BYU Emerging Market Engine Project

The Challenge Through an academic partnership called PACE, General Motors challenged us to design a low-cost, fuel-efficient vehicle for developing countries. Our sponsor, Belcan Engineering, Inc. provided funding, engineering support, and critical feedback throughout the project. In August 2008, through an academic partnership called PACE, General Motors challenged our Capstone team to design a low-cost, fuel efficient vehicle for developing countries. Belcan Engineering, Inc. gave us funding, engineering support, and critical feedback throughout the product development process. http://www.businessweek.com/autos/autobeat/archives/GM%2520Logo.jpg http://www.belcan.com/companyinfo.php

How do you design a car for better gas mileage? Reduce weight… …reduce drag… …use a more efficient power source… …reduce rolling resistance… …capture waste energy…

Emerging Markets In 2008, 64 percent of GM’s sales occurred outside the United States, up from 59 percent the previous year. First-time car buyers http://www.nytimes.com/2009/01/22/business/22auto.html

Emerging Market Vehicle Consumers in emerging markets …value their hard-earned money. …appreciate quality. …are first-generation “middle class.” …are getting tired of pollution. They want a vehicle that …is economical …is reliable. …is comfortable and convenient. …is environmentally responsible. Consumers in emerging markets …value their hard-earned money. …appreciate quality. …are first-generation members of the “middle class” where they live. …are getting tired of pollution. They want a vehicle that …is inexpensive to buy, run, and maintain. …is reliable. …feels responsive. …is clean. …runs on a readily available energy source. A year before our project started, students at four PACE industrial design schools were challenged to create a concept car design for the Emerging Market Vehicle. Spencer Chamberlain, a BYU industrial design student’s car was selected, which you see here.

PACE Emerging Market Vehicle Specifications By July 2011, design and manufacture a vehicle which: Sells for under $8,000 U.S. Dollars (2008) Has excellent fuel economy (60 mpg) Fully loaded weighs under 2,921 lb (1,325 kg ) Cruises at 75 mph (120 km/h) on grades up to 3% Is able to climb a 20% grade Accelerates from 0-60 mph in 16 seconds Has a driving range of 400 km (250 miles) Meets Euro 5 (future) emissions standards PACE helped us focus our efforts by providing a detailed product specification: I’d like to highlight some of the most important specs: Sells for under $8,000 U.S. Dollars (2008) Has excellent fuel economy (60 mpg) Cruises at 75 mph (120 km/h) on grades up to 3% Accelerates from 0-60 mph in 16 seconds

EMV Project Schools Brigham Young University Vehicle System(s) University of Sao Paulo Project Management, Safety, Body Structure, Interior Design Brigham Young University Fuel Powerplant, Exhaust and Emissions University of Puerto Rico Electric Powerplant, University of British Columbia Hybrid Powerplant Prairie View A&M University Transmission and Clutch McMaster University Fuel Systems Northwestern University Electric and Control Systems RWTH Aachen Auxiliary Devices PES Institute of Technology HVAC 홍익대학교 (Hongik University) Body CFD, Full Vehicle Dynamics University of Cincinnati Suspension Sri Jayachamarajendra College of Engineering Brakes University of Texas at El Paso Steering University of Ontario Institute of Technology Body Design 성균관대학교 (Sungkyunkwan University) Design for Manufacturing BYU is just one of more than 15 universities worldwide contributing to the Emerging Market Vehicle Project. Our team is responsible for developing a fuel power plant, and for handling exhaust and emissions.

Build Custom Engine and Integrate with EMV Project Objective By March 25th 2009, define and build an engine prototype that produces 66 ft-lb. of torque and 65 hp brake power and achieves 60 miles per gallon (gasoline equivalent ) fuel economy. By July 20th 2009, validate the prototype’s performance through testing.   For our Capstone project, we further refined the scope of our efforts thus: By March 25th 2009, define and build an engine prototype that achieves 65 horsepower and 60 miles per gallon (gasoline equivalent). By July 20th 2009, validate the prototype’s performance through testing. So how what are we shooting for? How does the EMV stack-up to the competition? and Engine Prototype Build Test Facility 2008-2009 Refine Engine Design 2009-2010 Build Custom Engine and Integrate with EMV 2010-2011

The Competition

Price (USD) The PACE Emerging Market Vehicle costs less than half as much as the Toyota Prius.

Power (HP) The PACE Emerging Market Vehicle has more than double the power of the Tata Nano.

Passenger Capacity The PACE Emerging Market Vehicle is not a large car, but it still comfortably seats four adults.

Fuel Economy (MPG) The PACE Emerging Market Vehicle gets better fuel economy than any of its competitors.

Concept Generation Screening & Scoring Prototyping System Concept Fuel Concepts 16. Oil-actuated movable cams 1. Diesel/Bio Diesel 31. Parallel combustion – electric drive Regular Unleaded Gasoline 17. Variable Compression Ratio, movable compression chamber top 2. Compressed Air Pressure Engine 32. Cyclonic air filter to reduce intake pressure Compressed Natural Gas 3. Gasoline & Ethanol “flex” 18. Actively-tuned exhaust 33. Regenerative braking – compresses air, engine as compressor 4. Compressed Natural Gas / Gasoline 19. Rotary valve train 34. Regenerative braking – compressed air Diesel 35. Reduce exhaust pressure when braking 5. Multi-fuel Ethanol/Gasoline + LNG 20. Ball valve tappet “Flex” Gasoline / Ethanol Small Gasoline / Ethanol Engine 21. Coated rotary cams with adjustable timing 47. Regenerative braking – compressed air 6. Gasoline & Ethanol (separate tanks) 36. Ignition control (No throttle plate) 22. Heat transfer cylinder wall coating 37. Liquid nitrogen power 48. 6-cycle, air assist 7. Natural Gas Mechanical Concepts Turbocharger Integrated Starter 8. Gasoline/ Natural Gas Flex 23. Miller cycle valve train 38. Variable intake pressure 9. Hydrogen Internal Combustion 30. Series combustion – electric drive 24. Alka-Seltzer engine 39. Variable valve timing, electric Low-friction Wall Liner Direct Injection, Spark Ignition So how do you make an engine that is inexpensive, fuel-efficient, clean, and viable in markets whose transportation and fuel infrastructure may be decades behind the standards we have here in North America? We began by brainstorming dozens of concepts. When we realized these concepts broke-down into 2 main divisions, we split the team in half and worked in parallel to investigate Fuel Concepts and Mechanical Concepts. We created analytical prototypes of the most promising concepts in each category. 10. Gasoline engine 25. Plug-in electric only 40. Variable valve timing, timing chain Heat Transfer Liner 11. Adjust cam for throttle 26. Fly wheel energy storage 41. Regenerative braking – rubber band Variable Cylinder Shutoff 12. Turbocharger and steam boiler 27. Mechanical variable cylinder shutoff (clutch mechanism) 42. Cylinder shutoff 13. High Pressure Boost Natural Gas at Home Direct Injection 43. Compressed air – fill at home 28. Steam turbine using exhaust waste heat 14. Direct Injection Spark Ignition 44. Regenerative braking - flywheel Turbocharger 29. Steam engine 15. Pancake griddle on exhaust manifold 45. Low-friction cylinder liner

Power System Concept + + + Small engine (500-800 cc) Turbocharger to increase power output Direct injection to improve fuel efficiency Gasoline / Ethanol for global fuel flexibility + + + Gasoline or Ethanol Small Engine Turbocharger Direct Injection

2008-2009 Prototype + + BMW Motorcycle Engine (Rotax 654cc 1-cyl.) Aerocharger Variable-Geometry Turbocharger Use high octane fuel to simulate the effect of direct injection (high compression ratio) + + Rotax 654cc Aerocharger High Octane Gasoline

How a Turbocharger Works A turbocharger uses energy from exhaust waste heat to force more air into the combustion chamber. A turbocharger captures energy in the form of exhaust waste heat, and uses this energy to force more air into the combustion chamber. This directly improves volumetric efficiency and torque. http://www.aa1car.com/library/turbo_schematic.gif

Power System Solution

Control System The stock BMW engine control module (ECM) lacks important features required to run with a turbocharger. No cam position sensor No mass air flow sensor http://image.hondatuningmagazine.com/f/9329434/0704_ht_01_z+how_to_degree_a_camshaft+diagram.jpg http://www.aa1car.com/library/ford_maf_sensor.jpg

Control System Manifold Pressure Sensor Throttle, TPS & Fuel Injector Mass Air Flow Sensor Exhaust Temp Sensor O2 Sensor Spark Plugs Engine Temp Sensor Crank Position Sensor Engine Control Module (ECM) The control system consists of numerous sensors and control mechanisms which include… The engine control module, or ECM, is the “brain” of the control system. By using a custom, programmable ECM, we are able to tune every aspect of the engine’s performance.

The Experiment Test Engine without Turbo Same as Published Specs? Test Engine with Turbo Meet Target? Modify Test Setup & Calibration Modify Engine Map/ Turbo Tuning 2 people present during tests Baseline test (~1 hour per test run) Map tuning tests (Control System: William & Jesse) Drive cycle test (~1 hour per test run) -> After each drive cycle test, what do we change? What direction do we move our experimental variables?

EPA City Fuel Economy Cycle Fuel Economy Testing EPA City Fuel Economy Cycle (FTP 72) EPA Highway Fuel Economy Cycle (HWFET) When you buy a new car, it comes with a sticker on the window showing its city and highway fuel economy. The United States Environmental Protection Agency regulates vehicle emissions. The EPA has defined tests that are used to determine every vehicle’s city and highway fuel economy. Each test attempts to simulate real-world driving conditions, and serves as the standard by which fuel economy for all light-duty passenger vehicles is judged. http://www.dieselnet.com/standards/cycles/

Test System Drive cycle tests are performed on sophisticated motoring chassis dynamometers using complete vehicles. No test system available at BYU No vehicle http://www.autoequipexpo.com.au/xerxes/UserFiles/AutoEquipExpoandConvention/sydney08/dynamometer.jpg

Test System Solution A 50 gallon surge tank upstream of the air intake dampens intake pressure waves. A 9” water-brake dynamometer dissipates engine torque by stirring water in an enclosed cylinder. We designed and manufactured a custom shaft to mount the dyno directly to the engine’s output shaft. The power system rests on a steel test stand. We manufactured custom mounting hardware specifically for our engine. A large radiator is also mounted on the test stand, to help avoid overheating the engine. For safety, the test system is enclosed in a plywood test cell. Ventilation is also provided for exhaust gases. The dyno requires a high volume of water to be continuously flushed through it. If water is not emptied from the dyno fast enough it could boil! Real-time test data and control signals flow through a data acquisition PC.

EPA Highway Fuel Economy Schedule Steady-state Approximation Steady-State Approximation of EPA Highway Fuel Economy Test Driving Schedule EPA Highway Fuel Economy Schedule Steady-state Approximation Length (s) 765 Distance (miles) 10.26 Average Speed (mph) 48.3 48.92 http://fueleconomy.gov/feg/images/hwfetdds.gif

Fuel Consumption Data Spec. Published Measured % Difference A 5th-order polynomial surface interpolates our experimental data. The surface predicts brake specific fuel consumption at every operating condition. The R-squared coefficient of determination is 0.92 for this surface. The contour plot is a convenient way to visualize the engine’s fuel efficiency. Red circles indicate steady-state data that were measured experimentally. Spec. Published Measured % Difference Max. Torque 42 ft-lb @ 5250 rpm 46.5 ft-lb @ 5660 rpm 10.7% higher Max. Power 53 hp @ 7000 rpm 53.5 hp @ 6346 rpm 0.9% higher

Transmission Approximation Model Assumptions: Transmission is 85% efficient Engine always at 3200 rpm Vehicle + Driver weight = 2000 lbs. Rolling Resistance coefficient = 0.025 Frontal Area * Drag coefficient = 7 ft2 Estimated Highway Fuel Economy (no turbocharger): 54 mpg

Moving Forward… By tuning the turbocharger and control system: We expect more torque at every RPM. We expect to maintain fuel economy. Next year, when we add direct injection, we expect to increase fuel economy to 60 mpg. When we add and tune the turbocharger: We expect more torque at every RPM. We expect a small, but acceptable, decrease in fuel economy

Conclusion With continued testing and tuning, we look forward to demonstrating the feasibility of the EME concept power system. Eventually, the engine design will be incorporated into the PACE Emerging Market Vehicle.

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