in the high-efficiency range. Fig. 23
`shows the relationship between fuel economy and the charge balance
`
`In the hybrid vehicle. the
`of the battery before and after mode driving.
`fuel economy changes as the battery charges and discharges, so the
`vehicle's fuel economy is defined as the value when the charge bal-
`ance is zero.
`
`Optimization of the vehicle's integrated controls. including regener-
`alive braking. allows the THS vehicle to attain almost twice the fuel
`economy of a conventional vehicle of the same class.
`
`TovorA Technical Review Vol. 47 No. 2 Apr. 1998
`
`7of19
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`7 of 19
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`
`
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`109437453
`(l0)Shinichi Sano. Kamiyama, Ueda: Improving Thermal Efficie.
`
`by Means of Cylinder Bore and Offset Crankshaft. JSAE Prin
`Materials for Presentations 966 l996- I0
`
`‘
`I AUth0|'S
`
`.
`1-_ 1-AKAOKA
`
`
`
`
`
`Y, NQUNO
`
`‘I
`
`_
`
`,
`'
`
`C} /‘kw it
`?
`C>
`\l/ .
`_ 2 60
`914/C!)
`
`4
`
`09
`/0
`
`(V l
`/V
`
`q
`E: ‘{_
`I
`
`6. Conclusion
`
`A lightweight. compact. high-expansion-ratio gasoline engine was
`developed for use in the intemal-combustion/electric hybrid vehicle.
`(I) The engine output required to meet the vehicle's weight and per-
`formance requirements was determined. and the engine displace-
`ment was chosen to yield the optimum vehicle fuel economy from
`the high-expansion—ratio cycle.
`(2) A l.5-liter high-expansion-ratio gasoline engine was developed as
`the primary power source. and it attained the target fuel consump-
`tion rate of less than 230 g/kWh.
`
`(3) Emissions levels much lower than the current standard values
`were attained by optimum control of the motor and engine.
`(4) Vibration during engine starting and stopping was greatly reduced
`by using VVT-i.
`(5) The hybrid system achieved twice the fuel economy of a conven-
`tional vehicle of the same class, while cutting the volume of CO2
`emissions in half.
`
`The authors wish to express their respectful appreciation to all
`
`those who cooperated in the development of this system. We particu-
`larly wish to express our gratitude to the late Mr. Masahito Ninomiya
`for helping us to succeed in providing this engine to our-customers.
`
`I References
`
`(l) Yoshihiro Fujiyoshi, Urata, Suzuki, Fukuo: Study of. Non-
`Throttling Engine Using Early Intake Valve Closing Mechanism.
`Report No. l. Society of Automotive Engineers of Japan (JSAE).
`Printed Materials for Presentations 924006, 924 I992-l0
`
`(2) Shinichi Nagumo, Hara: Improved Fuel Efficiency by Control of
`Intake Valve Closing Timing. JSAE Paper 9540921, Vol. 26 No.
`4, October, 1995
`(3) Richard Stone. Eric Kwan: Variable Valve Actuation Mechanisms
`and the Potential for their Application. SAE Paper 890673. l989
`(4) T. Ahmad. M. A. Theobald (GMR): A Survey of Variable-Valve-
`Actuation Technology. SAE Paper 891674. 1989
`(5) T. W. Asmus: Valve Events and Engine Operation. SAE Paper
`820749, I982
`(6) Hitomi Mitsuo, Sasaki, et al.: Mechanism of Improving Fuel
`Efficiency by Miller Cycle and its Future Prospects. SAE Paper
`950974, I995
`(7) James H. Tuttle: Controlling Engine Load by Means of Early
`Intake-Valve Closing. SAE Paper 820408. l982
`
`(8) R. A. Stein. K. M. Galietti. T. G. Leone: Dual Equal VCT-A
`Variable Camshaft Timing Strategy for improved Fuel Economy
`and Emissions. SAE Paper 95975. 1995
`.
`(9) Naoharu Ucda. lchimaru, Sakai. Kanesaka: High Expansion Ratio
`Gasoline Engine Using Rotary Valve for Intake Manifold Control.
`
`Report No. 3. JSAE Printed Materials for Presentations 946 i994-
`
`.2
`
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`60
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`8 of 19
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`UNITED STATES PATENT AND TRADEMARK OFFICE
`
`BEFORE THE PATENT TRIAL AND APPEAL BOARD
`
`FORD MOTOR COMPANY
`
`Petitioner,
`
`V.
`
`PAICE LLC & ABELL FOUNDATION, INC.
`
`Patent Owner.
`
`DECLARATION OF WALT JOHNSON
`
`1, Walt Johnson, hereby declare as follows:
`
`1.
`
`I am presently employed as the Patent and Trademark Resource Center (PTRC)
`
`Librarian at the Minneapolis Central Library. The Minneapolis Central Library is a PTRC
`
`located in Minneapolis, Minnesota. I have personal knowledge of the matters stated below. I am
`
`over 18 years of age, and I am competent to testify regarding the following.
`
`2.
`
`It is the normal course of business for the library services to index and catalog
`
`technical reference materials for incorporation into our facility in order to provide access to
`
`intellectual property information. Once received, a reference stamped with the date of receipt and
`
`placed on the shelf within a few days.
`
`3.
`
`Attached as Exhibit A to my declaration is a true and accurate copy of a
`
`technical article titled “A High-Expansion-Ratio Gasoline Engine for the Toyota Hybrid System”
`
`that was authored by T. Takaoka, K. Hirose, T. Ueda, Y. Nouno, H. Tada, and H. Kanai.
`
`
`
`A9 of 19 FORD 1359
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`
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`9 of 19
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`FORD 1359
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`4.
`
`The first page of Exhibit A includes an imprint of the Minneapolis Public
`
`Library and Information Center’s, which is now called the Minneapolis Central Library after a
`
`merger with the Hennepin County Library system, property stamp together with a stamped date
`
`of “May 2_, 1998.” The second digit of the date stamp is not clear; however, it is clear that the
`
`stamped date is between May 21-29, 1998. Therefore, I understand that the stamped date is May
`
`29, 1998 at the latest. This property stamp and date would have been placed on the volume at the
`
`time it was being processed by the library services at
`
`the Minneapolis Public Library and
`
`Information Center.
`
`5.
`
`I have knowledge that there existed no time between the processing date of
`
`around May 29, 1998 and December 23, 2014 when the technical reference attached as Exhibit A
`
`was not publically available at the Minneapolis Public Library and Information Center or the
`
`Minneapolis Central Library, except between August 2002 and May 20, 2006 while the library
`was in a smaller, temporary location during the contstruction of the new Minneapolis Central
`
`Library. Older issues of most magazines were not available to staff or public during this period.
`
`6.
`
`The technical reference attached as Exhibit A would therefore have been
`
`indexed and searchable by the general public since "around May 29, 1998.
`
`7.
`
`The technical reference attached as Exhibit A would have been indexed and
`
`searchable by the general public well before September 1998.
`
`I declare under the penalty of perjury that the foregoing is true and accurate to
`
`the best of my knowledge.
`
`:23 Dan. .20»:
`
`Date
`
`
`(Jaw
`Walt Johnso
`
`
`
`10 of 19 FORD 1359
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`10 of 19
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`EXHIBIT A
`
`11 of 19
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`12 of 19
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`
`
`
`Contents
`
`9 Special Edition for Prevention of Global Warming -CO2 Reduction-
`. Not Only as a Businessman, but as a Citizen
`..... ..By Aldo
`. C02 Reduction in Automotive Development
`.......By Naom Kushi ............................................................................................................................................................... ..
`. Fuel Efficiency Improvement of Gasoline Engine Vehicle
`
`- Development of Fuel Economy 5W-20 Gasoline Engine Oil
`
`'
`
`..... “By Kenyu Akiyamaf Hiromi Kawaif shinichi
`o Contributions of Automatic Transmission to Fuel Economy
`..... ..By Sinya Nakamm-a_,r Masahjro Kojimaj Katsumi
`- Development of D-4 Engine
`-
`
`..... "By Z6-nichiro Mashikjf Souichi Matsushitaf Takashi Gonna
`- Electric Vehicle "RAV4 EV"
`I
`
`'
`
`i
`
`_
`
`__
`
`-
`
`..... "By Masao Kmoshitafisadahim
`'
`A
`_
`I
`-
`introduction of EV Commuter "e-com"
`----- --By Makoto Yamadaf Keiji Kogakiil Toshiyukj Sekimorif Tetsuhiro
`- A Development of Toyota Hybrid System
`i
`----- --By Shinichi Abel Takeshi Kotanil Ryuji Ibarakil Kazuo Tojirnzu’ Sumjkazu Shamotol Akita Sakai
`- A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`-------By Toshifumi Takaokal Katsuhiko Hirosel Tatehito Uedaf Yasushi Nouno.’ Hiroshi Tadaf Hiroshi Kanai -------------- ~
`- Production Engineering Development for EV, HV Units
`-------By Ken Tanouel Hiroshi Miyazakil Yasutomo Kawabataf Toshiaki Yamamotol Takao Hirosel I-lajime Nakagawa-------- --
`- Development of Electric Vehicle Powered by Fuel Cell
`.......By Yasuhh-0 Nonobef Yoshio
`- CO2 Reduction Activities in TMC Production Process
`
`4
`
`6
`
`18
`
`23
`
`29
`
`36
`
`43
`
`47
`
`53
`
`61
`
`67
`
`73
`
`79
`
`85
`
`92
`
`98
`
`111
`
`125
`
`129
`135
`
`..... "By Hjdehiro Ono; watam Sam; Tomoki Nakagakif Takeo
`
`DTechnical Paper
`- An Automatic Offsetting Method of Composite Surfaces
`----- --By Hiroyuki Kawabataf Yukitaka Fujitanil Junji Ishidal Hiromi
`- Development of TOYOTA New BEAMS 1UZ-FE Engine
`
`'
`
`-------By Kenji Watanabe/ Tetsuji Asahil Minoru Iwamurol Kunihiko Satoul Tsutomu Hiyoshil Shigeo Kjkori ---------------- '-
`- A Development of Easy-Column Shift
`.......By Yoshitaka Sam; Harumi Minoshimaj Minoru Makjguchi
`- Development of Catalyst for Diesel Engine
`----- --By Hideaki Uenol Toshinobu Furutanil Tetsuo Nagamil Norihiko A0110] Hideyuki Goshirnaf Kouichi Kasahara
`- Molecular-Level-Analysis on Water Behavior Concerned to Degradation of Paint Film
`.....
`Nobuaki Takazawaf Yoshi}-lire Yamarnural
`- Construction and Implementation of Internal Management System for Hazardous Substances
`..... "By Kongo Andof Yoshihisa Nakagawaj Yuji Kjyonof Chikashi
`
`[>Technica| Award News ........................................................................................................................................................... ..
`
`[>Reoent Pubfications by Toyota Authors (January a June, 1997)
`pAwards [January _ June’ 1997)
`
`FORD 1359
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`
`
`
` 1998
`Editorial Staff
`
`Eisaku Akutsu
`
`Future Project Div. I
`
`Yoshiharu Kanamori
`
`Vehicle Engineering Div.
`
`Norihiro . Suzuki
`
`Hiroaki Tanaka
`
`Tetsuo Morita
`
`Engine Engineering Div.
`
`Chassis System Development Div.
`
`Vehicle Evaluation & Engineering
`Div. II]
`
`Hikaru Aoyagi
`
`Material Engineering Div. I
`
`
`
`
`Masayuki Kotani
`
`Nobuo Fujita
`
`Takasi Nagase
`
`Siro Miyazaki
`Mikio Sato
`
`Electronics Engineering Div. I
`
`Electric and Hybrid Vehicle Div.
`
`Production Engineering Development
`Div.
`
`Plant Engineering Div.
`
`Machinery Engineering Administration
`Div.
`
`Masaharu Yuasa
`
`Information Systems Div. I
`
`Secretariat
`
`*Chisato Niki
`
`Technical Administration Div.
`
`Technical Administration Div.
`
`Norie Kishimoto
`
`
`
`KUHHKO TSl1jl
`Technical Administration Div.
`
`
`*Chairman of the Editorial Committee
`
` This No.2 issue of TOYOTA Technical Review Vol.47 is being pub-
`
`lished in the winter when the evening breeze blows very cold.
`Many of our readers may wonder what the TOYOTA ECO PROJECT
`which has been positively promoted at Toyota since early 1998 is all
`about.
`
`We would be happy if you would include “Prevention of Global
`Warming -CO2 Reduction-” featured in this TTR issue as a part of the
`TOYOTA ECO PROJECT.
`
`Technological advancement has been accelerated year by year, and
`vehicles which were once dreams are now a reality. In our daily jobs,
`desk-top personal computers have been used since the late autumn of
`1996. Electronic mail has become the communication means for ex-
`
`changing meeting agendas with people outside the company using the
`e-mail addresses written on name cards so often that they are felt to be
`more closer than people in the company. It will not be long before the
`TTR is published electronically without any copyright or duplication
`problems.
`(Akutsu)
`
`Six months have passed since I was unexpectedly assigned to the Eco
`project as a member for technological development. Through this issue,
`I have renewed my awareness of the quick progress in technological
`development that is taking place in many diverse fields concerning en-
`vironmental protection and conservation.
`I have been v