Mazda's Smart Idle Stop System..How It Works
07-12-2008, 01:22 AM
#1
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Mazda's Smart Idle Stop System..How It Works
Here is more information on Mazda's Smart Idle Stop System (SISS), and how it works.
It is said that this new fuel and emission saving system will be seen in 2009, my prediction is in the new Mazda 3..
Environmental – Smart Idle Stop System (SISS) for even lower fuel Consumption
Mazda’s smart idle stop system is able to save fuel by automatically shutting down the engine when the vehicle halts temporarily – automatically positioning the compression-stroke piston and the expansion-stroke piston in positions that deliver the right combination of air volumes. Instead of using an electric motor to then restart the engine, as most systems do, Mazda’s system injects small amounts of fuel directly into the pre-positioned cylinders, which ignites to initiate downward piston force and the engine quickly reaches idle speed. Even though small amounts of fuel are required to re-start, it is still far less fuel consumption overall than idling the entire time would be, and requires no extra electric motor (and the weight associated with it).
It is said that this new fuel and emission saving system will be seen in 2009, my prediction is in the new Mazda 3..
Environmental – Smart Idle Stop System (SISS) for even lower fuel Consumption
Mazda’s smart idle stop system is able to save fuel by automatically shutting down the engine when the vehicle halts temporarily – automatically positioning the compression-stroke piston and the expansion-stroke piston in positions that deliver the right combination of air volumes. Instead of using an electric motor to then restart the engine, as most systems do, Mazda’s system injects small amounts of fuel directly into the pre-positioned cylinders, which ignites to initiate downward piston force and the engine quickly reaches idle speed. Even though small amounts of fuel are required to re-start, it is still far less fuel consumption overall than idling the entire time would be, and requires no extra electric motor (and the weight associated with it).
07-12-2008, 01:25 AM
#2
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Thread Starter
Mazda's Recycling Bumpers TOO
Environmental – bumper-to-bumper Recycling
Mazda is the only carmaker to collect damaged bumpers, almost completely remove the paint from them and reuse the material to make new bumpers for its cars. Begun with the RX-8 three years ago, the Mazda5 Hydrogen RE Hybrid (see Chapter 4) also incorporates materials recycled like this. Collected bumpers are pulverised and formed into small pellets with up to 98.5 percent of the paint removed. Optical sorting technology is then used to distinguish between pellets on the basis of how much paint they have on them. Compressed air is then used to clean these pellets so they are 99.9 percent paint-free. These paint-free pellets made of recycled bumpers are then mixed with fresh material to form new bumpers. Those pellets rejected in the sorting phase are used for materials to make undercovers, splash guards and other components.
Mazda is the only carmaker to collect damaged bumpers, almost completely remove the paint from them and reuse the material to make new bumpers for its cars. Begun with the RX-8 three years ago, the Mazda5 Hydrogen RE Hybrid (see Chapter 4) also incorporates materials recycled like this. Collected bumpers are pulverised and formed into small pellets with up to 98.5 percent of the paint removed. Optical sorting technology is then used to distinguish between pellets on the basis of how much paint they have on them. Compressed air is then used to clean these pellets so they are 99.9 percent paint-free. These paint-free pellets made of recycled bumpers are then mixed with fresh material to form new bumpers. Those pellets rejected in the sorting phase are used for materials to make undercovers, splash guards and other components.
07-12-2008, 01:27 AM
#3
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Thread Starter
Some more info on the 16X RENESIS
The new and next generation rotary engine, Mazda’s RENISIS 16X, currently under development.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
07-12-2008, 01:31 AM
#4
Super Moderator
Thread Starter
Mazda's Next Generation DISI Petrol Engines
Mazda is currently developing a next-generation DISI petrol with the goal of increasing both dynamic performance and fuel economy (versus the Mazda 2.0-litre petrol) of between 15 and 20 percent. To achieve this, engineers are studying various ways to reduce energy losses and improve the thermal efficiency that Mazda’s DISI powerhouse is known for. The next-generation version, for instance, cools the intake air to suppress knock that could be associated with the engine’s high compression ratio and, because cooler air is denser, it improves power output. A new generation of swirl injectors is also used to improve fuel atomisation and in-cylinder flow to further improve the cooling effect in the cylinder for powerful engine response at low speeds with good fuel economy and smooth operation. Also being developed are possible new combustion chamber shapes for better performance under high compression, an advanced dual sequential-valve timing (S-VT) system with a phase-viable mechanism for both intake and exhaust, as well as a continuously viable lift mechanism now under development for even lower pumping losses.
And a new catalyst using single nano-technology is being developed that controls harmful exhaust materials that are smaller even than those controlled by conventional nano-technology.
And a new catalyst using single nano-technology is being developed that controls harmful exhaust materials that are smaller even than those controlled by conventional nano-technology.
07-12-2008, 01:36 AM
#5
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Thread Starter
Mazda's Common Rail Turbo Diesel Engines
A newly-developed MZR-CD 2.0-litre common-rail engine targeting particularly the European market with technologies that lower emissions and fuel consumption by up to 10 percent compared to its former common-rail with the same displacement. To begin with, this new diesel engine will be much lighter with an aluminium alloy block, and smaller and lighter reciprocating and rotating parts. This helps reduce mechanical resistance and lower NVH even further for smooth, petrol-like operation. It will employ a high fuel-pressure common-rail system with a piezo element in the injector that expands in nanoseconds (one billionth of a second) in response to a change in signal voltage. This makes it respond to driving conditions much quicker than a conventional solenoid injector that uses electromagnetic force to initiate up and down movement, and delivers a more homogeneous air/fuel mix for near waste-free combustion. When combined with a new two-stage turbocharger with increased intake, and exhaust gas recirculation (EGR) volume at all engine speeds, the result is improved power, lower consumption and optimising emissions control.
Once combustion has occurred, the new diesel engine will employ a newly-developed, high-efficiency PM combustion catalyst as part of its diesel particulate filter system. Most DPF catalysts today promote combustion of PM using only the oxygen atoms on the surface of the catalyst‘s oxide layer. Mazda’s new PM combustion catalyst uses oxygen atoms within the entire oxide layer, which substantially accelerates carbon burning and shortens the time the filter needs to regenerate – contributing to lower overall emissions and lower fuel usage. And because of the new material’s high durability, it will be possible to use less precious metal in the catalyst for lower costs.
Mazda is also developing a system that treats NOx in the exhaust gases of its diesel engines. This system is being built for future deployment and is a selective reduction system that adds aqueous urea to exhaust gases and a NOx storage system for exhaust gas purification to reduce harmful NOx emissions overall.
Once combustion has occurred, the new diesel engine will employ a newly-developed, high-efficiency PM combustion catalyst as part of its diesel particulate filter system. Most DPF catalysts today promote combustion of PM using only the oxygen atoms on the surface of the catalyst‘s oxide layer. Mazda’s new PM combustion catalyst uses oxygen atoms within the entire oxide layer, which substantially accelerates carbon burning and shortens the time the filter needs to regenerate – contributing to lower overall emissions and lower fuel usage. And because of the new material’s high durability, it will be possible to use less precious metal in the catalyst for lower costs.
Mazda is also developing a system that treats NOx in the exhaust gases of its diesel engines. This system is being built for future deployment and is a selective reduction system that adds aqueous urea to exhaust gases and a NOx storage system for exhaust gas purification to reduce harmful NOx emissions overall.
07-12-2008, 01:40 AM
#6
Super Moderator
Thread Starter
On Safety..
Mazda engineers have developed various innovative active safety systems that help the driver avoid an accident before it ever occurs.
For instance, Mazda is developing a rear vehicle monitoring system with radar sensors in the left and right rear corners of the body that detect approaching vehicles at typical blind spots and notify the driver via a buzzer and LED lamp at speeds of 60 km/h or faster. The new Mazda6 was developed using a cross-functional network (CF-Net), which is an advanced form of human-machine interface (HMI) and allows more steering wheel control than ever before. This allows the driver to phone, listen to music or set the audio or climate control without taking his hands off the wheel or his eyes off the road; and even set the navigation system.
Mazda is also looking closely at developing technologies to assist drivers in reacting faster to hazards they cannot see immediately.
Developers are currently working on Intelligent Transport Systems (ITS) like vehicle-to-vehicle and vehicle-to-road communication systems that can help prevent a collision on a blind corner, for instance. The company is participating in a validation of ITS on public roads to be held in Hiroshima under the auspices of an organization made up of local government, business and academic institutions.
The validation has just begun from January this year.
Until now, Mazda has been involved in ITS-related development on test courses. This time around, Mazda is in charge of developing a navigation system that supports the ITS validation on public roads and will be collecting and analyzing data from systems installed in several dozen Mazda vehicles.
Mazda is also developing an infrastructure-cooperative driver support system that will allow the driver to receive relevant information from sensors, cameras and other devices installed on the road. This kind of road-human-vehicle interface and control technology approach is being advanced in recognition that it is fundamental research, not only for specific regions, but for future deployment in a variety of regions and situations.
For instance, Mazda is developing a rear vehicle monitoring system with radar sensors in the left and right rear corners of the body that detect approaching vehicles at typical blind spots and notify the driver via a buzzer and LED lamp at speeds of 60 km/h or faster. The new Mazda6 was developed using a cross-functional network (CF-Net), which is an advanced form of human-machine interface (HMI) and allows more steering wheel control than ever before. This allows the driver to phone, listen to music or set the audio or climate control without taking his hands off the wheel or his eyes off the road; and even set the navigation system.
Mazda is also looking closely at developing technologies to assist drivers in reacting faster to hazards they cannot see immediately.
Developers are currently working on Intelligent Transport Systems (ITS) like vehicle-to-vehicle and vehicle-to-road communication systems that can help prevent a collision on a blind corner, for instance. The company is participating in a validation of ITS on public roads to be held in Hiroshima under the auspices of an organization made up of local government, business and academic institutions.
The validation has just begun from January this year.
Until now, Mazda has been involved in ITS-related development on test courses. This time around, Mazda is in charge of developing a navigation system that supports the ITS validation on public roads and will be collecting and analyzing data from systems installed in several dozen Mazda vehicles.
Mazda is also developing an infrastructure-cooperative driver support system that will allow the driver to receive relevant information from sensors, cameras and other devices installed on the road. This kind of road-human-vehicle interface and control technology approach is being advanced in recognition that it is fundamental research, not only for specific regions, but for future deployment in a variety of regions and situations.
07-12-2008, 01:41 AM
#7
The new and next generation rotary engine, Mazda’s RENISIS 16X, currently under development.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
07-12-2008, 03:50 AM
#8
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Man, I wish diesel wasn't such a dirty word in this country. I loved my TDI, and a diesel Mazda 3 or 6 would be so freaking awesome for a daily driver.
"16x" and "higher revving" in the same breath makes me drool. I won't get one probably (plan to drive this '07 till the wheels fall off), but I bet the next RX is going to be a bitchin' car.
"16x" and "higher revving" in the same breath makes me drool. I won't get one probably (plan to drive this '07 till the wheels fall off), but I bet the next RX is going to be a bitchin' car.
07-12-2008, 07:49 AM
#9
The new and next generation rotary engine, Mazda’s RENISIS 16X, currently under development.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
Based on the acclaimed RENESIS engine used by the Mazda RX-8 sports car, the next-generation rotary engine has a new trochoid chamber shape – with increased trochoid radius and eccentricity and reduced rotor housing width – that improves thermal efficiency, boosts torque at all engine speeds and increases the displacement of each of the two rotors to 800 cm3 (up from 654 cm3 of the current RENESIS engine).
The new engine will also be the first petrol rotary engine to use direct injection, which causes latent heat of fuel vaporisation to lower the temperature of the air-fuel mixture and raise the charging efficiency. Direct injection also reduces fuel adhesion to the chamber wall, which improves the rotary engine’s thermal efficiency and increases torque. And the next-generation engine uses an aluminium side housing for less overall weight. So despite being even higher revving and frugal, the next-generation RENESIS 16X engine is just as compact and lightweight as the current RENESIS.
Mazda engineers have developed various innovative active safety systems that help the driver avoid an accident before it ever occurs.
For instance, Mazda is developing a rear vehicle monitoring system with radar sensors in the left and right rear corners of the body that detect approaching vehicles at typical blind spots and notify the driver via a buzzer and LED lamp at speeds of 60 km/h or faster. The new Mazda6 was developed using a cross-functional network (CF-Net), which is an advanced form of human-machine interface (HMI) and allows more steering wheel control than ever before. This allows the driver to phone, listen to music or set the audio or climate control without taking his hands off the wheel or his eyes off the road; and even set the navigation system.
Mazda is also looking closely at developing technologies to assist drivers in reacting faster to hazards they cannot see immediately.
Developers are currently working on Intelligent Transport Systems (ITS) like vehicle-to-vehicle and vehicle-to-road communication systems that can help prevent a collision on a blind corner, for instance. The company is participating in a validation of ITS on public roads to be held in Hiroshima under the auspices of an organization made up of local government, business and academic institutions.
The validation has just begun from January this year.
Until now, Mazda has been involved in ITS-related development on test courses. This time around, Mazda is in charge of developing a navigation system that supports the ITS validation on public roads and will be collecting and analyzing data from systems installed in several dozen Mazda vehicles.
Mazda is also developing an infrastructure-cooperative driver support system that will allow the driver to receive relevant information from sensors, cameras and other devices installed on the road. This kind of road-human-vehicle interface and control technology approach is being advanced in recognition that it is fundamental research, not only for specific regions, but for future deployment in a variety of regions and situations.
For instance, Mazda is developing a rear vehicle monitoring system with radar sensors in the left and right rear corners of the body that detect approaching vehicles at typical blind spots and notify the driver via a buzzer and LED lamp at speeds of 60 km/h or faster. The new Mazda6 was developed using a cross-functional network (CF-Net), which is an advanced form of human-machine interface (HMI) and allows more steering wheel control than ever before. This allows the driver to phone, listen to music or set the audio or climate control without taking his hands off the wheel or his eyes off the road; and even set the navigation system.
Mazda is also looking closely at developing technologies to assist drivers in reacting faster to hazards they cannot see immediately.
Developers are currently working on Intelligent Transport Systems (ITS) like vehicle-to-vehicle and vehicle-to-road communication systems that can help prevent a collision on a blind corner, for instance. The company is participating in a validation of ITS on public roads to be held in Hiroshima under the auspices of an organization made up of local government, business and academic institutions.
The validation has just begun from January this year.
Until now, Mazda has been involved in ITS-related development on test courses. This time around, Mazda is in charge of developing a navigation system that supports the ITS validation on public roads and will be collecting and analyzing data from systems installed in several dozen Mazda vehicles.
Mazda is also developing an infrastructure-cooperative driver support system that will allow the driver to receive relevant information from sensors, cameras and other devices installed on the road. This kind of road-human-vehicle interface and control technology approach is being advanced in recognition that it is fundamental research, not only for specific regions, but for future deployment in a variety of regions and situations.
Are you the official Mazda poster boy now Ash8 ?
07-12-2008, 08:24 AM
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Okay, so they describe how it shuts off when idling, but how do they get the engine to run backwards so we can drive in reverse? I'm guessing it all starts with the intake bypass valve, right?
/Cobalt post
/Cobalt post
07-12-2008, 05:05 PM
#12
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07-12-2008, 05:21 PM
#13
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Yeah!!! That's the first I've heard that the 16x will be higher revving. Previously an expert here was even speculating that it would probably be lower revving. They gotta put this 16x in a 2-seater coupe, they just gotta.
05-28-2010, 09:08 PM
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Mazda is currently developing a next-generation DISI petrol with the goal of increasing both dynamic performance and fuel economy (versus the Mazda 2.0-litre petrol) of between 15 and 20 percent. To achieve this, engineers are studying various ways to reduce energy losses and improve the thermal efficiency that Mazda’s DISI powerhouse is known for. The next-generation version, for instance, cools the intake air to suppress knock that could be associated with the engine’s high compression ratio and, because cooler air is denser, it improves power output. A new generation of swirl injectors is also used to improve fuel atomisation and in-cylinder flow to further improve the cooling effect in the cylinder for powerful engine response at low speeds with good fuel economy and smooth operation. Also being developed are possible new combustion chamber shapes for better performance under high compression, an advanced dual sequential-valve timing (S-VT) system with a phase-viable mechanism for both intake and exhaust, as well as a continuously viable lift mechanism now under development for even lower pumping losses.
And a new catalyst using single nano-technology is being developed that controls harmful exhaust materials that are smaller even than those controlled by conventional nano-technology.
And a new catalyst using single nano-technology is being developed that controls harmful exhaust materials that are smaller even than those controlled by conventional nano-technology.
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