Summer 2003 - Wisconsin Hybrid - University of Wisconsin–Madison

UNIVERSITY OF WISCONSIN-MADISON
COLLEGE OF ENGINEERING
UARTERLY
OW
June 2003
Volume 5/No.2
An update from the University of Wisconsin-Madison FutureTruck Team
Size, Torque and Power!
150
By Glenn Bower
T
Although last year’s LandRover engine was
durable and reliable, Ford’s Lynx engine
provides 94% of the power of the
LandRover with lower emissions, higher
efficiency and active vibration control.
Compared to its 5-cylinder predecessor, the
65
60
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Motor Output Power (Kw)
50
EV1 - 300 amp DC max
2002 UW-Madison Custom
45
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5
0
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60
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80
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Vehicle Speed (mph)
Motor power versus vehicle speed
new 4-cylinder Lynx engine allows extra
room for two or three suitcases in the engine
compartment.
After resolving the engine controversy, the
performance of last year’s electric motor
was reviewed. Although the electric motor
performed to specifications, the team voted
to increase the power of the electric drive
components. Through our friends at Delphi
in Kokomo, Indiana, we received two EV1
electric motors. These motors have been
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Hybrid Power (kW)
his year, Team Paradigm is implementing a smaller, lighter and yet
more efficient and powerful powertrain than last year’s design. While investigating available components in the Fall of
2001, Team Paradigm identified an ideal
engine that was not available in time for
integration into their 2002 FutureTruck
entry. Using less than ideal components, the
Moolander crushed the competition!!
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the slightly lower power output of the Lynx
engine.
With this combination, the
Moolander will utilize a partial EV mode.
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2003 Lynx & EV1 Motor
2002 LandRover Td5 & Custom Motor
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Vehicle Speed (mph)
Hybrid power versus vehicle speed
fully developed and have a high power to
weight ratio. The EV1 motor is a copper-bar
rotor design that allows for a small, lightweight, and more efficient electric motor.
During braking, the hybrid control computer will integrate the power entering the high
voltage battery pack. Leaving the transmission in neutral, the electric motor will power
the vehicle. When 80% of the previous
braking events energy is used, the control
computer will illuminate a shift command to
the driver. Pulling the transmission out of
neutral, the control computer will start the
engine while indicating which gear to shift
into.
To implement the EV1 motor, a gear reduction would be necessary. After searching,
Ballard supplied a planetary gear reduction
from one of their drive units. This will allow
us to continue to utilize a through driveshaft
electric motor – a necessity for the available
space under the Ford Explorer. Using the
planetary reduction, the center driveshaft
spins approximately 3.1 times slower than
the electric motor and allows for a light- EV1 Electric Motor Assembly
weight compact design.
Coupling the partial EV mode with the
engine stop/start strategy that was develTo supply the necessary power to the EV1 oped for the 1999 FutureCar Challenge, the
motor, two Toyota Prius battery packs will engine will be shut-off 1 second after a
be used in parallel. The overall weight of braking event starts and will stay off until
this year’s powertrain will be approximately 80% of the captured energy is reapplied.
125 lbs lighter. The overall power delivery From previous data, the engine stop/start
of the 2002 and 2003 electric motor and mode should increase our fuel economy by
hybrid powertrains were compared. The 1-2%. The partial EV mode is estimated to
EV1’s slow speed power is almost double increase fuel economy 1-2% while decreaslast year’s motor and will supply 60 KW ing pollutant emissions by 3-6%.
continuously above 30 mph.
The team is excited: more power, less
When coupled with their perspective weight, less fuel, fewer emissions and a
engines, the 2003 EV1/Lynx powertrain highly refined hybrid control strategy. As
should easily out perform last year’s design. always, early completion and testing will be
The EV1 motor more than compensates for the key to this year’s success!
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Scholarship Winners
Nicholas Woulf
Jere Fluno
SAE Vehicle Project
Scholarship
Spring 2003 Recipient
Kathryn Orgish
Ford Motor Company/
University of Wisconsin
Student Group Scholarship
Spring 2003 Recipient
Jason Peto
Ford Motor Company/
University of Wisconsin
Student Group Scholarship
Fall 2002 Recipient
FutureTruck Data Logging System
By Nikolay Kolev
s we are converting a stock Ford
Explorer into a hybrid vehicle and
experimenting with numerous new
technologies, we need a reliable way to
monitor a considerable number of parameters of the electrical, mechanical and telematics systems. We are using National
Instrument’s Compact FieldPoint hardware
system to monitor and convert to digital data
various sensor output signals and monitor
communication lines. The compact
FieldPoint bank has expandable array of
modules that interface to different type of
sensors and also can output control signals
that actuate vehicle systems.
A
Compact FieldPoint 2020 Back-Plane
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The heart of the system is the network module, which is in fact a small PC Intel 486
compatible unit that is placed in a compact
case containing only the basic system components – processor, communication bus,
several types of memory units (quite small
for today’s home PC standards, but sufficient to get the job done), I/O ports, ethernet
network interface, memory expansion slot
for flash memory modules (just like the ones
in personal digital cameras) and several
other peripheral systems. The network module is capable of communicating with a
another computer by an ethernet connection
or serial cable link from where it can be
monitored, controlled and loaded with programs which is useful for the vehicle control
and monitoring. It also talks to the different
I/O modules that are plugged into the same
back-plane and are directly connected to
wiring harnesses and sensors located at crucial points of the hybrid vehicle. It reads the
digitalized data that the modules send over
the back-plane bus, modifies and filters
under the control of the program that was
loaded into it initially and stores it in a
FieldPoint Explorer
desired format which can be downloaded
later from the module for further processing
and analysis.
The software that we use to monitor and
tune the network module and the I/O bank is
FieldPoint Explorer – very similar to
Windows Explorer which is used to view,
manage and control the basic functions of
the windows file system and hardware
resources
continued on page 3
The Legend of Poof!!
lenn Bower, our fearless faculty
advisor is nicknamed Poof! Why?
Most students believe it is derived
from his pyrotechnic nature at his world
famous bonfire/cookouts each fall. No, the
origin of Poof is much deeper.
G
While consulting for Hi-Techniques in
1998, Glenn was asked to write an article
about engine cylinder analysis for HOT
ROD magazine. Upon receipt of the article
proof, the title was "Poof Daddy sez". For
you history buffs, this was the era of Puff
Daddy (the famous rapper).
The article originally was printed in the
April 1998 issue of Hot Rod magazine. It
was reprinted at the end of the year in a
"best of" issue and here for your enjoyment!
continued from page 2
After everything is setup in the desired way,
we user National Instruments LabView
Software, which is a graphical programming
software development tool, to build are custom software that will process the vehicle
data. The major systems that are monitored
are the high voltage hybrid battery pack
(Nickel Metal Hydride battery manufactured
by Panasonic and currently used in Toyota’s
hybrid vehicle – the Prius) – its temperature,
delivered current and output voltage; the
vehicle speed and location delivered by the
GPS system, the vehicle speed, electric
motor torque and several other data streams.
Poof Daddy Sez
The following are comments on ECA from Dr. Glenn Bower, faculty associate at the University of Wisconsin
enginer laboratory (a beta-site location for Hi-Techniques, Inc. technology applications).
“Because an engine is a mechanical device producing friction, there are some power losses within it.
The amount of power that is delivered to the flywheel is called the ‘brake horsepower.’ Using recorded
cylinder-pressure data and engine geometry, ‘indicated horsepower’ can be calculated. Indicated horsepower is the amount of power that a (theoretical) frictionless engine would deliver to the flywheel.
Comparing indicated horsepower and brake horsepower, an indication of an engine’s frictional load can be
estimated.
“Using recorded pressure data, ‘heat release’ and ‘instantaneous work’ curves can be derived.
Instantaneous work is simply the average pressure over one crank angle of rotation multiplied by the corresponding cylinder-volume change during the crank angle. Summing the instantaneous work over one
engine cycle and multiplying by the engine speed produces indicated horsepower.
“Today. special spark plugs with integral-pressure transducers allow race-engine builders to acquire
engine-pressure data from all cylinders. Simultaneous acquisition of all cylinder data allows cylinder-tocylinder evaluation. For example, are all cylinders producing the same indicated horsepower, and do they
have similar peak- cylinder pressure and heat release rates? If not, identify the cylinder with the highest
indicated horsepower. Study its conditions [manifold pressure, air/fuel ratio, spark timing] and determine
how the other cylinders vary. Correcting these variations will increase the horsepower on the other cylinders, leading to a smoother-running, higher-output engine.
“Once cylinder-to-cylinder variations have been identified [especially if the engine uses a controller or
on-board computer] with an instrumented engine, individual spark advancement and air/fuel ratios can be
programmed into the engine’s ECM. This addresses the fact that spark advacement for lean and rich operation can be drastically different at high engine speeds.
‘What must be understood is that engine-cycle analysis and accompanying-data-acquisition systems are
not a key to increased power. They are ‘tools’ with which maximum power can be achieved. The data acquisition is the engine’s heart monitor, and the crankshaft is its pulse!”
The long-term goal of installing this system
in the vehicle is to provide a comprehensive
data recording for the vehicle performance
and the operational parameters of its systems
under various loads. With a large set of
parameters and multiple channels, which is
monitored in parallel and recorded every
couple of seconds, a complete image of the
vehicle condition and its use (and abuse) can
be tracked down and analyzed. Using the
FutureTruck
available Flash Memory expansion, a couple
of months of data can be stored by the
FieldPoint system at a rate 1 sample every
minute using 20 monitored channels. The
system powers itself up when the vehicle
ON switch is activated, logs data while the
vehicle is running or at least its major systems are energized, and suspends operation
when the vehicle is turned off.
Chair:...............................Katie Orgish
Editors:............................Liz Casson
Tim Flink
Contributors:...................Glenn Bower
Nikolay Kolev
Katie Orgish
Desktop Publishing:..........Liz Casson
Quarterly Cow is published four times a year by the FutureTruck team of
LabView Program Diagram
the University of Wisconsin-Madison, College of Engineering. Address all correspondence to the editor, FutureTruck, 1500 Engineering Drive, Madison, WI
53706 or email at vehicle@cae.wisc.edu.
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FutureTruck’s Southern Saunter
By Katie Orgish
advisor, Glenn Bower, decided to head out to
visit two sponsors and see some sights.
t the beginning of the fall semester, a
lofty goal was set:
Get the
Moolander’s powertrain swapped
over and running so the truck could go on a
road trip to somewhere warm over winter
break. The team worked very hard to
achieve this goal, but in the end was held up
with an electrical engine security problem
found in the computer. Though the team
was disappointed to not have the truck running for the trip, several students and the
The first stop on the trip was St. Louis,
Missouri, to visit the Ford assembly plant
where Explorers and Aviators are built. The
group received a tour of the plant and was
able to pick up some ideas to incorporate
into the Moolander. For example, the
Aviator’s front suspension inspired the team
to modify the aluminum frame to utilize the
Aviator’s aluminum lower control arms.
A
While the group was in St. Louis, they also
took the time to visit a few local attractions.
Everyone went to the top of the Gateway
Arch, though one person required a little
extra encouragement (ie, extreme peer pressure) to crawl into the small capsule that
provides transportation to the top. The
group also got a VIP tour of the AnheuserBusch brewery and learned about the company’s history and brewing process.
Walking around the base of the Arch
Future Truck - Quarterly Cow
University of Wisconsin-Madison
1500 Engineering Drive
Madison, WI 53706
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The Alcoa aluminum rolling mill in
The Anheuser-Busch Wagon
Texarkana, Texas, was the next stop, and
final destination, of the road trip. The group
toured the facility and learned how “scrap”
aluminum gets formed into rectangular
ingots weighing several tons then gets
processed into thin sheets of aluminum several miles long. After the visit to the Alcoa
mill, the group headed back to Madison for
the start of the spring semester.
The Wisconsin FutureTruck team would like
to thank Ford Motor Company and Alcoa for
their tours and continued support of our program.