Engine Technology Progress in Japan

ENGINE TECHNOLOGY PROGRESS IN JAPAN
ALTERNATIVE FUELS AND ENGINES

Compression-Ignition Combustion of Direct-Injected Hydrogen Jet in Argon-Oxygen Fuel Economy Improvement with Ethanol Reforming in an EGR System with a Catalyst A Methodology Developed to Increase the Accuracy of Monitoring Misfire in a Hybrid Vehicle A Control Method Developed for a One-Motor and Two-Clutch Hybrid Powertrain Evaluation Methodology for PHEV Battery Deterioration A Wireless Battery Charging System Developed to Increase Power Transmission Tolerance A Hybrid Trailer Truck Concept to Improve Fuel Economy of Heavy-Duty Fleets
ISSN 1085-6854
inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
April 2012
Copyright 1994~2012 inter-Tech Energy Progress, Inc. All rights reserved. All portions of this publication are protected against copying or other reproduction by an individual or any organization regardless of either internal or external organizational use without prior approval from inter-Tech Energy Progress, Inc. Neither inter-Tech Energy Progress, Inc. nor any other person acting on behalf of inter-Tech Energy Progress, Inc. assumes liability for any loss or damage of any kind resulting from the use of the information contained in this document or any errors or omissions in any entry. inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
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PREFACE
ENGINE TECHNOLOGY PROGRESS IN JAPAN
PUBLISHER Susumu Ariga Editor / Consulting Engine Engineer inter-Tech Energy Progress, Inc. San Antonio, Texas, U.S.A.
inter-Tech Energy progress, Inc. (iTEP) in cooperation with the Society of Automotive Engineers of Japan is totally dedicated to contribute to an increased flow of engine technological data from Japan and assist engine engineers in foreign countries in maintaining an awareness of Japanese engine technology progress. The professionals at iTEP are committed to accomplish the above objectives. iTEP publishes two reports per year in April and October each on the following three disciplines. Alternative Fuels and Engines Compression-Ignition Engine Technology Spark-Ignition Engine Technology
TECHNICALADVISORY BOARD (alphabetical order) Mr. Brent K. Bailey

Executive Director Coordinating Research Council, Inc. Alpharetta, Georgia, U.S.A.
Emeritus Prof. Hiroyuki Hiroyasu, Ph.D.

The University of Hiroshima, Hiroshima, Japan Professor, Kinki University, Hiroshima, Japan President, Hiro Technology Brain(HTB), Inc. President, Hiroshima University Cooperative Research Center Chairman of Engine Systems Division of JSME and Institute of Liquid Atomization and Spray Systems Fellow of SAE
Emeritus Prof. Takeyuki Kamimoto, Ph.D.

Tokyo Institute of Technology, Tokyo, Japan Co-Chairman of Engineering Foundation Conference 1991 and 1993 Fellow of SAE
Mr. Akinori Miura

Senior Chief Engineer Engine Research and Development Division Nissan Diesel Motor Co., Ltd. Ageo-Shi, Saitama-Ken, Japan
Each semiannual report consists of three parts; 1) executive summary for a quick reference of the report contents, 2) main body of the report summarized and organized into similar topics, and 3) a list of literature referenced in the report. The report is written to inform the reader of the valuable essence of referenced literature sources available through engineering societies and technical periodicals in Japan. iTEP screens the literature, analyzes the contents, and selects them for the report. We write the report in our own words so that readers can efficiently acquire the most valuable information. Yet, the report contains sufficient technical data including tables and figures useful for engineering study on each topic. Therefore, the report is just not an assembly of literature directly translated from Japanese into English. The report is well organized for the selected topics and is a stand alone technical document. We greatly appreciate your comments and suggestions on the contents of the report. Therefore, please feel free to contact iTEP at the following numbers. Thank you very much for your interest in "ENGINE TECHNOLOGY PROGRESS IN JAPAN". inter-Tech Energy Progress, Inc.
13423 Blanco Road, No.207 San Antonio, Texas 78216-2187, U.S.A. Telephone: 210-408-7508 Facsimile: 210-568-4972 email: admin@itepsa.com www.itepsa.com iii
EXECUTIVE SUMMARY
1.0
COMPRESSION-IGNITION COMBUSTION OF DIRECTINJECTED HYDROGEN JET IN ARGON-OXYGEN
1. Purchase a full document of the individual ETPJ chapter at www.itepsa.com. 2. Use Search for ETPJ No. to locate the chapter.
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Hydrogen Combustion Evaluated in RCEM through Parametric Tests (ETPJ No. 12012041): By taking advantage of the high specific heat ratio of argon, an engine operating on the mixture of hydrogen and argon with a supplement of oxygen can produce high thermal efficiency. Since argon is limited in supply and expensive, one method is to recirculate it in the engine as a working fluid. Directly injecting hydrogen into a mixture of argon and oxygen rather than premix produces high thermal efficiency without abnormal combustion due to relatively high compression pressure. Researchers at Kyoto University and Toyota Motor Corporation continue the investigation of combustion of hydrogen directly injected into an argon-oxygen mixture and
Copyright 2012 inter-Tech Energy Progress, Inc.
ENGINE TECHNOLOGY PROGRESS IN JAPAN inter-Tech Energy Progress, Inc., San Antonio, Texas, U.S.A.
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COMBUSTION CHAMBER OF RCEM [Yamahoka et al.]
characterized the hydrogen combustion and flame development in a rapid compression-expansion machine (RCEM) with bore and stroke of 110 and 116 mm. Temperature of the argon-oxygen mixture was varied to set the cylinder gas temperature at the beginning of compression at a certain value as a test parameter. Hydrogen injection timing and oxygen fraction were varied as test parameters as well. The RCEM was operated at 600 rpm. Hydrogen combustion varied significantly when the gas temperature was below 950K and misfire sometimes occurred. Observation of the cylinder pressure data and hydrogen flame development revealed that combustion of injected hydrogen was similar to diesel combustion, which started with premix combustion followed by diffusion combustion. However, if the injected hydrogen self-ignited after a relatively long ignition delay, combustion was similar to premix compression ignition (PCI) combustion. Selfignition took place at multiple locations in the combustion chamber and combustion completed in a relatively short time. This chapter reports fundamental combustion characteristics of hydrogen directly injected into the argon and oxygen mixture based on the test results obtained in a RCEM. 2.0 FUEL ECONOMY IMPROVEMENT WITH ETHANOL REFORMING IN AN EGR SYSTEM WITH A CATALYST
Engine Tests Demonstrate Improved Fuel Economy with Ethanol Reformed Gas (ETPJ No. 12012042): Reforming such fuels as methanol, ethanol, gasoline, and di-methyl-ether with a catalyst and exhaust gas heat produces hydrogen (H2) and carbon monoxide (CO). An on-board reformer and the combustion system have been examined at various sites since the 1970s. Both performance and durability of the reformer (e.g., platinum) were problems that generally slowed down the research activity of the reformed fuel engine system. However, reformer technology has advanced in recent years for application in fuel cell powerplants. Researchers at Toyota R&D Labs, Inc., and Toyota Motor Corporation developed a steam reforming process
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ALTERNATIVE FUELS AND ENGINES April 2012
TEST ENGINE EQUIPPED WITH AN EGR SYSTEM CONSISTING OF ETHANOL REFORMING CATALYST AND FUEL INJECTION NOZZLE [Nagano et al.]
to dissociate ethanol into product gas containing rich hydrogen. They continue development of this steam reforming process and used exhaust gas in the exhaust gas recirculation (EGR) system as the heat source for the reforming catalyst. Through laboratory experiments, the reforming catalyst was developed by screening various catalysts and substrate materials and testing them on a spark-ignition engine. Based on laboratory experimental results, the combination of cerium oxides, zeorite oxides, and aluminum oxides (CeO2-ZrO2-AlO3) for the substrate and rhodium (Rh) for the catalyst performed best to reform fuel and produce high heating value of the product gas. The reforming catalyst made of the above catalyst and calcium zeorite oxides (CaZrO2) was installed on a 2.4liter spark-ignition engine, and the effects that exhaust gas temperature, fuel injection quantity, and EGR rate had on the concentration of hydrogen in the product gas and fuel consumption were evaluated. The engine was operated on 100 percent ethanol and fuel injected into the reforming catalyst was ethanol, gasoline, or an ethanol blend with gasoline with 85 percent ethanol fraction. Hydrogen produced in the EGR system with the reforming catalyst improved combustion, and the EGR rate could be increased to 28 percent with stable engine operation. The relative fuel consumption decreased by 4.6 percent at 2,800 rpm with brake mean effective pressure (BMEP) of 0.6 MPa. This chapter reports the results of laboratory experiments conducted for screening substrate materials and the engine test results to prove the concept of improving fuel economy with ethanol reformed gas produced in the EGR system. 3.0 A METHODOLOGY DEVELOPED TO INCREASE THE ACCURACY OF MONITORING MISFIRE IN A HYBRID VEHICLE
Error Eliminated in the Detection of Misfire (ETPJ No. 12012043): Precise prediction of engine torque is a key element of an engine control system. Variability in engine torque is an indication of such phenomena as misfire and poor combustion. In fact, the U.S. On-board
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ENGINE TORQUE AND CRANKSHAFT SPEED FOR BOTH CONVENTIONAL VEHICLE AND HYBRID VEHICLES [Ito et al.]
diagnostics (OBD) regulation includes monitoring misfire as part of the regulatory requirements for all electronic and hardware components that affect exhaust emissions. Engine torque has generally been estimated based on the measurement results of crankshaft rotational angle or the angular velocity. If the powertrain is constructed in a rigid structure, this method estimates engine torque with acceptable accuracy. However, if there is excessive torsion in the powertrain and another power source in the system as in the case of a hybrid vehicle, those systems that use a direct coupling of the powertrain components can create error in the engine torque estimate. A powertrain system consisting of a torsional damper and an electric motor/generator causes erroneous signal output from the crankshaft speed measurement sensor. Also, when the vehicle is driven on rough roads, the crankshaft speed varies corresponding to the variability of the drive shaft torque. Thus, Toyota engineers developed a technique to eliminate the source of errors in the measurement of crankshaft speed and increase the accuracy of engine torque estimate. The methodology was developed first and validated through tests conducted on simulated hybrid powertrain hardware in a laboratory. The measured torque and speed of the shafts were analyzed to determine the accuracy of the technical approaches. As a result, the correction to the engine torque estimate could be simplified to consider only the twist angle of the torsional damper with a constant. The engine torque estimate with correction was performed to develop a methodology to determine misfire in an individual cylinder. The determination could be simplified and the accuracy of misfire detection and determination of the misfiring cylinder was significantly increased. On-board examination of the methodology was demonstrated to validate the technical approach and methodology for detecting misfire in an engine used for a hybrid vehicle. This chapter reports the method to correct the engine torque estimate and the application to monitoring of misfire in individual cylinders.
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4.0
A CONTROL METHOD DEVELOPED FOR A ONE-MOTOR AND TWO-CLUTCH HYBRID POWERTRAIN
ARCHITECTURE OF A HYBRID CONTROL SYSTEM [Motosugi et al.]
Engine Start Algorithm Demonstrates Successful Management of Shift between Motor and Hybrid Operation (ETPJ No. 12012044): A hybrid electric vehicle (HEV) system that uses one electric motor with two clutches and no torque converter was developed at Nissan for luxury passenger car application, and the vehicle was successfully launched in the U.S. in March 2011. A typical seven-speed automatic transmission designed for a conventional vehicle was used as the secondary clutch of the powertrain. The transmission was also the integrated part of the vehicle starting with the engine and motor. This approach, rather than development of a clutch mechanism dedicated to hybrid application, reduced development costs. One electric motor is used to start the engine and operate the vehicle. When the vehicle is operated with the motor alone, starting the engine and driving the vehicle with the same motor simultaneously occurs. Until the engine start completes, the clutch is partially engaged to control the driving force so that the vehicle is operated according to the accelerator pedal position. Nissan engineers developed an algorithm for the engine start control system and integrated the control system into the hybrid powertrain. The control system was necessary to accomplish the quick change between motor operation and hybrid operation without changing the drive torque and damaging the clutch. Drive torque was accurately estimated independently from slip speed of the clutch. As a result, a smooth transition from motor operation to hybrid operation was demonstrated in the test results obtained in both bench and vehicle tests. This chapter reports the technical approaches for developing the engine start control algorithm and the implementation of the control methodology.
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5.0
EVALUATION METHODOLOGY FOR PHEV BATTERY DETERIORATION
BATTERY CHARGING AND DISCHARGING CYCLE PATTERN [Niikuni et al.]
Tests Demonstrate Battery Deterioration Caused by Time, Load, and Temperature (ETPJ No. 12012045): A plug-in-hybrid electric vehicle (PHEV) operates on battery power for a certain distance. As the battery capacity decreases to minimum while the vehicle is driven, the engine starts generating electricity to recharge the batteries. Thus, as the batteries deteriorate, the engine starts power generation at a shorter driving distance. For this reason, it is important to understand the characteristics of battery deterioration. However, evaluation of battery deterioration is not simple task. Batteries deteriorate due to various factors such as temperature, charging/ discharging frequency, material used for the battery, and so forth. Researchers at the National Traffic Safety and Environment Research Institute (NTSERI) studied battery deterioration characteristics for the effects of electric vehicle (EV) operation and temperature. With a focus on the charge-depleting mode, the charging/discharging load was applied to lithium ion batteries during vehicle operation under EV mode for Japans fuel economy test mode JC08. The batteries were recharged to full state of charge (SOC) and the EV operation mode was repeated. This EV operation and recharge cycle was repeated a couple times every day for 400 days and the reduction in the battery capacity was measured. Reduction in the battery capacity due to repetition of the test cycle consisting of EV operation and recharge was 20 percent. Batteries which were stored at 25C lost 9 percent capacity over the same period. Thus, deterioration in battery capacity due to repetition of charging/discharging was 11 percent over the 400-day test. As a result, battery deterioration linearly correlated with the number of charging/discharging for the particular battery tested for this research. Within the manufacturers specified temperature range, the reduction in battery capacity increased linearly in proportion to 0.5 power of time. However, for a battery soaked at a higher temperature than the manufacturers specification, e.g., 70C, the reduction in the battery capacity increased exponentially. On the other hand, the
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charging/discharging cycle at normal temperature did not change the batterys temperature significantly between 25 and 27C, for example. This chapter reports battery test procedure and the test results for evaluation of battery performance focusing on determining load factors affecting battery deterioration. 6.0 A WIRELESS BATTERY CHARGING SYSTEM DEVELOPED TO INCREASE POWER TRANSMISSION TOLERANCE
NISSANS HYPER-MINI ELECTRIC VEHICLE EQUIPPED WITH A WIRELESS BATTERY CHARGING SYSTEM [Minagawa et al.]
Methods Tested for Adequate Power Transmission with Some Parking Flexibility (ETPJ No. 12012046): An electric vehicle (EV) and a plug-in hybrid electric vehicle (PHEV) can conveniently charge their batteries by connecting to a wall plug. An additional and convenient method is to wirelessly charge the batteries. Inductance coil power transmission has been developed at various sites. A vehicle equipped with a receiver is parked at the transmitters ground location to recharge the batteries on the vehicle. Infrastructure, safety, noise, etc., have been issues, and the Society of Automotive Engineers has begun discussions about the standardization of a wireless battery charging system (J2954). Nissan engineers developed a technology to increase the tolerance of physical positions of both the transmitter and receiver so that parking the vehicle has some degree of flexibility. They investigated a method to reduce the effects that both distance and misalignment between the primary and secondary coils had on the power factor. As a result, the parallel resonant circuit was modified so that the receiver efficiently received inductance flux with a higher power factor. The power factor compensation circuit was developed to increase the tolerance in the position between the transmitter and the receiver. Both simulation and experiments were performed to validate that the improved method would not rely on the development of infrastructure for the transmitter. The compensation circuit significantly reduced the drop in total efficiency as the misalignment was increased. With no misalignment, the maximum distance between the transmitter and the receiver could be 100 mm while the charging efficiency was maintained more than 80 percent and charging power was more than
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3 kW. This chapter reports the electronics of the power factor compensation circuit and test results for validation of this improved wireless battery charging system. 7.0 A HYBRID TRAILER TRUCK CONCEPT TO IMPROVE FUEL ECONOMY OF HEAVY-DUTY FLEETS
HYBRID TRAILER TRUCK PREPARED FOR TESTING [Shimamura et al.]
Simulation Results Demonstrate Potential of Supplementing Power via a Hybrid Tow Trailer for Improved Truck Fuel Economy (EPTJ No. 12012047): Towing a trailer housing a hybrid system has been conceptualized at the Japan Automobile Research Institute (JARI) as a means to assist with power to drive trucks uphill and regenerate brake energy while going downhill. This concept could effectively improve fuel economy for fleets operated on highways, particularly in mountainous terrain. Researchers continue investigation of the concept to determine the benefit to fuel economy improvement and report the demonstration results. A test trailer was constructed for installation of an electric motor, batteries, and a control system. Through communication between the engine electronic control unit (ECU) of a conventional truck and the hybrid power system, the truck towing the trailer receives power assist from the motor-operated trailer especially in uphill driving. Batteries are recharged during downhill deceleration. Researchers developed the control system for the electric power trailer so that the trailer can be towed by a conventional truck with the fewest modifications possible. The ECU on the electric power trailer uses information from the engine ECU, but it does not have any association with the engine ECU in terms of vehicle control commands. Information on hybrid operation is displayed on the instrument panel to provide the driver with operating recommendations such as transmission shift position to achieve higher fuel economy. A conventional truck with payload capacity of 15.3 tons with the electric power trailer with payload capacity of 13.8 tons was constructed and tested on a test track to evaluate performance of the hybrid trailer truck and to gather information used later for tuning the control system. Subsequent tests indicated that various estimates
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calculated on board necessary for optimizing vehicle operation were within the acceptable tolerance A simulation program was developed to estimate fuel economy for real-world operating conditions since no chassis dynamometer test was possible. The hybrid trailer truck worked well maintaining vehicle speed uphill. The reduction in the vehicle speed was significantly less than that of the conventional truck because of the power assist by the electric power trailer. On a highway in Japan for the distance of about 350 km, including the gradient data obtained from the highway design data, the hybrid trailer truck improved fuel economy by 28.2 percent compared to the conventional truck in terms of liters per tonkilometer. This chapter reports the concept of the hybrid trailer truck, control system technology, and the simulation program and results of fuel economy.
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TABLE OF CONTENTS
Page
ACKNOWLEDGMENTS .................................................................................................... ii PREFACE ............................................................................................................................. iii EXECUTIVE SUMMARY ................................................................................................... v TABLE OF CONTENTS ...................................................................................................... xv
1.0
COMPRESSION-IGNITION COMBUSTION OF DIRECTINJECTED HYDROGEN JET IN ARGON-OXYGEN ................... 1

1.1 CHARACTERIZATION OF HYRDOGEN JET COMBUSTION IN ARGON-OXYGEN MIXTURE ..................................................................... 2 1.1.1 1.1.2 Parametric Test Results ........................................................................... 3 Hydrogen Jet Characteristics ................................................................... 8
2.0
FUEL ECONOMY IMPROVEMENT WITH ETHANOL REFORMING IN AN EGR SYSTEM WITH A CATALYST .......... 11
2.1 A REFORMING CATALYST DEVELOPED FOR ETHANOL DISSOCIATION IN AN EGR SYSTEM ..................................................... 12 2.1.1 2.1.2 Evaluation of Various Substrate Materials for Reforming Catalyst ........... 13 Engine Test Results ............................................................................... 17
3.0
A METHODOLOGY DEVELOPED TO INCREASE THE ACCURACY OF MONITORING MISFIRE IN A HYBRID VEHICLE .............................................................................................. 23
3.1 TECHNICAL APPROACH AND METHODOLOGY TO INCREASE THE ACCURACY OF ENGINE TORQUE ESTIMATE ............................ 24 3.1.1 3.1.2 A Method to Estimate Engine Torque of a Hybrid Vehicle ...................... 24 On-Board Misfire Detection and Determination of the Cylinder .............. 28
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TABLE OF CONTENTS
(cont'd.) Page
4.0
A CONTROL METHOD DEVELOPED FOR A ONE-MOTOR AND TWO-CLUTCH HYBRID POWERTRAIN ............................ 33
4.1 ENGINE START CONTROL ALGORITHM AND INTEGRATED CONTROL SYSTEM .................................................................................... 34 4.1.1 4.1.2 Integrated Control System .................................................................... 35 Test Results .......................................................................................... 37
5.0
EVALUATION METHODOLOGY FOR PHEV BATTERY DETERIORATION .............................................................................. 41

5.1 INVESTIGATION INTO THE EFFECTS OF LOAD FACTORS ON BATTERY DETERIORATION .................................................................... 42 5.1.1 5.1.2 Charging/Discharging Load Effects ........................................................ 43 Thermal Load Effects ............................................................................ 47
6.0
A WIRELESS BATTERY CHARGING SYSTEM DEVELOPED TO INCREASE POWER TRANSMISSION TOLERANCE ........ 51
6.1 POWER FACTOR COMPENSATION DEVELOPED FOR A WIRELESS BATTERY CHARGING SYSTEM ......................................... 52 6.1.1 6.1.2 Power Factor Compensation Circuit ..................................................... 53 Validation of PPS-Type PFC Circuit ..................................................... 57
7.0
A HYBRID TRAILER TRUCK CONCEPT TO IMPROVE FUEL ECONOMY OF HEAVY-DUTY FLEETS ............................. 61
7.1 DEMONSTRATION OF A TRUCK TOWING A TRAILER PROVIDING HYBRID POWER FOR FUEL ECONOMY BENEFIT ...... 62 7.1.1 7.1.2 Universal Control Developed for a Hybrid Trailer Truck ........................ 63 Estimate of Fuel Economy for a Real World Operation .......................... 67
REFERENCES ............................................................................................... 71
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ETPJ NO. 12012047
ALTERNATIVE FUELS AND ENGINES Chapter 7, April 2012
REFERENCES
1.0 COMPRESSION-IGNITION COMBUSTION OF DIRECTINJECTED HYDROGEN JET IN ARGON-OXYGEN 4.0 A CONTROL METHOD DEVELOPED FOR A ONEMOTOR AND TWO-CLUTCH HYBRID POWERTRAIN
Yamahoka, M., S. Rey, and M. Shioji, Kyoto University; and N. Aoyama and A. Kato, Toyota Motor Corporation, Study on the Spontaneous-Ignition Combustion of Hydrogen Jet in Argon-Oxygen Atmosphere, JSAE* Paper No. 20115795, October 2011. 2.0 FUEL ECONOMY IMPROVEMENT WITH ETHANOL REFORMING IN AN EGR SYSTEM WITH A CATALYST
Motosugi, J., K. Adachi, H. Asizawa, and S. Fujimoto, Nissan Motor Co., Ltd.; and Y. Ochi, National Defense Academy of Japan, Development of a Slip Control System for Hybrid Vehicles Using Integrated Motor Clutch Control, JSAE Paper No. 20115288, October 2011. 5.0 EVALUATION METHODOLOGY FOR PHEV BATTERY DETERIORATION
Nagano, S., K. Yamazaki, and Y. Mandokoro, Toyota Central R&D Inc.; and I. Nakada and H. Yahagi, Toyota Motor Corporation, Fuel Consumption Improvement by Engine EGR Reforming with Ethanol with Ethanol-Blended Gasoline Steam Reforming, JSAE Paper No. 20115637, October 2011. 3.0 A METHODOLOGY DEVELOPED TO INCREASE THE ACCURACY OF MONITORING MISFIRE IN A HYBRID VEHICLE
Niikuni, T., T. Kawai, and K. Koshika, National Traffic Safety and Environment Research Institute, Study on Evaluation Method for Battery Degradation in Plug-In Hybrid Electric Vehicles, JSAE Paper No. 20115567, October 2011. 6.0 A WIRELESS BATTERY CHARGING SYSTEM DEVELOPED TO INCREASE POWER TRANSMISSION TOLERANCE
Ito, Y., T. Kawano, K. Yutani, Nippon Soken Co., Ltd.; and T. Suzuki and Y. Atsumi, Toyota Motor Corporation, Engine Torque Estimation System for Toyota Hybrid System, JSAE Paper No. 20115615, October 2011.
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Minagawa, Y., K. Throngnumchai, T. Kai, Y. Yamauchi, Y. Naruse, and A. Hanamuda, Nissan Motor Co., Ltd., A Study on Receiver Circuit Topology of Wireless Charger for Electric Vehicle, JSAE Paper No. 20115688, October 2011.
NOTE: English titles are provided by the original authors. * JSAE: Society of Automotive Engineers of Japan Copyright 2012 inter-Tech Energy Progress, Inc.
www.itepsa.com
7.0
A HYBRID TRAILER TRUCK CONCEPT TO IMPROVE FUEL ECONOMY OF HEAVY-DUTY FLEETS
Shimamura, K., H. Hirose, K. Ohno, and T. Numata, Japan Automobile Research Institute, Development of the Full Trailer with Motor-Assist System, JSAE Paper No. 20115516, October 2011.
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Engine Technology Progress in Japan - Alternative Fuels/Engines

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ALTERNATIVE FUELS AND ENGINES

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

ENGINE TECHNOLOGY PROGRESS IN JAPAN

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

Emeritus Prof. Hiroyuki Hiroyasu, Ph.D.

Emeritus Prof. Takeyuki Kamimoto, Ph.D.

Mr. Akinori Miura

COMPRESSION-IGNITION COMBUSTION OF DIRECTINJECTED HYDROGEN JET IN ARGON-OXYGEN

COMBUSTION CHAMBER OF RCEM [Yamahoka et al.]

ALTERNATIVE FUELS AND ENGINES April 2012

Copyright 2012 inter-Tech Energy Progress, Inc.

ALTERNATIVE FUELS AND ENGINES April 2012

A CONTROL METHOD DEVELOPED FOR A ONE-MOTOR AND TWO-CLUTCH HYBRID POWERTRAIN

ARCHITECTURE OF A HYBRID CONTROL SYSTEM [Motosugi et al.]

Copyright 2012 inter-Tech Energy Progress, Inc.

EVALUATION METHODOLOGY FOR PHEV BATTERY DETERIORATION

BATTERY CHARGING AND DISCHARGING CYCLE PATTERN [Niikuni et al.]

ALTERNATIVE FUELS AND ENGINES April 2012

HYBRID TRAILER TRUCK PREPARED FOR TESTING [Shimamura et al.]

ALTERNATIVE FUELS AND ENGINES April 2012

Copyright 2012 inter-Tech Energy Progress, Inc.

COMPRESSION-IGNITION COMBUSTION OF DIRECTINJECTED HYDROGEN JET IN ARGON-OXYGEN ................... 1

EVALUATION METHODOLOGY FOR PHEV BATTERY DETERIORATION .............................................................................. 41

ETPJ NO. 12012047

ALTERNATIVE FUELS AND ENGINES Chapter 7, April 2012

A HYBRID TRAILER TRUCK CONCEPT TO IMPROVE FUEL ECONOMY OF HEAVY-DUTY FLEETS

Copyright 2012 inter-Tech Energy Progress, Inc.

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