Development of New V6 3.5L Gasoline Engine for ACURA RLX

Suzuki, Nobuo; Hayashi, Yukimasa; Odell, Marc; Esaki, Tatsuhito; Sato, Atsushi; Ishiki, Kazuya; Watanabe, Satoshi

doi:10.4271/2013-01-1728

Cited by 3 publications

(1 citation statement)

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“…Honda introduced a V4 mode to its V6/L3 deactivation engine [4,5]. GM recently introduced a V4 mode to its fifth generation small block based V6 engine family for 2014 model year.…”

Section: Introductionmentioning

confidence: 99%

Methods of Evaluating and Mitigating NVH when Operating an Engine in Dynamic Skip Fire

Serrano

Routledge

et al. 2014

SAE Int. J. Engines

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Cylinder deactivation technology has been demonstrated as a durable and reliable means to achieve improved fuel economy in spark ignited gasoline engines. Notable current production systems include GM's Active Fuel Management (AFM) [2] and Chrysler's Multi-Displacement System (MDS) [3], both deployed on production V8 engines. Recently increased Corporate Average Fuel Economy standards in the US and CO 2 targets in Europe have driven application of cylinder deactivation to smaller displacement and lower cylinder count engines. This can be seen with Volkswagen's application of Active Cylinder Technology (ACT) in its new 1.4L turbo GDi engine in 2013.Cylinder deactivation achieves fuel economy improvement by operating a reduced number of cylinders at a higher operating load per cylinder to produce the same engine torque output. These systems are examples of two-mode deactivation where either full cylinder count or half cylinder count is provided, V8 or V4 mode and L4 or L2 mode as shown in Figure 1. Such systems are even firing, which means a skipped cylinder event follows a firing cylinder and the firing sequence or pattern is completed with each engine cycle. ABSTRACTCylinder deactivation is a technology seeing increased automotive deployment in light of more demanding fuel economy and emissions requirements. Examples of current production systems include GM's Active Fuel Management and Chrysler's Multi-Displacement System, both of which provide one fixed level of deactivation. Dynamic Skip Fire (DSF), in which the number of fired cylinders is continuously varied to match the torque demand, offers significantly increased fuel savings over a wider operating range than the current production systems. One of the biggest challenges in implementing cylinder deactivation is developing strategies to provide acceptable Noise, Vibration and Harshness (NVH); this paper discusses those challenges and the methodologies developed. This work covers theoretical root causes; proposed metrics to quantify the NVH level; algorithmic and physical mitigation methods; and both subjective and objective evaluation results. CITATION:Serrano, J., Routledge, G., Lo, N., Shost, M. et al., "Methods of Evaluating and Mitigating NVH when Operating an Engine in Dynamic Skip Fire," SAE Int. J. Engines 7(3):2014,

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“…Honda introduced a V4 mode to its V6/L3 deactivation engine [4,5]. GM recently introduced a V4 mode to its fifth generation small block based V6 engine family for 2014 model year.…”

Section: Introductionmentioning

confidence: 99%

Methods of Evaluating and Mitigating NVH when Operating an Engine in Dynamic Skip Fire

Serrano

Routledge

et al. 2014

SAE Int. J. Engines

View full text Add to dashboard Cite

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Development of New V6 3.0 L Turbocharged and 3.5 L Naturally Aspirated Gasoline Direct Injection Engines

Taki¹,

Konishi²,

Tomitani³

et al. 2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">With the objective of further enhancing the engine performance of the Acura brand and the environmental performance of the Honda brand in relation to the North American market, where there is a need for powertrains with driving force margin for SUVs and pickup trucks, Honda has developed a 3.0 L turbocharged engine and a 3.5 L naturally aspirated engine. Both engines adopt the same newly developed valvetrain structure and share main engine geometries.</div><div class="htmlview paragraph">These newly developed engines are equipped with a compact new valvetrain structure combining Hydraulic Lash Adjusters and roller rocker arms with a valve-lifter based Variable Cylinder Management system which has an internalized switching mechanism. This newly developed valvetrain made it possible to incorporate dual overhead cam structure without enlarging the cylinder head shape relative to the single overhead cam structure. It further achieves this while permitting application of a Variable Cylinder Management system and of a Variable Timing Control for intake and exhaust valves to this engine.</div><div class="htmlview paragraph">Sharing the main engine geometries and components for each type of engine, primarily the new valvetrain structure, also facilitated changes in reciprocating and other parts, and minor changes such as the mounting of a turbocharger and increases in fuel injection system pressure, enabling the required enhancements in engine and environmental performance to be achieved.</div><div class="htmlview paragraph">Regarding the turbocharged engine, the twin-scroll type turbocharger combined with the V6 engine made it possible to increase power and enhance boost pressure responsivity while preventing enlargement even over the single turbocharger. That turbocharged engine achieves maximum power of 265 kW and maximum torque at 1400 rpm of 480 Nm, raising the figures for the existing engine by 26.7% for power, and 35.2% for torque.</div><div class="htmlview paragraph">Regarding the natural aspiration engine, the high fuel pressure system and the multi-stage injections made it possible to reduce emissions by reducing fuel adhesion in the cylinders and enhancing homogeneity. It further enables enhancement of the thermal efficiency by combining dual Variable Timing Control and high-tumble ports and piston crown shape designed to maintain tumble flow. That natural aspiration engine achieves a maximum power of 213 kW and a maximum torque of 355 Nm. In terms of environmental performance, the thermal efficiency is 37.5%, an increase over the 36.5% of the existing engine. A vehicle equipped with this engine was also able to achieve LEV III and SULEV30 standards as well as particulate matter (PM) of 1 mg/mile.</div></div>

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Development of New 3.5 L V6 Gasoline Direct Injection Engine

Kawawa,

Tomitani,

Nakashima

et al. 2023

SAE Technical Paper Series

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<div class="section abstract"><div class="htmlview paragraph">A 3.5-L natural aspiration engine was developed to enhance the environmental performance of V6 engines to be used in Honda’s North American market.</div><div class="htmlview paragraph">This engine changes from the single overhead cam architecture for the cylinder head found in the previous engine to a double overhead cam architecture and adopted variable timing control intake and exhaust variable cylinder management for the valve system. This increased the degree of freedom in setting valve timing across the operating range compared to the past, increased the intake air volume in the high-load range, and realized reduction of pumping loss under low and medium load.</div><div class="htmlview paragraph">The intake port, combustion chamber, and piston shape related to combustion have been newly designed to enhance in-cylinder flow. In addition, while following the cooling structure of previous engine, water channels were installed between the exhaust valves and between the cylinder bores to enhance the cooling performance of the combustion chamber. These improvements have resulted in improved thermal efficiency while achieving the same or higher power performance of the previous engine.</div><div class="htmlview paragraph">High fuel pressure and injectors with reduced nozzle hole size were adopted for the fuel system in order to enhance emission performance. This in combination with multistage injection control realized atomization of the spray and shorter spray penetration distance. A vehicle equipped with this engine achieved LEV III and SULEV 30 standards as well as particulate matter of 1 mg/mile.</div><div class="htmlview paragraph">Methods used to reduce engine noise due to rapid combustion were increasing the stiffness of the intake manifold and adopting a mounting layout on top of the engine for the intake system, which functions as an engine cover. These methods achieved engine noise level on a par with previous engine.</div></div>

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Development of New V6 3.5L Gasoline Engine for ACURA RLX

Cited by 3 publications

References 1 publication

Methods of Evaluating and Mitigating NVH when Operating an Engine in Dynamic Skip Fire

Methods of Evaluating and Mitigating NVH when Operating an Engine in Dynamic Skip Fire

Development of New V6 3.0 L Turbocharged and 3.5 L Naturally Aspirated Gasoline Direct Injection Engines

Development of New 3.5 L V6 Gasoline Direct Injection Engine

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