UNITED STATES PATENT AND TRADEMARK OFFICE
`
`BEFORE THE PATENT TRIAL AND APPEAL BOARD
`
`FORD MOTOR COMPANY
`
`Petitioner,
`
`v.
`
`P AICE LLC & ABELL FOUNDATION, INC.
`
`Patent Owner.
`
`DECLARATION OF WALT JOHNSON
`
`I, Walt Johnson, hereby declare as follows:
`
`I.
`
`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 I 8 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.
`
`Page 1 of 11
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`FORD 1208
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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 .
`
`.Q 3 p e.c__, .:{0 i i-/
`Date
`
`- 2-
`
`Page 2 of 11
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`FORD 1208
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`EXHIBIT A
`EXHIBIT A
`
`Page 3 of 11
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`FORD 1208
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`Page 3 of 11
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`FORD 1208
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`

`

`r f
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`MINNEAPJLTS PUBLIC.LIER
`AND IMFDRMATI
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`STACKS
`
`\
`
`Special Edition
`Prevention of
`Global Warming
`‘002 Reduction— I?
`
`‘.
`
`FORD1203
`
`Page 4 of 11
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`FORD 1208
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`····················
`
`Contents
`[>Special Edition for Prevention of Global Warming -C02 Reduction(cid:173)
`Not Only as a Businessman, but as a Citizen
`·······By Akio Matsubara············ ···································
`C02 Reduction in Automotive Development
`·······By Naoto Kushi··························································
`Fuel Efficiency Improvement of Gasoline Engine Vehicle
`·······By Nobutaka Morimitsu·········································· .. ··············································
`Development of Fuel Economy SW-20 Gasoline Engine Oil
`·······By Kenyu Akiyama! Hiromi Kawai! Shinichi Sugiyama···································································· ····························
`Contributions of Automatic Transmission to Fuel Economy
`·······By Sinya Nakamura/ Masahiro Kojima/ Katsumi Kohno········ ................................................................................... ..
`Development of D-4 Engine
`....... By Zenichiro Mashiki/ Souichi Matsushita/ Takeshi Gouno .......................................................................................... .
`Electric Vehicle "RAV4 EV"
`·······By Masao Kinoshita!,Sadahiro Kimura····························································································································
`Introduction of EV Commuter "e-com"
`....... By Makoto Yamada/ Keiji Kogaki/ Toshiyuki Sekimoril Tetsuhiro Ishikawa.....................................
`A Development of Toyota Hybrid System
`·······By Shinichi Abe/ Takeshi Kotani/ Ryuji Ibaraki/ Kazuo Tojimal Sumikazu Shamoto/ Akira Sakai············· ···············
`A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`....... By Toshifumi Takaokal Katsuhiko Hirose/ Tatehito Ueda/ Yasushi Nouno/ Hiroshi Tada/ Hiroshi Kanai ................ ..
`Production Engineering Development for EV, HV Units
`....... By Ken Tanoue/ Hiroshi Miyazaki/ Yasutomo Kawabata/ Toshiaki Yamamoto/ Takao Hirose/ Hajime Nakagawa ..........
`Development of Electric Vehicle Powered by Fuel Cell
`....... By Yasuhiro Nonobe/ Yoshio Kimura ..................................................... ..
`C02 Reduction Activities in TMC Production Process
`....... By Hidehiro Ono/ Wataru Sato/ Tomoki Nakagaki/ Takeo Sakai ................................................................................ .
`
`. ............. ..
`
`[>Technical Paper
`An Automatic Offsetting Method of Composite Surfaces
`....... By Hiroyuki Kawabata/ Yukitaka Fujitani/ Junji Ishida/ Hiromi Morisaki
`Development of TOYOTA New BEAMS 1 UZ-FE Engine
`....... By Kenji Watanabe/ Tetsuji Asahi/ Minoru Iwamuro/ Kunihiko Satou/ Tsutomu Hiyoshi/ Shigeo Kikori...................
`A Development of Easy-Column Shift
`....... By Yoshitaka Sato/ Harumi Minoshimal Minoru Makiguchi .......................................................................... ...............
`Development of Catalyst for Diesel Engine
`....... By Hideaki Ueno/ Toshinobu Furutani/ Tetsuo Nagami/ Norihiko Aono/ Hideyuki Goshimal Kouichi Kasahara ......
`Molecular~Levei-Analysis on Water Behavior Concerned to Degradation of Paint Film
`·······By Nobuaki Takazawal Yoshihiro Yamamural Ryuji Shimazaki····················································································
`Construction and Implementation of Internal Management System for Hazardous Substances
`....... By Kengo Ando/ Yoshihisa Nakagawa/ Yuji Kiyono/ Chikashi Ogura ..........................................................................
`[>Topics· ............................................ ,.........................................................................................................................................................
`[>Technical Award News.............................................................................................................................................................
`
`[>Recent Publications by Toyota Authors (January- June, 1997) ........................................................
`[>Awards (January- June, 1997) ........................................................................................................................................
`
`l
`
`li
`I,
`I
`
`4
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`6
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`12
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`18
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`23
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`29
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`36
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`43
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`47
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`53
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`61
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`67
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`73
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`79
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`85
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`92
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`98
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`104
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`111
`118
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`125
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`129
`135
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`Page 5 of 11
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`FORD 1208
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`

`

`This No.2 issue of TOYOTA Technical Review Vol.47 is being pub(cid:173)
`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
`Wanning -C02 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(cid:173)
`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(cid:173)
`vironmental protection and conservation.
`I have been very stimulated by the activities of rival engineers, caus(cid:173)
`ing me to renew my enthusiasm in order to display my full potential.
`(Kanamori)
`
`Environmental issues are being discussed almost every day in the
`press as we approach the end of the 20th century. Although we have
`been making efforts to ensure more efficient use of precious global re(cid:173)
`sources, various kinds of waste result from their consumption. Coming
`up with ways to restore nature is the goal of almost every industrial
`field. Great advancements are expected in this regard through the appli(cid:173)
`cation of human wisdom.
`In the automotive field, these same efforts are being made every day
`and the image of vehicles for the 21st century is about to be formed.
`(Fujita)
`
`1998
`Editorial Staff
`
`Eisaku Akutsu
`Y oshiharu Kanamori
`NorihiroSuzuki
`Hiroaki Tanaka
`
`Tetsuo Morita
`
`Hikaru Aoyagi
`Masayuki Kotani
`Nobuo Fujita
`Takasi Nagase
`
`Siro Miyazaki
`Mikio Sato
`
`Future Project Div. I
`
`Vehicle Engineering Div.
`
`Engine Engineering Div.
`
`Chassis System Development Div.
`
`Vehicle Evaluation & Engineering
`Div.m
`
`Material Engineering Div. I
`
`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
`N orie Kishimoto
`Kumiko Tsuji
`
`Technical Administration Div.
`
`Technical Administration Div.
`
`Technical Administration Div.
`
`*Chairman of the Editorial Committee
`
`TOYOTA Technical Review Vol. 47 No.2
`
`© 1998 TOYOTA MOTOR CORPORATION, Printed in Japan
`Copyrights of all articles published in the TOYOTA Technical Review are the proper(cid:173)
`ty of TOYOTA MOTOR CORPORATION.
`For permission to reproduce articles in quality or for use in other printed material, con(cid:173)
`tact the chairman of the Editorial Committee.
`
`Publisher's
`Office
`
`Publisher
`
`Editor
`
`Printer
`
`Printed
`
`Technical Administration Div.
`TOYOTA MOTOR CORPORATION
`I Toyota-cyo, Toyota, Aichi, 471-8572 Japan
`Tel. (565) 28-2121
`Fax. (565) 23-5744
`
`Eishi Ohno
`
`Chisato Niki
`
`CMC Co., Ltd.
`1-1-19 Heiwa, Nakaku, Nagoya, Aichi, 460-0021 Japan
`
`Apr. 1998
`
`Printed on recycle paper
`
`I'
`j,!
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`
`I
`I
`
`Page 6 of 11
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`FORD 1208
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`

`

`'
`
`§ '
`
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`6~
`~ .. ''"~rev~nti®~®;f umocrui,,WaJ.:t,tpu~,~~ &ellncflon~; ~
`j-~,2 F:;"Ty 4_4D---~'- fig_
`t,Y>A§e.'~ ~---' ~-;-~- ,;C,r' 0 '-r,
`
`.0
`
`•
`
`if: is
`
`Power performance
`
`Passing acceleration r f
`
`(20 --? 50km/h)
`
`Passing acceleration~ & 4
`{40 --? 70km/h)
`
`3J ff
`
`M
`
`I
`
`---] 1.5-liter Corolla
`with automatic
`transmission
`
`A High-Expansion-Ratio Gasoline
`Engine for the TOYOTA Hybrid System
`
`Toshifumi Takaoka**
`Katsuhiko Hirose*
`Tatehito Veda*
`
`Yasushi Nouno**
`Hiroshi Tada**
`Hiroshi Kanai*
`
`Abstract
`A 50% reduction in C02 and fuel consumption in comparison with a vehicle with the same engine displace·
`ment has been achieved by the newly developed gasoline engine for the Toyota Hybrid System. This is
`achieved by a combination of an electric motor and an internal-combustion engine that is optimized in
`terms of its displacement and heat cycle. Delaying the closing of the intake valve effectively separates the
`compression ratio and expansion ratio, so that the expansion ratio, which is normally set to 9:1 to 10:1 to
`suppress knocking, can be set to 13.5:1. Motor-assisted quick start, improved catalyst warm-up, and the
`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
`
`0
`5
`Fig. 13 Passing Acceleration Performance
`
`{seconds) (In-house test)
`
`4. Conclusion
`
`In January of 1997, Toyota announced the promotion of the
`"Toyota Eco-Project". Among the goals of the project, particularly
`with respect to reducing C02 emissions to prevent global warming, is
`the development of a hybrid vehicle with twice the fuel economy of
`conventional vehicles. The authors firmly believe that the completion
`of the Toyota Hybrid System is a major contribution toward the
`achievement of this objective.
`This paper has been based upon information released to the press in
`the spring of 1997.
`
`The THS vehicle emits only half as much C02 as a gasoline engine
`vehicle, and its emissions of carbon monoxide, hydrocarbons, and ni(cid:173)
`trogen oxides have been reduced to approximately one-tenth of their
`regulation standard levels.
`
`• Authors
`
`3.3 Acceleration
`
`The passing acceleration of the THS vehicle matches or exceeds
`that of a vehicle with a conventional engine and automatic transmis(cid:173)
`sion, and its acceleration is smoother, without any kick-down.
`
`Fuel economy (10. 15 mode)
`
`THS vehicle
`
`1.5-liter Corolla with
`automatic transmission 1---------...J
`10
`
`20
`
`30
`
`(km/.t)
`
`Fig. 11 10. 15 Mode Fuel Economy
`
`Emissions (10 · 15 mode/In-house test)
`Exhaust emissions
`
`Regulation
`standards (g/kml
`
`S.ABE
`
`T. KOTANI
`
`R.IBARAKI
`
`2. 7.3 Engine and Motor Drive Power Control
`
`The power performance of the THS vehicle is the sum total of the
`engine's direct drive power and the drive power of the motor, which
`comes simultaneously from electricity generated by the generator
`using the engine's power, and from electricity supplied by the battery.
`The drive power configuration is such that the lower the vehicle
`speed, the more motor drive is used. With the power split device
`functioning like a continuously variable transmission, the vehicle
`achieves smoother acceleration and deceleration performance than a
`vehicle with a conventional engine.
`
`3. THS Vehicle Performance
`
`3.1 Fuel Economy
`
`In in-house driving tests in the 10 · 15 mode, the THS vehicle
`achieved approximately twice the fuel economy of a vehicle with a
`conventional engine and automatic transmission, or 28 krnlliter.
`
`3.2 Exhaust Emissions
`
`1:
`
`I
`
`'.I! '
`
`I
`
`li !!:
`
`1.
`
`Introduction
`
`The earth's remaining reserves of fossil fuels are said to total approx(cid:173)
`imately two-trillion barrels, or about a 50-year supply. The electric ve(cid:173)
`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 internal-combustion/electric 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 internal-combustion engine.
`Because the drive energy of the hybrid system comes either from
`electrical generation by the internal-combustion engine or from the en(cid:173)
`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(cid:173)
`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(cid:173)
`tigative process and the results that were obtained ..
`
`engine output and the motor output by means of a planetary gear sys(cid:173)
`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(cid:173)
`hicle performance.
`
`Power split device
`
`Generator I Inverter
`
`1
`
`Hybrid transmission
`
`I Battery I
`
`Motor -Electric
`path -Mechanical
`
`power path
`
`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:
`(1) The only restriction to be placed on the choice of engine displace(cid:173)
`ment would be that it be within a range that satisfies the engine
`output and installability requirements. This makes it possible to
`use a high-expansion-ratio cycle with delayed intake valve clos-
`
`2.1
`
`0.25
`
`0.25
`
`K. TOJIMA
`
`S. SHAMOTO
`
`A. SAKAl
`
`2. Hybrid System and Engine Specifications
`
`2.1 Hybrid System
`
`The configuration of THS is shown in Fig. 1. The system links the
`
`* Engine Engineering Div. II
`** Power Train Engineering Div. II
`
`0
`
`50
`Compared to regulation standards
`Fig. 12 10. 15 Mode Emissions
`
`100
`
`co
`
`HC
`
`NOx
`
`52
`
`TOYOTA Technical Review Vol. 47 No.2 Apr. 1998
`
`53
`
`II
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`Page 7 of 11
`
`FORD 1208
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`

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`THS vehicle
`
`B
`
`Average
`
`A: Optimized engine operating range
`
`B: Improved engine efficiency
`
`Engine output
`
`Fig. 2 Relationship of Engine Output and Efficiency
`
`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(cid:173)
`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, thermal efficiency is higher with a small-dis(cid:173)
`placement engine. Both the indicated thermal efficiency and the me(cid:173)
`chanical efficiency (friction loss) improve as displacement becomes
`larger, but in the low-output range, because of the effect of the pump(cid:173)
`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(cid:173)
`sumption. For the reasons cited above, 1500 cc was deemed the opti(cid:173)
`mum engine displacement, given the curb weight of the THS vehicle.
`
`5
`
`4
`
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`Vehicle ~uel eco~omy -r-
`-·
`~ -Eog;oerax;mT effidery --
`
`A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`
`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(cid:173)
`fects of the mechanical compression ratio and valve timing on brake ther(cid:173)
`mal efficiency were studied. An in-line four-cylinder, 2164-cc Toyota 55-
`FE engine was used in the experiments.
`Fig. 9 shows the changes in thennal efficiency with different combina(cid:173)
`tions of expansion ratio and valve timing. If the expansion ratio is in(cid:173)
`creased and intake valve closing is delayed, brake thermal efficiency rises,
`but it reaches a limit at an expansion ratio of 14.7:1. Also, the maximum
`value of the brake mean effective pressure drops as the delay in intake
`valve closing increases.
`
`~
`> 0
`
`40
`
`c •• ~ w
`" §
`w
`35 £
`w
`~
`
`~ "
`
`1000
`
`1200
`
`1400
`
`1600
`
`1800
`
`Displacement (cc)
`
`Fig. 6 Displacement and Fuel Economy
`
`3. Improving Efficiency by Means of High Expansion Ratio
`
`3.1 Principle
`
`36
`
`32
`
`28
`
`24
`
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`Expansion
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`
`12.1
`
`..........
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`.. .......... ••
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`• 9.5
`• 13.7
`0
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`
`14.7
`16.8
`Effective compression rat1o = 9.0
`
`1
`0.8
`0.6
`0.4
`Brake mean effective pressure Pme (MPa)
`
`ii ,
`
`!
`
`,
`
`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 A = 1 over its entire range, and the exhaust
`system would use a 3-way catalyst.
`(3) Active measures would be taken to reduce weight and increase ef(cid:173)
`ficiency.
`Fig. 3 shows the relationship between the S/V ratio (the ratio of
`combustion chamber surface area to combustion chamber volume) and
`the indicated mean effective pressure. The smaller the S/V ratio, the
`less heat is dissipated into the coolant, raising the indicated mean ef(cid:173)
`fective pressure. Since the SN ratio tends to decrease as the displace(cid:173)
`ment per cylinder increases, this also raises the indicated mean effec(cid:173)
`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
`
`~
`~
`
`f ii:
`
`1.25 L--~---~--~--__J
`0.2
`0.22
`0.24
`0.26
`0.28
`
`SN ratio (1/mm)
`
`1
`
`0
`
`0
`
`5
`
`10
`
`20
`
`40
`
`Output (kW)
`
`Fig. 4 Relationship of Displacement and Friction
`
`# -
`,.
`0 c •• £ w
`" §
`
`40
`
`30
`
`w
`c5
`w
`~ 20
`
`~ "
`
`--+------i 50
`
`0
`
`10
`
`20
`
`30
`
`40
`
`Engine output (kW)
`
`c
`
`~
`"' (;
`w ,
`cr
`~
`~
`-~ .,
`E ,
`u
`
`Fig. 3 Relationship of S/V Ratio and Indicated Mean
`Effective Pressure
`
`Fig. 5 Displacement and Engine Efficiency
`
`The theoretical thermal efficiency of an equivalent charge cycle 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-expan(cid:173)
`sion-ratio engine, the timing of intake valve closing was delayed con(cid:173)
`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(cid:173)
`sion-ratio cycle with the conventional cycle when the charging effi(cid:173)
`ciencies of the two are equal. Fig. 8 shows the same sort of compari(cid:173)
`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(cid:173)
`sure, increasing the expansion ratio raises the theoretical efficien(cid:173)
`cy. 1 1 H2)(31(4li>H61(7)(8)(9)
`
`10000 r-~-c::--:-~
`
`~
`~
`~ ,
`~ 0.
`
`1000
`
`100
`
`10'---~-...1
`100 ' 1000
`10
`Cylinder volume (cc)
`
`1000
`100
`10
`Cylinder volume (cc)
`
`Fig. 7 p·V Diagrams with
`Equivalent
`Charging Efficiency
`
`Fig. 8 p-V Diagrams with
`Equivalent
`Compression End
`Pressure
`
`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
`
`33
`
`32
`
`31
`
`~
`(;
`c
`w
`·o
`~
`" §
`
`w
`£
`.l!
`~
`"
`
`I
`
`ratio
`•
`9.5
`0
`12.1
`•
`13.7
`<>
`14.7
`• 1U
`
`30
`1.1
`0.9
`0.8
`0.7
`Brake mean effective pressure under full load (MPa)
`
`Fig. 10 Relationship of Brake Mean Effective Pressure
`and Thermal Efficiency as Expansion Ratio and
`Compression Ratio Change
`
`54
`
`TOYOTA Technical Review Vol. 47 No. 2 Apr. 1998
`
`55
`
`Page 8 of 11
`
`FORD 1208
`
`

`

`is delayed at the same time, knocking gradually diminishes and effi(cid:173)
`ciency improves. Therefore, if the brake mean effective pressure is al(cid:173)
`lowed to fall, the combination of high expansion ratio and delayed in(cid:173)
`take valve closing achieves high efficiency. Fig. 11 is an indicator
`diagram of actual measured results showing that the heat cycle illus(cid:173)
`trated in Fig. 7 and Fig. 8 was achieved.
`
`10000,------------------------------,
`
`4.2 Engine Structure
`
`Fig. 12 is a transverse sectional view of the high-expansion-ratio
`engine. An aluminum-alloy cylinder block, offset crankshaft,( 10l and
`ladder-frame structure are used. The crankshaft has been made thin(cid:173)
`ner and lighter, and the load on the valve system springs has been re(cid:173)
`duced, as has the tensile strength of the piston rings. The connecting
`rod/stroke ratio has been increased, and the intake inertia effect has
`been reduced by using a small intake manifold. The engine also uses
`a slant squish combustion chamber. All of these features combine to
`achieve lighter weight, lower friction, and improved combustion.
`
`• "-"' e
`
`0
`ID
`
`ID e
`"-
`
`1000
`
`100
`
`E
`~ •
`0
`2"
`0
`f-
`
`80
`
`70
`
`60
`280
`
`1000 rpm
`
`Black points are trace knock
`
`Expansion ratio
`0
`13
`14
`D
`!::.
`15
`
`~ 260
`<f) ~
`"'
`
`2
`
`u
`
`~
`
`240
`
`220
`
`0
`
`10
`5
`Ignition advance {degrees BTDC)
`
`15
`
`combustion chamber volume and the adhesion of deposits in the com(cid:173)
`bustion chamber, in order to leave a margin for pre-ignition.
`
`ventional engines and that the objective of reducing friction loss was
`achieved.
`
`A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`
`120
`
`100
`
`80
`
`E
`
`~ • 0
`2"
`0
`f-
`
`"'
`~...--o-----D-----0---0__,--o-----D
`
`!J. lnta~e valve
`closmg
`D Intake valve
`closing
`
`80° ABDC I j 260
`
`goo ABDC
`
`240
`
`220
`
`2 s
`~
`u
`~
`<f)
`"'
`
`1000
`
`2000
`
`3000
`
`4000
`
`Engine speed (rpm)
`
`Fig. 15 Torque Improvement Effect of VVT-i
`
`0.2
`
`Conventional eng in
`
`,II
`I
`I
`
`!,!j
`
`10L-------------~----------~
`"1000
`10
`100
`
`Cylinder volume (cc)
`
`Fig. 11
`
`Indicator Diagram of Actual Measurements
`
`4. High-expansion-ratio THS Engine
`
`Fig. 13 Relationship of Ignition Timing and BSFC
`
`4.1 Basic Specifications
`
`5. Experimental Results and Considerations
`
`Fig. 12 Transverse Section of High-expansion-ratio Engine
`
`Table 1 shows the main specifications for the high-expansion-ratio
`engine. The mechanical compression ratio is set to 13.5:1, but the ef(cid:173)
`fective compression ratio is suppressed to the range of 4.8:1 to 9.3:1
`by using intelligent variable valve timing (VVT-i) to time the intake
`valve closing between 80° and 120° after bottom dead center (ABDC).
`The ratio of 4.8:1 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
`
`Engine model
`
`Displacement (cc)
`
`Bore X stroke
`
`Maximum output
`
`Combustion chamber volume
`
`Mechanical compression ratio
`
`Effective compression ratio
`
`1NZ"FXE
`
`1497
`
`P75X84.7
`
`43kW/4,000rpm
`
`30cc
`
`13.5
`
`4.8-9.3
`
`Intake valve closing timing
`
`80-120° ABDC
`
`Exhaust valve opening timing
`
`32° BBDC
`
`56
`
`This section summarizes the results of experiments conducted on
`the 1.5-liter high-expansion-ratio engine and some considerations con(cid:173)
`cerning them.
`
`5.1 Relationship of Expansion Ratio and Brake Thermal
`Efficiency
`
`Fig. 13 shows the relationship of ignition timing to torque and to
`brake specific fuel consumption (BSFC). Expansion ratios of 13: 1,
`14:1, and 15:1 were compared, and it can be seen that as the expan(cid:173)
`sion ratio increases, the trace knock ignition timing is delayed. With a
`15:1 expansion ratio, the efficiency improves at the point of minimum
`spark advance for best torque (MET), but the expansion ratio is re(cid:173)
`stricted by the knocking that occurs due to the high effective compres(cid:173)
`sion ratio. The best results in terms of torque and BSFC were ob(cid:173)
`tained with an expansion ratio of 14:1.
`Fig. 14 shows the results of a study of thermal efficiency versus
`engine output. A 14:1 expansion ratio showed the best results over
`the entire output range. Ultimately, an expansion ratio of 13.5:1 was
`chosen, taking into account such factors as the allowable variation in
`
`~ 40r---------------------
`il" c • ·o
`n. ~
`~ -=-- """7S.'
`-· I
`if'
`-
`~
`jExpansion
`" § • £
`<>
`13
`D
`14
`30 l------L-----~'::t.::::1[5::~'-:~----~
`.ll
`~ "'
`
`0
`
`10
`
`20
`
`30
`
`40
`
`50
`
`35 I-
`
`Engine output (kW)
`
`Fig. 14 Expansion Ratio and Brake Thermal Efficiency
`
`5.2 Torque Improvement by VVT-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(cid:173)
`sible by advancing the intake valve closing by 10°. In THS, the en(cid:173)
`gine is controlled so that Intake valve closing is advanced when the
`load requirements are high.
`
`5.3 Friction Loss
`
`As stated previously, the engine speed was lowered in an attempt to
`reduce friction loss. The measured results are shown in Fig. 16. It
`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-
`
`TOYOTA Technical Review Vol. 47 No. 2 Apr. 1998
`
`-
`~ -~
`I
`-U!l!-
`- -~
`..0..
`~a=<>
`..o..2eQ<>
`A~I!!IS~
`Aiili
`S
`~!:!:2os
`~go
`~
`
`:~ ~
`8
`'!'-
`
`>CQ>
`
`THS engine
`
`• "-
`~
`• • .Q
`.Q .g
`
`c
`
`~
`
`0.1
`
`oL---~----~----~--~--~
`6400
`4800
`3200
`1600
`0
`
`Engine speed (rpm)
`
`Fig. 16 Comparison of Friction Loss
`
`5.4 Reduction of Exhaust Emissions
`
`The advantages and disadvantages of the hybrid vehicle with re(cid:173)
`spect to cleaner exhaust emissions are summarized below.
`Advantages
`(1) By using the supplementary drive power of the electric motor, the
`system eliminates the light-load range, where concentrations of
`hydrocarbons in the emissions are high and the exhaust tempera(cid:173)
`ture is low.
`
`57
`
`Page 9 of 11
`
`FORD 1208
`
`

`

`A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`
`t
`e g
`8.
`E ..
`
`~
`0
`D
`t;
`>
`
`"§ • u
`
`600
`
`400
`
`200
`
`0
`
`0
`
`' ..... -- ------
`-- Engine stopped
`--- Idling at 1000 rpm
`
`5
`
`10
`
`15
`
`Time (min.)
`
`Fig. 18 Change in Catalyst Bed Temperature with
`Engine Stopped
`
`10
`
`0
`
`·10
`
`1: •
`~
`c
`• ..
`0 '§
`u "'
`
`u
`
`10
`
`0
`
`·10
`
`'0
`
`1:
`0 ""-.s
`c
`.. u
`0 '§
`•
`"'
`
`u
`
`~
`::;;:
`e ,
`~ c.
`• ~ .s
`~
`
`~ 1000 1------+------,..-9=="""---1
`~ 00
`.S
`"' ~
`
`0 1
`-0.2
`
`1 z<""""'C
`0.:.!
`0
`
`I
`0.4
`
`I
`0.6
`
`I
`0.8
`
`I
`
`10 · 15 mode
`
`Time (sec.)
`
`Fig. 20 Vibration When Engine Starts
`
`5.6 Low-temperature Starting
`
`1.2
`
`0.8
`
`0.4
`
`X
`
`'E
`~
`0 z
`0
`u
`u
`r
`
`2
`
`Pressure limit for starting
`
`I' l
`
`!
`
`Intake valve closing timing
`90°
`o
`ABDC
`---·- ------· ------
`•
`114°
`b. 125°
`I• 78"
`~.-r--
`,,.·• ----~--1
`_.--•
`•''
`,..·
`/
`
`/ -v//////11<"',.,.;-t/;//,(~ ~/////:////h
`~-· _ ....... -
`/"'
`.I ..
`i/
`0----~--~--~--~--_.--~
`BOO
`0
`400
`1200
`
`Intake valve t
`
`closmg 120°
`
`..•.
`
`IS. _____ .. -
`
`Engine speed (rpm)
`
`Fig. 21 Relationship of Engine Speed and Cylinder
`Pressure
`
`~
`~ c
`0 ·o
`
`40r--------,~------.--------,
`
`10 · 15 mode
`
`(2) By allocating a portion of the load to the electric motor, the system
`is able to reduce engine load fluctuation 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
`(1) Because the engine is used in the high-efficiency range, the ex(cid:173)
`haust temperatures are lower tha