Development of The University of Wisconsin's Parallel Hybrid-Electric Sport Utility Vehicle
Development of The University of Wisconsin's Parallel Hybrid-Electric Sport Utility Vehicle
Development of The University of Wisconsin's Parallel Hybrid-Electric Sport Utility Vehicle
Team management
FutureTruck 2000 is a student competition whose goals
are to build a Sport Utility Vehicle (SUV) that maintains The UW FutureTruck team consists of seven groups:
current standards of safety, performance, comfort, and Mechanical, Electrical, Engine, Weight Reduction,
affordability, while at the same time reducing Controls, Business, and Information (team composition
Greenhouse Gas (GHG) emissions by two-thirds. is shown in Table 2). These seven groups are overseen
Fifteen universities from North America will compete in by a faculty advisor and a student team leader. There
FutureTruck 2000, which is sponsored by the US Table 1. UW FutureTruck 2000 Performance Goals.
Department of Energy and General Motors’ Truck
Parameter 2000 Goals
Group.
Combined FTP Fuel Economy 10.6 km/L (25 mpg)
The University of Wisconsin has designed a charge
Emissions ULEV
sustaining, parallel hybrid-electric vehicle for
FutureTruck 2000, as depicted in figure 1. The team Acceleration: 0–100 kph <12 seconds
used knowledge gained from previous design and Range 805 km (500 mi)
testing on the Aluminum Cow (a parallel hybrid-electric Vehicle Weight 2495 kg (5500 lb)
1
are approximately
Table 2. 40 team
Team members,
Composition by 20 of whom are
Major. a vehicle and defines where power is dissipated as the
participating in the FutureTruck project for course credit. vehicle travels down the road. [2] The equation is the
Only three team members are graduate students. basis for both the vehicle simulation developed by the
University of Wisconsin and for dictating the design of
components and/or modifications to the vehicle. The
equations necessary to calculate road power demand for
Mechanical Engineering 62.5 %
a given driving condition are shown in numbers 1-6
Electrical and Computer 25% (Symbol definitions are listed in Appendix A).
Engineering
(1) Proad = Proll + Phill + Paero + Paccel + Paux
Industrial Engineering 5%
(2) Proll = m g V Crr cos θ
Materials Science 2.5%
(3) Phill = m g V sin θ
Other 5%
Paero = 0.5 ρ A V Cd
3
(4)
(5) Paccel = d Ekinetic / dt = m V dV / dt
Each group is headed by a group leader. The group
(6) Paux = f (alternator, power steering, etc.)
leaders are in charge of planning and assigning projects
to the group members and giving them guidance. Group The road power demand Equation (1) identifies the
leaders are also responsible for setting and meeting vehicle design aspects that can be changed to improve
project completion deadlines. The team leader oversees the overall energy efficiency. Fuel economy on the FTP
all of the groups and ensures that projects are 75 cycle was calculated using this equation with reported
completed as planned and facilitates communication component efficiencies. The relative importance of
reducing each of the equation parameters is shown in
figure 3. [3] As displayed in the figure, the vehicle mass
is the dominant factor in vehicle energy consumption.
March
Sept
April
May
Nov
Dec
Mass
Testing Components Aero
Arrival of Al Frame Tires
Components in Frame 1.2 Accessories
Truck Drivable
domestically. 90
W load [kW]
75
Throughout the selection process, appropriately sized
components were chosen to maximize energy efficiency 60
and minimize weight. A packaging diagram of the 45
Wisconsin FutureTruck is shown in figure 4.
30
15
Puma TDI
Solectria Engine 0
High Voltage Electric Motor 0 10 20 30 40 50 60 70 80 90
Battery Pack Vehicle Speed [kph]
125 PS Engine.
Figure 6. Platinum loading levels vs. conversion
Engine Component Specification efficiency for production catalyst.
Rated Power 99 kW at 4000 rpm
Maximum Torque 240 Nm @ 2300 rpm nitrogen and oxygen and the NOx trap is ‘regenerated’.
Speed Range 800 - 4900 rpm Regeneration is usually done every 30-60 seconds
during normal operation in order to keep the catalyst
Bore 89.9mm
efficiency above 75%.
Stroke 94.6 mm
Displacement 2401.9 cc
Fuel Injection Pump Bosch VP44 Transmission – The transmission is a stock YC1R 5-
speed manual transmission. The gear ratios are shown
Control System EEC V
in Table 5 and the placement of the transmission in the
Wisconsin FutureTruck is displayed in the packaging
After-Treatment - Historically, exhaust after-treatment diagram (figure 4). The gear selector and clutch are
has been developed for SI engines. These engines use typical of those found in conventional vehicles with
closed-loop controls to keep the air/fuel ratio manual transmissions. This transmission supports an
stoichiometric, in a region where the 3-way catalyst auto-shift mechanism that will be integrated into the
technology operates effectively. If the engine were vehicle in the second year of development.
operated lean, the nitric oxide (NOx) conversion
efficiency would drop drastically while rich combustion
would cause excessive carbon monoxide (CO) and Table 5. Gear Ratios for Transmission.
hydrocarbon (HC) emissions. In the case of CI engines,
the engine is always operated lean, so 3-way catalyst Gear Ratio
st
technology is not applicable. 1 4.05
nd
2 2.25
rd
Platinum loaded catalyst from Degussa was chosen for 3 1.5
th
the current vehicle. This passive catalyst is mainly 4 1
designed to reduce HC and CO emissions, but it also 5
th
.8
reduces particulate and NOx emissions. The catalyst
Differential 3.73
efficiency varies with platinum loading as shown in figure
6. From the four different catalysts tested, a catalyst
3
loading of 20 g / ft was chosen. This choice was made Hybrid Transfer Case – The original transfer case has
to maximize NOx reduction. Past testing has shown that been removed from the vehicle and has been replaced
CO, HC, and particulate levels are all below ULEV with a single speed student-designed unit that acts as
standards while NOx has been our constraining effluent, the transfer case and the hybrid integration unit. A
so we have optimized the cost for NOx. schematic of this unit is shown in figure 7. To facilitate
the room for a single battery pack, this transfer case
offsets both the front and rear drive shafts 21.6 cm
In addition to the production catalyst, Degussa furnished
towards the driver’s side of the vehicle. Also, a
a lean NOx catalyst with an estimated efficiency of 40% syncromesh unit commonly used in standard
in addition to a NOx trap. The trap actually causes the transmissions is being used to disconnect the front drive
NOx to adhere to the surface of the catalyst. Once the shaft during 2-wheel drive operation.
catalyst surface is loaded with NOx, a small injection of
fuel into the exhaust stream (2-3% fuel economy The decision to eliminate the low-range portion of the
penalty) causes a slightly fuel rich exhaust gas stream. transfer case stemmed from several factors. First, both
In the absence of oxygen, the NOx converts to diatomic the diesel and the electric motor have excellent low
4
Front Wheel Output 0.8
0.7
Engine Output
0.5
Single Speed
0.4
2 Speed Gearbox
0.3
0.2
0.1
5
of 43 and an average sulfur content closer to 200 PPM. With this knowledge, the Moolennium will use a Solectria
Since 75-80% of the sulfur in the fuel is directly 21 kW AC induction motor with a peak power of 78 kW
converted to particulates, which constitute about one- (battery limited) and a maximum torque of 175 N-m. The
third of current particulate emissions, use of California motor weighs 60 kg, and operates at a peak efficiency of
Diesel will improve FutureTruck emissions by decreasing 93% (figure 10). The motor is part of Solectria's
particulate generation. [2] prepackaged electric drive system that includes a
microprocessor vector control unit, the UMOC440F.
Due to the offset drive shaft, two fuel tanks are needed This air-cooled controller is 98% efficient, weighs 16 kg,
to achieve a fuel capacity of 76 liters. At 6.65km/l and includes large cooling fins and fans. The control
(model prediction), this will provide a “tank” range of unit is rated for an input voltage of 350 V and has a 240
813km (505miles). The tanks are constructed from 16- Arms limit.
gauge 5052 H32 aluminum, TIG-welded at the seams.
The interconnected tanks share a single fuel gauge and
an in-line lift pump/filter to transport the fuel to the AC42 Motor w/ UMOC440 Efficiency (312VDC)
engine.
95
Electric Drive System
4500 rpm
Motor/Inverter - In the fall of 1998, the Aluminum Cow 6000 rpm
was tested on a chassis dynamometer on two separate 90
occasions to evaluate the performance of hybrid utilizing
7500 rpm
a permanent magnet motor. In the spring of 1999, the
Efficiency (%)
85 3000 rpm
tests were repeated using an inductive motor. City fuel 9000 rpm
economy results are listed in Table 7 for both tests.
The FTP 75 city cycle was used to compare the 80
effectiveness of the hybrid drive train, as the highway
cycle rarely requires the hybrid mode. The inclusion of
an unused permanent magnet electric motor into the 75 1500 rpm
drivetrain of the Aluminum Cow produced a 16.4%
decrease in fuel economy. After experimenting with two
different control strategies, the best-hybridized strategy 70
had only a 3.2% fuel economy advantage over the same 0 50 100 150
vehicle without hybrid operation. Torque (Nm)
The permanent magnet’s free spinning drag losses
added to the drivetrain’s resistance and are analogous to
a 20% increase in the dynamometer’s aerodynamic drag Figure 10. System efficiency map for Solectria AC42
setting. Using a mild hybrid strategy, the electric motor motor using a UMOC440F controller
is only utilized 10-15% of the time and the gains in operating from 312V DC.
efficiency are smaller than the drag losses compared to Battery – The energy storage system used in the
an inductive motor. These dynamometer results Moollennium consists of 1680 sub-C Nickel Metal
conclude that an induction motor is the best choice for a Hydride (NiMH) cells. This technology is capable of 480
mild hybrid. W/kg (20 seconds, 20% voltage drop), providing a
lightweight system, optimal for a charge-sustaining,
Table 7. Dynamometer FTP 75 City Fuel Economy parallel assist, hybrid design. The NiMH batteries from
Results Using the 1.8L CIDI Hybrid Moltech Power Systems are completely enclosed,
Powertrain in Our Aluminum Cow. require no maintenance, and are recyclable. For
Vehicle Testing UQM Solectria comparison of NiMH and NiCd, a graph showing voltage
Mode Permanent AC versus time for 40-amp discharge is shown in figure 11.
Magnet Motor Induction When comparing the NiMH cells to the NiCd cells that
Motor were used in past vehicles at UW-Madison, the NiMH
are more power dense and have little or no memory
No Hybrid Mode 34.7 NA problems. In addition, the method of construction for the
(Electric Motor NiMH battery pack significantly lowers the resistance in
Removed) each string, when compared to our NiCd system. NiMH
No Hybrid Mode 29.0 52.1 cells also are much less hazardous environmentally,
(Motor Spinning) since they do not contain heavy metals. A battery
Hybrid Mode 35.8 62.0 configuration comparison between the 1998, 1999, and
2000 vehicles is shown in Table 8.
Load Leveling 35.6 60.5
NiMH cells were tested according to PNGV testing
standards [5]. The cell's open circuit voltage, Voc, was
calculated from a series of pulse tests vs. State of
6
Terminal Voltage and Current vs. Time
1.1
1.3
NiCad
Voltage [xVn]
NiMH
1.2
1.0
1.1
0.9
1 0.8
0 20 40 60 80 100 120
0.9
6
4
Current [pu]
0.8
2
0.7 0
-2
0.6 -4
0 0.5 1 1.5 2 2.5
-6
0 20 40 60 80 100 120
Figure 11. Plot of voltage versus time for NiMH and time [sec]
NiCad sub-C batteries. Figure 12. Per unit terminal voltage and current vs. time
for several states of charge for a sample
Charge (SOC). The pulse tests were elongated to 30 NiMH system.
seconds from the specified test procedure of 18-second (Vbase=1.336V/cell, Ibase=3.0 Amps or Ah
discharge and 2-second peak charge power. This was capacity).
done in order to gain a more balanced bi-directional
power flow description of the battery, a closer During a FTP dynamometer cycle, individual string
resemblance of the application in our hybrid vehicle. currents and the pack voltage were monitored in a
The power pulse test trajectories for several SOC levels attempt to quantify the “current-sharing” abilities of
are shown in figure 12 (80%, 60%, 40%, and 20%). This parallel string pack. In figure 13, four individual current
figure shows the typical voltage variation per battery, as levels are displayed for a snapshot of the ‘hot 505’ cycle.
well as the voltage swings to be expected during assist The pack voltage varies with the current and the four
and regenerative battery utilization. Additionally, these individual strings each experienced almost identical
tests confirm the power density of the NiMH batteries, current loads. Equal current sharing will ensure the
given the tested variation in battery voltage. longevity and performance of the hybrid pack.
0
240
-2
-4
String 1 230
String 2 220
-6
String 3
-8 210
String 4
-10 200
210 220 230 240 250 260 270 280
Time (s)
battery. [6] Using the electric motor to meet rapid Brake Pedal Depression (mm)
increases in road load power demands reduces transient
engine emissions. The engine power output is then Figure 15. The application of the regenerative and
gradually increased while the motor power output conventional braking systems in the vehicle.
simultaneously decreased. Buffering the engine from the
road load in this manner also increases the vehicle's fuel
economy.
8
A hydraulic piston (patent pending) is attached to the Component Summary
end of the existing master cylinder. As the brake pedal
is depressed, the brake fluid forces this hydraulic piston Table 9 provides a summary of the mechanical and
to compress a spring. A brake line pressure of 100 kPa electrical components used in the Moollennium.
(14.5 psi) is needed to initiate the movement of the
piston and a mechanical stop limits the piston’s stroke at
a pressure of 350 kPa (see Figure 15). The control
computer senses the pedal position using a rotary Table 9. Moollennium Component Summary.
potentiometer mounted on the pedal. After the piston Component Manufacturer Rating
contacts the stop, the disc braking system operates
normally. The 350 kPa preload causes a very smooth 99 kW @ 4000 rpm
Puma
transition between the regenerative and conventional Engine 240 N-m @ 2300
2.4 L TDI
braking systems. 210 g/kW-hr @ 2300
State 3: HEV – The HEV state is the third and most 5-speed w/ Reverse
common state in the control strategy. This state contains Transmission YC1R
3.73 Diff. Ratio
the SOC regulator control code, which manages the
battery voltage as previously described.
21 kW continuous
Solectria
Safety is ensured by range checking all inputs and Motor ≤150 N-m
AC42
outputs. If a value entering or leaving the computer is too ≤10000 rpm
low or too high the computer will adjust the value to the 78 kW
closest bound, or, if the values are far out of range, Solectria
indicating a serious error in hardware or software, and Inverter ≤ 240 Arms
UMOC 440F
the control strategy will disable the electric motor to 312 Vdc
prevent hazardous operation.
Moltech +/- 85 kW
Battery
To further improve fuel economy in city driving, the NiMH 4.44 kWhr
CO2 Emissions
4
Engine On (Hot & EGR) TEMPERATURE CONTROL SYSTEMS
Engine Off (Hot & EGR)
2
system is used to cool the vehicle cabin. Thermal-
electric coolers are four times less efficient than a vapor-
1 compression system and the relatively small battery
0 pack makes operation of an electrically driven
100 110 120 130 140 150 160 170 180 compressor impractical. When the air conditioning
Time (sec.)
system is activated, intermittent engine operation is
Figure 16. Comparison of modal CO2 emission data deactivated so that continuous cooling can be supplied
recorded during a ‘Hot 505’ FTP chassis to passengers. In order to ensure adequate cooling, a
dynamometer experiment. two-speed electric radiator fan operates in the 'low'
position, drawing air across the condenser while the air
control strategy implements intermittent engine conditioning is activated.
operation. When the driver does not need the engine
(for example, when coasting or sitting at a red light), the Window Coating – Window coating from V-Kool, Inc.,
control strategy shuts the engine down. The engine is has been installed on all windows, excluding the
automatically restarted when it is needed again. windshield, of the Moollennium. This window film is a
nearly transparent film that blocks out ultraviolet and
Before implementing the intermittent engine operation, infrared rays without limiting visible light transmission.
modal CO2 emissions from FTP cycles were compared. Blocking infrared rays helps reduce the solar heating
Figure 16 shows a snapshot comparison of the energy from entering the vehicle, decreasing the air
instantaneous CO2 emissions from normal and conditioning load.
intermittent engine operation. Between 120 and 160
seconds of the ‘hot 505’ cycle, the engine would
ordinarily be at idle (0.3% CO2 emissions). With 12-VOLT SYSTEM
intermittent engine operation, the engine is shut down
during the period, so there are no CO2 emissions. When Table 10 lists the different 12-volt system configurations
the engine is restarted at 162 seconds, no CO2 spike is that were considered for the truck. Each configuration
observed as the engine is restarted. The intermittent involves a different combination of DC-DC converters
engine operation is used in the Aluminum Cow and has and alternators. Systems were evaluated with regards
demonstrated a 3-5% fuel economy increase. to weight, performance and power conversion efficiency.
The system efficiency of an alternator (85-90%) is higher
than the total cycle efficiency of the DC-DC converter
9
system (70-75%). The electric motor, motor controller,
HV battery and DC-DC converter efficiencies must all be
multiplied in order to determine its system efficiency.
1 10.62 Hz
2 26.39 Hz
3 28.26 Hz
4 31.77 Hz
5 35.82 Hz
0.8 dam"
Air dam
0.6
without sides
Table 12. Summary of Major Weight Reduction Air dam with
0.4
Components. sides
0.2
Component Stock Moollennium
0.0
Frame 181 kg 90.7 kg
Speed (m/s)
Suspension 221 kg 168 kg
Drive train 408 kg 392 kg Figure 22. Wind tunnel test data showing the reduction
in the coefficient of drag due to the addition
of an air dam.
12
section to measure both drag and lift on the vehicle. An Tires – Equation 2 shows that vehicle power loss is
airfoil shrouded the arm to ensure accurate drag directly related to the tires’ rolling resistance, therefore
measurements. A pitot tube was used to measure the low rolling resistance tires from Goodyear were used.
air velocity in the test section. The coefficient of rolling resistance for these tires is
about .006.
Wind tunnel data, displayed in figure 22, illustrate the
benefits of the air dam. After quantifying the positive ADVISOR MODEL
effect of the air dam on aerodynamic drag, a working air
This year the UW FutureTruck team has been working
dam was fabricated for use during towing. The air dam
with the ADVISOR model, a computer simulation of
is made of Fibrelam, a carbon fiber material with a
vehicle drive train dynamics. In learning the system the
honeycomb core. This material can withstand a beam-
team chose first ran simulations using last year’s vehicle,
bending load of 45 kg, well above the 27 kg that the air
the Aluminum Cow. Comparing the simulations to
dam will see at highway speeds. The air dam is
results from last year’s dynamometer testing validated
removable, collapsible and thin enough to be stored in
the accuracy of the simulation and modeling employed
the cargo area of the truck. Two different designs were
by the team.
examined, one with sides and one without sides. The air
dam with sides showed the greatest reduction in the The results from the ADVISOR Model are listed in Table
coefficient of drag. In addition to wind tunnel testing, 11. The model consistently under predicts the actual
computational fluid dynamics was performed using data by approximately 14%. Unfortunately, despite
Fluent, as shown in figure 23. This analysis further several attempts, the applicable engine map could not
confirmed the benefits of the air dam. be integrated into the ADVISOR model. Therefore,
when exercising the model, a generic small bore CIDI
engine was used.
Once the accuracy of the model was determined, efforts
went to modeling the Moollennium. Weight and drag
were examined extensively on the FTP UDDS and
HWFET driving cycles. The interaction between vehicle
weight, aerodynamic drag and fuel economy are shown
in figure 24. If the Moollenium is to reach its fuel
economy goal of 10.6 km/L, the vehicle weight must be
kept below 2500 kilograms while maintaining or
improving the stock drag coefficient.
13
DFMEA ANALYSIS vehicle. In addition to the stock audio system, a DVD
player and two televisions displays have been mounted
In designing the Moollennium, appropriate design in the vehicle for use by the passengers in the second
techniques were used to minimize component failures. and third seats. A touch screen provides a convenient
interface to useful information for the driver. The driver
Mechanical Considerations – Safety factors were
can select different control profiles for the vehicle to
considered in all components, and FEA analysis was
optimize driving based on conditions.
performed for any structural parts that were modified.
Splines instead of keyways were used on all rotating In modifying the vehicle, care was taken to preserve the
components and locking devices (locknuts, safety wire, full passenger capacity and cargo room found in a stock
threadlocker) were used on all critical fasteners. Suburban. Turnkey start up, air conditioning, cruise
Because of the aluminum frame, coated fasteners and control, and power windows are a few of the many
rivets were used to minimize galvanic reactions. attractive features of the vehicle. The UW FutureTruck
can travel 805 km without refueling due to an advanced
Electric Drive System - The temperatures of the
control strategy. The vehicle can haul a 3175 kg load to
inverter, electric motor, and battery pack are continually
satisfy the needs of consumers wishing to use the
monitored. Power limits are lowered as values approach
vehicle for towing. The 4x4 drive train also allows for off-
an unsafe level. If the temperatures exceed extreme
road use.
limits, the electric assist will be totally disabled.
Suspension - The default state of the controller used in MANUFACTURING POTENTIAL
the air suspension is in the up position, so if the signal or Component selection for the Moollennium was based on
power is lost, the vehicle will go to its fully raised functionality, ease of procurement, maintainability, and
position. Even if air pressure is lost, the vehicle will manufacturability. This vehicle can be produced using
remain at its last ride height, rather than immediately existing production line technology. The drive train can
dropping to the lowest position. be installed as a single unit, much like today's current
Electrical Considerations – The Moollennium has two truck production techniques.
Emergency Disconnect Switches (EDS) switches (one in To further improve manufacturability, some features of
the front and one in the rear) that, when depressed, will the UW FutureTruck would implemented differently in a
disable the entire high voltage system. These would not mass produced vehicle. For example, the Pentium
be installed on a production vehicle but are a required control computer would be replaced with a less
safety feature for the hybrid prototype. Inline fuses expensive embedded computer. In addition, the
protect against serious battery faults, and an inertia gearbox and brake calipers would be cast instead of
switch will disable the high voltage system in the event machined. Additionally, certain component could be
of a crash. made using lighter and cheaper mass production
The 12-volt system includes both an alternator and a techniques, for example, plastic fuel tanks instead of our
DC/DC converter. If either component fails, the hybrid prototype welded aluminum tank. Incorporating these
computer will limit accessory use so that the vehicle can modifications into the existing design prior to developing
operate in a safe mode until it can be serviced. the assembly line would significantly reduce the time and
cost associated with production.
Control Strategy Considerations– The control strategy
has been designed with a safety state and any abnormal
signal levels will cause it to activate the safety state. For COST ANALYSIS
example, the gas pedal signal is typically between 0.8 V At high volume production, the estimated retail price for
and 3.3 V. If there were a low-side fault, the signal the UW FutureTruck is $45,000. Price estimates are
would go up to 5V and it would be apparent that based on current Suburban retail prices, with a base
something has failed. The control strategy will recognize cost of $38,000. Table 12 lists the assumptions and
this discrepancy and will not go to 100% torque. prices used to calculate the production price of the
Similarly, if the battery voltage ever goes to an extreme Moollennium.
value or if the motor controller stops providing feedback
to the computer, the strategy automatically goes to a
safety state to protect against hazardous operation.
INTENDED MARKET
The intended market for the Moollennium is similar to
that of a typical light-duty SUV. SUVs are designed for
consumers desiring a stylish vehicle with good utility,
power and traction to be used when towing heavy loads,
traveling in poor weather, or traversing rough terrain. In
addition to retaining the original look and feel of a stock
Suburban, several features have been incorporated in
order to enhance the consumer acceptability of the
14
suspension will lower the vehicle 5 cm when the vehicle
travels faster than 32 kph – this will decrease the frontal
Table 12. Moollennium Production Cost Estimates area of the vehicle by 3 % while also reducing the Cd by
20%.
Component UW Prototype Cost Production Cost
15
and lower emissions, making vehicles more
APPENDIX environmentally friendly. Further environmental benefits
are reaped due to aluminum’s ease of recycling and high
scrap value, (in 1996, over 50% of aluminum used in
A. SYMBOL LIST cars and light trucks was recycled). Aluminum use in
m = mass of vehicle (kg) light trucks from 1992 to 1997 grew at a compound
annual rate of 7.7%. 55% weight savings over steel can
g = gravitational acceleration (9.8 m/s^2) be realized while retaining or improving the same level of
stiffness and crashworthiness.
V = velocity (m/s)
In the manufacturing process, lighter aluminum can
θ = inclination of road (rad)
mean easier mobility of material. In addition, dies used
ρ = density of air (~ 1.3 kg/m^3) for aluminum are less expensive than those used for
harder steel due to the ease of working and forming
A = frontal area of Truck (~4.169 m^2) aluminum. Production and development of aluminum-
intensive vehicles have generated the following results:
Cd = drag coefficient (~.446)
Crr = coefficient of rolling resistance (~.006) • 45-55% body structure weight reduction
• 25-35% increased torsional rigidity
B. EXHAUST GAS RECIRCULATION • Up to 50% assembly parts consolidation
• Improved crash performance
• Dramatic reduction in tooling costs
One of the main drawbacks of compression ignition (CI)
engines is the high oxides of nitrogen emission levels.
Issues to address with aluminum include the higher cost
CI engines utilize high compression ratios (15-18:1) to
of raw material and lower stiffness (by a factor of three)
achieve high thermal efficiency. Unfortunately, high in-
in comparison to steel.
cylinder temperatures promote the formation of NOx
during combustion. It has been found that NOx Companies such as ALCOA and BMW are developing
emissions can be reduced by introducing exhaust gas new manufacturing processes for aluminum. The BMW
into the intake charge. This practice is known as 500 series axles were hydroformed for higher stiffness
exhaust gas recirculation (EGR). NOx emissions can and fatigue strength, and then GMA welded together.
further be reduced by cooling this recirculated exhaust Aluminum tends to respond well to GMA and GMA-
gas. impulse welding. For high-quality joints, TIG welding is
also used.
The 2.4 L PUMA engine was originally equipped with an
EGR intercooler. This heat exchanger lowers the Table A.1 - Material Properties for Aluminum and Steel.
temperature of the EGR stream by using the cooling Alloy & Temper Ultimate Yield Modulus of
system as its heat sink. This exchange of heat results in Strength Strength Elasticity
two advantages. First, cooling of the exhaust gas
(ksi) (ksi) (ksi)
produces lower NOx emissions from forming. Second,
the coolant that is heated is then pumped directly to the
heating system for the vehicle. This will provide heat to Alum. 2014-T6, 70 60 10.6
the cabin much more quickly and efficiently than the T651
stock heating system Alum. 6061-T6, 42 37 10.0
T651
C. USE OF ALUMINUM Alum. 7075-T6, 83 73 10.4
T651
Aluminum provides many advantages over alternative Steel 1020 HR 66 42 30
materials in vehicle production. Beneficial Steel 1018 A 49.5 32 30
characteristics of aluminum include desirable energy
absorption and crashworthiness, versatility in design,
high elasticity, high strength-to-weight ratio, reduced
noise and vibration, and resistance to corrosion and rust-
related failures. With regard to automotive use, the
reduced weight of aluminum means higher fuel economy
16