Catalyst Technology | Single Nano-Catalyst | Precious Metal Dispersion Model

In automobile catalytic converters, the surface conditions of the precious metals—the catalyst materials—have a large effect on their ability to clean emissions. Conventionally, precious metal particles are adhered to a base material. However, heat from the exhaust gas causes the particles to collect together and agglomerate to form larger particles. This reduces the surface area of the precious metals and deteriorates their performance as catalysts. To counter this effect, large amounts of precious metals must be used in conventional catalytic converters. As an alternative, Mazda takes advantage of single nanotechnology to realize a unique and new catalyst structure in which precious metal particles are individually embedded into the base material.

The new catalyst has two main features.
1. It inhibits the thermal deterioration caused by the agglomeration of precious metal particles
2. It offers a significant improvement in oxygen absorption and release rates for enhanced emissions cleaning
With these features, the amount of precious metals needed to ensure the same level of effectiveness is reduced by 70 to 90 percent compared to previous products. At the same time, the performance of the catalytic converter is almost unaffected by harsh driving styles.

This technology can significantly reduce the amounts of expensive precious metals such as platinum, palladium and rhodium needed for three-way catalysts to effectively clean exhaust emissions from gasoline engines.

Next-Generation ‘SKYACTIV’ Technologies |

Highlights of the SKYACTIV technologies:

• SKYACTIV-G: a next-generation highly-efficient direct-injection gasoline engine with the world’s highest compression ratio of 14.0:1
• SKYACTIV-D: a next-generation clean diesel engine with the world’s lowest compression ratio of 14.0:1
• SKYACTIV-Drive: a next-generation highly-efficient automatic transmission
• A next-generation manual transmission with a light shift feel, compact size and significantly reduced weight
• A next-generation lightweight, highly-rigid body with outstanding crash safety performance
• A next-generation high-performance lightweight chassis that balances precise handling with a comfortable ride

 

- First product to be equipped with SKYACTIV technology will be a Mazda Demio featuring an improved, fuel-efficient, next-generation direct-injection engine that achieves fuel economy of 30 km/L.

Overview of the SKYACTIV technologies

1. SKYACTIV-G

A next-generation highly-efficient direct-injection gasoline engine that achieves the world’s highest gasoline engine compression ratio of 14.0:1 with no abnormal combustion (knocking)

• The world’s first gasoline engine for mass production vehicles to achieve a high compression ratio of 14.0:1
• Significantly improved engine efficiency thanks to the high compression combustion, resulting in 15 percent increases in fuel efficiency and torque
• Improved everyday driving thanks to increased torque at low- to mid-engine speeds
• A 4-2-1 exhaust system, cavity pistons, multi hole injectors and other innovations enable the high compression ratio

2. SKYACTIV-D

A next-generation clean diesel engine that will meet global emissions regulations without expensive NOx after treatments — urea selective catalytic reduction (SCR) or a Lean NOx Trap (LNT) — thanks to the world’s lowest diesel engine compression ratio of 14.0:1

• 20 percent better fuel efficiency thanks to the low compression ratio of 14.0:1
• A new two-stage turbocharger realizes smooth and linear response from low to high engine speeds, and greatly increases low- and high-end torque (up to the 5,200 rpm rev limit)
• Complies with global emissions regulations (Euro6 in Europe, Tier2Bin5 in North America, and the Post New Long-Term Regulations in Japan), without expensive NOx after treatment

3. SKYACTIV-Drive

A next-generation highly efficient automatic transmission that achieves excellent torque transfer efficiency through a wider lock-up range and features the best attributes of all transmission types

• Combines all the advantages of conventional automatic transmissions, continuously variable transmissions, and dual clutch transmissions
• A dramatically widened lock-up range improves torque transfer efficiency and realizes a direct driving feel that is equivalent to a manual transmission
• A 4-to-7 percent improvement in fuel economy compared to the current transmission

4. SKYACTIV-MT

A light and compact next-generation manual transmission with crisp and light shift feel like that of a sports car, optimized for a front-engine front-wheel-drive layout

• Short stroke and light shift feel
• Significantly reduced size and weight due to a revised structure
• More efficient vehicle packaging thanks to its compact size
• Improved fuel economy due to reduced internal friction

5. SKYACTIV-Body

A next-generation lightweight, highly-rigid body with outstanding crash safety performance and high rigidity for greater driving pleasure

• High rigidity and lightness (8 percent lighter, 30 percent more rigid)
• Outstanding crash safety performance and lightness
• A "straight structure" in which each part of the frame is configured to be as straight as possible. Additionally, a "continuous framework" approach was adopted in which each section functions in a coordinated manner with the other connecting sections
• Reduced weight through optimized bonding methods and expanded use of high-tensile steel

6. SKYACTIV-Chassis

A next-generation high-performance lightweight chassis that balances precise handling with a comfortable ride feel to realize driving pleasure

• Newly developed front strut and rear multilink suspension ensures high rigidity and lightness (The entire chassis is 14 percent lighter than the previous version.)
• Mid-speed agility and high-speed stability — enhanced ride quality at all speeds achieved through a revision of the functional allocation of all the suspension and steering components

Weight Reduction Technology | Fuel Economy Factors | Light Weight Technologies | Cutting Edge Technologies

Weight has a significant effect on a vehicle’s basic ability to go, corner and stop. Furthermore, environmental and economic factors such as fuel economy are also strongly influenced by vehicle weight.
Mazda strives to minimize the weight of every car it develops. The all-new Mazda2 (Demio) launched in July 2007 is a perfect example. During development, each individual part was examined and any unnecessary material was removed. The finished vehicle is around 100 kilograms lighter than the first generation Mazda2.
Mazda is committed to continually improve driving dynamics and fuel efficiency by deploying its lightweight technologies and resistance reduction techniques.

A dedicated team was formed to develop and test weight reduction techniques for the all-new Mazda2 well before actual vehicle development began. The team employed cutting-edge simulation software to analyze various methods. These were then tested against vehicle driving dynamics using prototype models.
This advanced technology development, conducted for Mazda’s new compact car, resulted in the creation of an impact absorbing concept that uses a new body framework and high tensile steel. Spot welding and weld bonds were also employed to strengthen specific locations that are subjected to greater loads. This has become Mazda’s new approach to weight management.

• Bonnet

With a smaller striker assembly and thinner hinges, the bonnet saves 0.69kg.

• Body Shell

Smaller dimensions alone would have lowered the weight of the body shell by four kg, to 233 kg. Measures needed to increase rigidity and crash resistance would have then raised it up to 244 kg. But thanks to an optimised body structure, weight was reduced to 215 kg, 22 kg less than the old Mazda 2.

• Door-Mounted Speakers

Mazda’s weight watchers were also at work with the door-mounted speakers. By changing the magnets from a ferrite type to neodymium, and making the plastic moulding single-peace, a total weight savings of 0.98 kg was achieved.

• Intake and Cooling Systems

For the intake system, Mazda engineers moved the fresh air inlet from its original position behind the left headlamp to the top of the radiator shroud. This new position removed the need for the resonator and baffle.

• Suspension

Mazda weight specialists were able to save a impressive 13 kg using weight optimising measures in the suspension. These included making the trailing arm on the rear axle shorter and giving the front lower arms an open-section structure. This reduction in unsprung weight means both better handling and ride comfort.

• Exhaust System

Mazda eliminated the underfoot catalyst, and for the 1.3-litre petrol model, the presilencer used in the Mazda2 until now was also eliminated.

• Other points

The shift lever assembly, base plate thickness and rib configuration for automatic transmission models were optimized. The shift knob itself was also made smaller and its positioning was improved. These changes saved 0.85 kilograms.

Technology of Hydrogen Fueled Rotary Engine | Dual Fuel System ( Hydrogen + Gasoline)

This hydrogen engine takes advantage of the characteristics of Mazda’s unique rotary engine and maintains a natural driving feeling unique to internal combustion engines. It also achieves excellent environmental performance with zero CO2 emissions.
Further, the hydrogen engine ensures performance and reliability equal to that of a gasoline engine. Since the gasoline version requires only a few design changes to allow it to operate on hydrogen, hydrogen-fueled rotary engine vehicles can be realized at low cost. In addition, because the dual-fuel system allows the engine to run on both hydrogen and gasoline, it is highly convenient for long-distance journeys and trips to areas with no hydrogen fuel supply.

Technology of the RENESIS Hydrogen Rotary Engine:
The RENESIS hydrogen rotary engine employs direct injection, with electronically-controlled hydrogen gas injectors. This system draws in air from a side port and injects hydrogen directly into the intake chamber with an electronically-controlled hydrogen gas injector installed on the top of the rotor housing. The technology illustrated below takes full advantage of the benefits of the rotary engine in achieving hydrogen combustion.



RE Features suited to Hydrogen Combustion
In the practical application of hydrogen internal combustion engines, avoidance of so-called backfiring (premature ignition) is a major issue. Backfiring is ignition caused by the fuel coming in contact with hot engine parts during the intake process. In reciprocal engines, the intake, compression, combustion and exhaust processes take place in the same location—within the cylinders. As a result, the ignition plugs and exhaust valves reach a high temperature due to the heat of combustion and the intake process becomes prone to backfiring.
In contrast, the RE structure has no intake and exhaust valves, and the low-temperature intake chamber and high-temperature combustion chamber are separated. This allows good combustion and helps avoid backfiring.
Further, the RE encourages thorough mixing of hydrogen and air since the flow of the air-fuel mixture is stronger and the duration of the intake process is longer than in reciprocal engines.

Combined use of Direct Injection and Premixing
Aiming to achieve a high output in hydrogen fuel mode, a direct injection system is applied by installing an electronically-controlled hydrogen gas injector on the top of the rotor housing. Structurally, the RE has considerable freedom of injector layout, so it is well suited to direct injection.
Further, a gas injector for premixing is installed on the intake pipe enabling the combined use of direct injection and premixing, depending on driving conditions. This produces optimal hydrogen combustion.
When in the gasoline fuel mode, fuel is supplied from the same gasoline injector as in the standard gasoline engine.

Adoption of Lean Burn and EGR
Lean burn and exhaust gas recirculation (EGR) are adopted to reduce nitrogen oxide (NOx) emissions. NOx is primarily reduced by lean burn at low engine speeds, and by EGR and a three-way catalyst at high engine speeds. The three-way catalyst is the same as the system used with the standard gasoline engine.
Optimal and appropriate use of lean burn and EGR satisfies both goals of high output and low emissions. The volume of NOx emissions is about 90 percent reduced from the 2005 reference level.

Dual Fuel System
When the system runs out of hydrogen fuel, it automatically switches to gasoline fuel. For increased convenience, the driver can also manually shift the fuel from hydrogen to gasoline at the touch of a button.

Common Rail Type Fuel Injection System

Electronic control common rail type fuel injection system drives an integrated fuel pump at an ultrahigh pressure to distribute fuel to each injector per cylinder through a common rail.

This enables optimum combustion to generate big horsepower, and reduce PM* (diesel plume) and fuel consumption.

Bosch will supply the complete common-rail injection system for the high-performance 12-cylinder engine introduced by Peugeot Sport for its latest racing car. The system comprises high-pressure pumps, a fuel rail shared by all cylinders (i.e. a common rail), piezo in-line injectors, and the central control unit which compiles and processes all relevant sensor data.

DISI Turbo | Direct Injection Spark Ignition Technology | Variable Timing Technology

DISI includes a whole new set of innovations for gasoline engines. To mention a few, direct injection (including cooling the air-gasoline mixture), a new combustion chamber geometry, variable timing technology, and nanotechnology for the catalyst. This all makes the engines consume 20 percent less while getting 15 to 20 percent better performance.

Further developments for its diesels: new direct injection technology (most European automakers are switching to piezoelectric injectors), making the engine lighter, DPF, and urea technology to reduce NOx emissions

Mazda’s DISI* engines balance sporty driving with outstanding environment performance. With the next generation engine in the series, we are aiming for a 15% ~ 20% improvement in dynamic performance and a 20% increase in fuel economy (compared with a Mazda 2.0L gasoline engine). Based on the direct injection system, we aim to reduce all energy losses (see figure on the right) and improve thermal efficiency through innovative engineering in a variety of technological areas. Among these technologies we are paying particular attention to direct injection, combustion control, variable valve system technology and catalyst technology. Also, among the various fuels on the market, we are studying the use of flex-fuel.

Biotech Materials | Bio-Plastics | Bio-Fabrics

Today, various automobile parts are made from plastics, which are reliant on the supply of petroleum. There is a need to find new materials for these parts so we can promote a post-petroleum era and reduce CO2 emissions.

The automobile industry’s first plant-derived bio-plastic, which can be injection-molded to ensure thermal and shock resistance and a beautiful finish.

High Strength Heat Resistant Heat Materials

To be suitable for use as automobile parts, plant-derived plastics (bio-plastics) must have the required strength (shock impact resistance) and heat resistance.

It resulted in the creation of a bio-plastic with the high strength, heat resistance and high quality finish necessary for injection-molded automobile interior parts. It is the first bio-plastic in the automobile industry that maintains a high plant-derived content (over 80 percent). We altered the molecular structure of poly-lactic acid extracted from plants to raise its melting point and developed it as a nucleating agent. A compatibilizer compound^*2 was also developed to highly disperse the shock-absorbing flexible ingredients. These two breakthroughs improved material’s ability to uniformly absorb and release energy generated by impacts.\

This bio-plastic is three times the shock impact resistance along with 25 percent higher heat resistance when compared to contemporary bio-plastics used for items such as electrical appliances.

And unlike conventional bio-plastics whose properties are suitable for press-forming only, Mazda’s bio-plastic can be extrusion-molded. Consequently, this bio-plastic can be used for various car parts.

The Premacy Hydrogen RE Hybrid featured this bio-plastic in the vehicle’s instrument panel and other interior fittings.

Less CO2 Emitted, Less Energy Consumed and less Material Used

Bio-plastic is a plant-derived and carbon-neutral material. It reduces reliance on fossil fuels and therefore also cuts CO2 emissions. In addition, its manufacture involves fermentation of natural materials such as starches and sugars. As a result, it requires 30 percent less energy to produce than petroleum-base polypropylene plastics. The new bio-plastic is also stronger than other plastics, which means parts can be thinner so less material is required for production.

Bio-Fabrics:

The world’s first bio-fabric made with completely plant-derived fibers, suitable for use in vehicle interiors. This bio-fabric does not contain any oil-based materials, yet it possesses the qualities and durability required for use in vehicle seat covers. Resistant to abrasion and damage from sunlight, in addition to being flame retardant, the new bio-fabric meets the highest quality standards.

A new poly-lactic acid —as a crystallization agent to control the entire molecular architecture of raw resins to form a "tereo complex structure^*2." The technique was used to improve fiber strength until the fabric attained sufficient resistance to abrasion and light damage for practical use in vehicle seat covers.

The technology enables the production of fibers made from 100 percent plant-derived poly-lactic acid which are well-suited for automobile applications. Other crucial qualities necessary for the highest performing fabrics, such as fire retardant properties