1. BYU Emerging Market Engine Project

2. 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.

3. 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…

4. 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

5. 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.

6. 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

7. 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.

8. 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
Refine Engine Design
Build Custom Engine and Integrate with EMV

9. The Competition

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

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

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

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

14. 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

15. 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

16. 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

17. 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.

18. Power System Solution

19. 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

20. 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.

21. 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?

22. 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.

23. Test System
Drive cycle tests are performed on sophisticated motoring chassis dynamometers using complete vehicles.
No test system available at BYU
No vehicle

24. 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.

25. 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

26. 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
rpm
rpm
10.7% higher
Max. Power
rpm
rpm
0.9% higher

27. 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

28. 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

29. 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.

30. Questions/Comments