October 2008.ppt

Evaluation of Hybrid System and Plug-in Hybrid System In Japanese Fuel Efficiency Regulation Agenda Maximum improvement: “Top runner approach” “Top runner approach”: Positive factor (+α) Conventional fuel efficiency improvement technologies (2 – 4 % in total) Engine compression ratio increase, Friction reduction, Weight reduction, Reduction of vehicle travel resistance, Low rolling resistance tires Optimizing overall control of engine Engine improvement [Gasoline engine] 4 valves (1%), 2 valves and 2 ignitions (2%), Variable valve system (1 – 7 %) Direct-injection stoichiometric engine (2%), Direct-injection lean-burn engine (10%) Variable cylinder (7%), Miller cycle (10%) High volume EGR (2%), Roller cam follower (1%), Offset crank (2%), Variable compression ratio (10%) Engine improvement [Diesel engine] 4 valves (1%) , Electronically controlled fuel injection device (1.5%) , Common rail (2.5%), Direct-injection diesel engine (8%), High pressure injection (1%), Supercharger and supercharger efficiency improvement (2 – 2.5%), Intercooler (1%), EGR (0.5 – 1%), Roller cam follower (1.5%), Offset crank (2%) Auxiliary equipment Electric power steering (2%), Charge control (0.5%) Driving system improvement Idle-neutral control (1%), AT with more gears (1 – 4%), Switch to CVT (7%), Switch to automated MT (AMT/DCT) (9%), Switch to MT (9%) Introduction of fuel-efficient vehicles Hybrid vehicles (15 – 70%), Diesel vehicles (20%) , Idling stop vehicles (4 – 7%) “Top runner approach”: Negative factor (-β) Exhaust emission regulations (▲3 to ▲7.5% in total) Caused by technologies used on diesel vehicles and direct-injection lean-burn vehicles in response to the 2009 exhaust emission regulations. Technologies considered were engine body improvement (NOx reduction by improving EGR, PM reduction by high pressure injection, etc.) and aftertreatment devices such as NOx occlusion reduction catalyst and continuous regeneration type DPF, etc. Safety regulations (▲0.1 to ▲1.4%