fic‘v (3H
`
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`
`
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`.
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`
`mum. alum"! .iwi 1h Twirl"
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`
`
`
`
`
`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 002 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
`
`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 split device
`
`Inverter
`Generator
`
`
`
`
`
`Electric
`
`path
`echanical
`power path
`Hybrid transmission
`
`—M
`
`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.
`I
`,
`
`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:
`'
`(I) The only restriction to be placed on the choice of engine displace-
`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-
`
`53
`
`FORD 1861
`
`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 electrig 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-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 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
`output. Because priority was given to the total efficiency of
`specific
`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
`
`f
`
`K
`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
`
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`
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`

`-awn-hi
`
`1—__’__—_-_—————————_—————_——————_——-—\ I.
`
`THS vehicle
`
`Average efficiency
`.._- og
`
`Conventional
`
`VEh'C'e
`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 A = 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 increase 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+me+pr me: Friction mean effective pressure
`pr: Pumping mean effective pressure
`
`1.40
`
`1.35
`
`1.30
`
`o.
`a
`EUC
`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. thermal efficiency is higher with a small-dis-
`placement engine. Both the indicated thermal 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
`
`(Nm)
`
`Output (kW)
`
`1'
`
`Fig. 4 Relationship of Displacement and Friction
`
`,
`
`
`
`Brakethermalefficiency(°/a)
`
`
`
`
`
`bO
`
`(1500cc) Cumulative
`
`frequency(sec)
`
`1300CC .
`1000cc
`
`100
`
`50
`
`'Cumulative
`frequency
`
`20
`
`40
`
`Fig. 3 Relationship of SIV Ratio and Indicated Mean
`Effective Pressure
`
`Fig. 5 Displacement and Engine Efficiency
`
`Engine output (kW)
`
`
`
`”r.......
`
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`

`A High-Expansion-natio Gasoline Engine for the TOYOTA Hybrid Sy‘sium
`
`
`
`
`Fueleconomy
`
`improvement
`
`l%) Brake
`
`
`thermalefficiency(%l
`
`1000
`
`1200
`
`1400
`
`1600 .
`
`1800
`
`Displacement (cc)
`
`3.2 Relationship of Mechanical Compression Ratio,
`
`Valve Timing, and Brake Thermal Efficiency
`
`Before a prototype of the highexpansion-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.
`lf 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.
`
`36
`
`32
`
`28
`
`24
`
`20
`
`2400rpm
`
`
`
`Expansion
`.-
`Elm
`El—
`n—
`E—
`u—
`Effective compression ratio = 9.0
`
`0.2
`
`0.4
`
`0.5
`
`0.8
`
`1
`
`Brake mean effective pressure Pme (MPa)
`
`‘2
`
`g>
`
`U 5
`
`£3
`s
`E
`E
`{c‘j
`3
`2
`”
`
`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
`
`3. Improving Efficiency by Means of High Expansion Ratio
`
`3.1 Principle
`
`The theoretical thermal efficiency of an equivalent chargecycle 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-n-
`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-
`cyillnllxllslfil‘lflx?)
`
`
`
`PressurelkPal
`
`10000
`
`rooo
`
`
`High-expansion-
`ratio cycle
`
`Conventional
`
`0m
`
`
`
`10
`
`100
`
`1000
`
`100
`
`10
`
`Cylinder volume (cc)
`
`10
`
`100
`
`1000
`
`Cylinder volume (cc)
`
`wa
`
`(AN
`
`w .-
`
`
`
` u. u Brakethermalefficiency(Va)
`
`lntake valve
`closing delay
`
`‘
`
`30
`1.1
`1
`0.9
`0.8
`0.7
`Brake mean effective pressure under full load (MPal
`
`“9- 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
`
`TOYOTA Technical Review Vol. 47 No. 2 Apr. 1998
`
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`

`_’____________________.__________——-——————
`
`is delayed at the same time. knocking gradually diminishes and effi-
`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 illus-
`trated in Fig. 7 and Fig. 8 was achieved.
`
`10000
`
`
`
`Pressure"(1’31
`
`High-expansion-
`ratio cycle *
`
`1000
`
`Conventional Otto
`cycle
`
`100
`
`10
`
`10
`
`100
`
`1000
`
`Cylinder volume (ccl
`
`Fig. 11 Indicator Diagram of Actual Measurements
`
`4.2 Engine Structure
`
`Fig. 12 is a transverse sectional view of the high-expansion-r:
`engine. An aluminum-alloy cylinder block. offset crankshaft.”‘" :
`ladder-frame structure are used. The crankshaft has been made (1
`
`ner and lighter. and the load on the valve system springs has been
`duced. as has the tensile strength of the piston rings. The connecr
`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 combint
`achieve lighter weight. lower friction. and improved combustion.
`
`
`
`Conventional
`1.5-liter engine
`
`THS engine
`
`
`
`4. High-expansion-ratio THS Engine
`
`Fig. 12 Transverse Section of High-expansion-ratio Eng
`
`4.1 Basic Specifications
`
`5. Experimental Results and Considerations
`
`Table 1 shows the main specifications for the high-expansion—ratio
`
`engine. The mechanical compression ratio is set to 13.521, but the ef-
`fective compression ratio is suppressed to the range of 4.8:1 to 9.311
`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 4.821 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
`
`Engine model
`
`Displacement (cc)
`
`
`
`INZ-FXE
`
`1
`
`.
`
`1497
`
`
`
`
`
`Effective compression ratio
`
`Intake valve closing timing
`
`
`
`Exhaust valve opening timing
`
`4.8~9.3
`
`80~120° ABDC
`
`
`
`32' BBDC
`
`
`
`
`
`This section summarizes the Fesults of experiments conductev
`
`the 1.5-liter high-expansion-ratio engine and some considerations
`ceming them.
`'
`
`5.1 Relationship of Expansion Ratio and Brake Ther
`Efficiency
`"
`.
`i
`
`Fig. 13 shows the relationship of ignition timing to torque at
`brake specific fuel consumption (BSFC).‘ Expansion ratios of
`14:1. and 15:1 were comparedmnd it can be seen that as the ex
`sion ratio increases, the trace knock ignition timing is delayed. Vi
`
`15:1 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 1421.
`Fig. 14 shows the results of a study of thermal efficiency v
`
`engine output. A 14:1 expansion ratio showed the best results
`the entire output range. Ultimately. an expansion ratio of 13.5:
`chosen, taking into account such factors as the allowable variati
`
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`

`A Hiqh~EvpansiLm-Ratiu Gasoline Engine for the (I'JVQ'ITI i-€~,Ir:-r:rs System
`
`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
`
`80
`
`120
`
`
`
`Torque(le
`
`
`
`BSFClglkWh)
`
`70
`
`60
`280
`
`260
`
`240
`
`Expansion ratio
`
`O
`U
`
`‘3
`14
`
`100
`
`
`
`Torque(Nm)
`
`I
`
`80
`220
`
`v
`A Intake val 9
`closing
`Intake valve
`0 closing
`
`80" ABDC
`.
`90 ABDC
`
`260
`
`..
`L
`EE!
`240 U‘L
`U)m
`
`Ignition advance (degrees BTDCI
`
`. 13 Relationship of Ignition Timing and BSFC
`
`1000
`
`2000
`
`3000
`
`4000
`
`Engine speed (rpm)
`
`Fig. 15 Torque Improvement Effect of VVT-i
`
`
`
`BrakethermalefficiencyI%)
`
`
`
`
`
`
`
`Frictionloss
`
`(MPa)
`
`o
`
`1600
`
`_ 4500
`3200
`Engine speed (rpm)
`
`6400
`
`I
`
`Fig. 16 Comparison offriction Loss "
`5
`
`5.4 Reduction of Exhaust Emissions
`
`The advantages and disadvantages of the hybrid vehicle with re-
`spect to cleaner exhaust emissions are summarized below.
`Advantages
`I) 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-
`ture is low.
`
`57
`
`FORD 1861
`
` 0
`
`30
`
`40
`
`50
`
`10
`
`20
`
`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-
`
`In THS. the en-
`sible by advancing the intake valve closing by l0°.
`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-expansiomratio engine is
`ill a consistently lower level than the cluster of points plotted for con-
`
`Tovom Technical Review Vol. 47 No. 2 Ap'r. 1998
`
`5of19
`
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`
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`
`

`

`W
`
`(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
`
`
`
`_.l..
`
`(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 wrll enter the exhaust system and the more
`
`(“Cl the catalyst bed temperature will drop.
`Catalystbedtemperature
`
`
`200
`
`Engine stopped
`
`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
`gradual'decline 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(Nm)
`
`THS engine operating range
`
`Exhaust temperature (“Cl
`
`800
`
`1600
`
`2400
`Engine speed (rpm)
`
`3200
`
`4000
`
`Fig. 17 Exhaust Temperature Map
`
`58
`
`6 of 19
`
`Time (min.)
`
`Fig. 18 Change in Catalyst Bed Temperature With
`Engine StOPPEd
`
`‘
`
`HCC0NOXlg/km)
`
`w ' 15 mode
`
`_a N
`
`F’ 0:
`
`.0b
`
`Conventional
`
`
`
`HC
`
`
`NOx
`
`Fig. 19 Comparison of Emissions at Catalyst lnlet
`
`5.5 Vibration Countermea‘sures When Starting an
`.
`Stopping
`
`'
`.
`.
`_
`Stopping the engine when the vehicle stops contributes greatly,
`fuel economy. realizing a 20% improvement in the lO-lS mode.
`(
`the other hand, problems have been raised with vibration as the engi
`speed passes through the resonance ‘point of the drive 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 :aise the engine-speed in a short
`time.
`It was thought that the compression and expansion cycle cot
`be moderated by reducing the voltime 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'.
`
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`

`Expansiannstio Gasoline Engine- for the TO‘fCTf: ‘riybrid System
`
`Intake valve closing timing
`0
`90°
`ABDC
`
`
`I 114°
`A 125°
`
`78°
`
`
`
`
`Intake valve
`
`closing 120°
`
`
`
`/////{{4///77
`////////y/////;r//////
`I
`
`
`
`
`
` __--A"' Cylinderpressure(MP8)
`
`_...
`
`-O.2
`
`0
`
`0.2
`
`0.4
`Time (sec)
`
`0.6
`
`0.8
`
`1
`
`Fig. 20 Vibration When Engine Starts
`
`0
`
`400
`
`800
`
`1 200
`
`Engine speed (rpm)
`
`Fig. 21 Relationship of Engine Speed and Cylinder
`Pressure
`
`Intake valve
`
`closing 90°
`ABDC
`
`Intake valve
`
`closing 120°
`ABDC.
`
`
`
`.r
`In
`8
`\
`
`EC
`.9
`E
`3
`
`g
`<
`
`:
`
`§
`E
`C
`.9
`E
`Q
`E
`U
`
`g
`
`A
`
`EE S00Qm0
`
`.E
`0)
`j
`
`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 -
`IS 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-
`ative braking. allows the THS vehicle to attain almost twice the fuel
`economy of a conventional vehicle of the same class.
`
`TOYOTA Technical Review Vol. 47 No. 2 Apr. 1998
`
`7of19
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`AO
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`20
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`30
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`
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`Brakethermalefficiency(%) 0
`
`
`
`
`
`20
`
`30
`
`
`
`
`
`Cumulativefrequency(seal
`
`Engine output (kyw
`
`Fig. 22 Engine Operating Range and Efficiency in
`10 - 15 Mode
`
`(km/liter)
`
`Fueleconomy
`
`Charge balance (Ah)
`
`Fig. 23 Charge Balance and Fuel Economy
`
`59
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`
`
`6. Conclusion
`
`l0. 9437458
`(l0)Shinichi Sano. Kamiyama, Ueda: Improving Thermal Efficiei
`
`by Means of Cylinder Bore and Offset Crankshaft. JSAE Prin
`Materials for Presentations 966 I996— l0
`
`4
`I AUthOI'S
`
`l References
`
`1
`
`_
`K. HIROSE
`
`A lightweight. compact. high-expansion-ratio gasoline engine was
`developed for use in the intemal-combustion/electric hybrid vehicle.
`(1) 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-Iiter 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 CO:
`emissions in half.
`
`The authors wish to express their respectful appreciation to all
`
`those who cooperated in the development of this system. We panicu-
`larly wish to express our gratitude to the late Mr. Masahito Ninomiya
`for helping us to succeed in providing this engine to our-customers.
`
`
`
`_
`T. TAKAOKA
`
`_
`
`y, NOUNO
`
`H. TADA-
`
`H. KANAI
`
`‘I
`
`(I) Yoshihiro Fujiyoshi, Urata. Suzuki, Fukuo: Study of. Non-
`Throttling Engine Using Early Intake Valve Closing Mechanism.
`Report No. I. Society of Automotive Engineers of Japan (ISAE).
`Printed Materials for Presentations 924006, 924 I992-l0
`
`(2) Shinichi Nagumo, Hara: Improved Fuel Efficiency by Control of
`Intake Valve Closing Timing.
`.ISAE 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. I989
`(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 aI.: 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. I982
`
`(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 Ueda. Ichiniaru, Sakai. Kanesaka: High Expansion Ratio
`Gasoline Engine Using Rotary Valve for Intake Manifold Control.
`
`Report No. 3. JSAE Printed Materials for Presentations 946 I994-
`
`,3
`
`
`
`60
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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.
`
`
`
`9 of 19
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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.
`
`l 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 Dam. am»:
`
`Date
`
`
`CAM
`Walt Johnso
`
`
`10 of 19
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`

`

`EXHIBIT A
`EXHIBIT A
`
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`

`MINNEAPJLIS' PUBLIC LIBRN’Y.,
`HAND INFURMATI
`
`
`
`q _Vol. 47 No.2
`Special Edition
`
`\
`
`Prevention of
`Global Warming
`'—'CO2 Reduction—
`
`1
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`
`
`Contents
`
`9 Special Edition for Prevention of Global Warming ~COz Reduction-
`. Not Only as a Businessman, but as a Citizen
`.......By AkioMatsubara 4
`. CO: Reduction in Automotive Development
`--‘----By Naoto Kushi .................................................................................................................................................................
`. Fuel Efficiency Improvement of Gasoline Engine Vehicle
`
`6
`
`- Development of Fuel Economy 5W-20 Gasoline Engine Oil
`
`.......By Kenyu Akiyama/ Hiromi Kawai/ shiHiChiSuglyama" 18
`. Contributions of Automatic Transmission to Fuel Economy
`.......By Sinya Nakamuraf Masahim Kojjma/ KatsumiKohno 23
`- Development of D-4 Engine
`-
`
`.......By Zemchiro Mashild/ Souichi Matsushita/ Takeshi Gouno
`- Electric Vehicle "FIAV4 EV"
`I
`
`29
`
`-
`
`.......By MaSao KinoshitafySadahiroKlmura 36
`introduction of EV Commuter "e-co'm"
`-
`I
`.
`.1
`I
`'
`_
`__
`-------By Makoto Yamada/ Keiji Kogakil Toshiyukj Sekimori/ Tetsuhiro Ish1kawa 43
`- A Development of Toyota Hybrid System
`‘
`------- By Shinichi Abel Takeshi Kotani/ Ryuji Ibaraki/ Kazuo Tojirnaf Sumjkazu Shamoto/ Akita Sakai
`- A High-Expansion-Ratio Gasoline Engine for the TOYOTA Hybrid System
`m-mBy Toshifumi Takaokal Katsuhiko Hirose/ Tatehito Ueda/ Yasushi Nouno.’ Hiroshi Tada/ Hiroshi Kanai ----------------
`- Production Engineering Development for EV, HV Units
`"nu-By Ken Tanoue/ Hiroshi Miyazaki/ Yasutomo Kawabata/ Toshiaki Yamamoto/ Takao Hirose/ Hajime Nakagawa----------
`- Development of Electric Vehicle Powered by Fuel Cell
`"'"“By Yasuhiro Nonobe/ YoshioKlmura 67
`- C02 Reduction Activities in TMC Production Process
`
`47
`
`53
`
`61
`
`....... By Hidehiro 0110/ Wataru Sato/ Tomoki Nakagaki/ TakeoSakal 73
`
`
`DTechnical Paper
`- An Automatic Offsetting Method of Composite Surfaces
`------- By Hiroyuki Kawabata/ Yukitaka Fujitani/ Junji Ishida/ HiromiMorlsakj 79
`- Development of TOYOTA New BEAMS 1UZ-FE Engine
`'
`
`-------By Kenji Watanabe/ Tetsuji Asahi/ Minoru Iwamuro/ Kunihiko Satou/ Tsutomu Hiyoshi/ Shigco Kikori """"""""""""
`- A Development of Easy-Column Shift
`-------By Yoshitaka Sato/ Harumi Minoshima/ Minoru Makjguchi
`' Development of Catalyst for Diesel Engine
`------- By Hideakj Ueno/ Toshinobu Furutani/ Tetsuo Nagami/ Norihiko Aonol Hideyukj Goshima/ Kouichi Kasahara
`. Molecular-Level-Anaiysis on Water Behavior Concerned to Degradation of Paint Film
`.......By Nobuaki Takazawa/ YOShihirO Yamamura/ Ryuji Shlmazakl 104
`- Construction and Implementation of Internal Management System for Hazardous Substances
`.......By Kengo Andol Yoshihisa Nakagawaj Yujl ijono/ Chi-kashiOgura 111
`
`85
`
`92
`
`98
`
`
`
`[>Technica' Award News .............................................................................................................................................................
`
`[>Recent Publications by Toyota Authors (January _ June, 1997)
`
`125
`
`129
`
`135
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`
`
`
`
`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 -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-
`
`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 very stimulated by the activities of rival engineers, cause
`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-
`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 t