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The “Truck in the Park” project was a jointly funded research project which demonstrated the benefits of the use of biodiesel in a tourism related industry. The National Park Service (NPS) operated a truck in Yellowstone National Park (YNP) for 149,408 km (92,838 miles) on 100% biodiesel fuel produced by the University of Idaho. Participants in this project included Montana Department of Environmental Quality, Wyoming Department of Commerce, NPS, Department of Energy's Regional Biomass Energy Program, Koch Agri-Services, Dodge Truck, Cummins Engine Company, J.R. Simplot, Western States Caterpillar, University of California at Davis, and the University of Idaho. This summary report details the fuel production, engine performance, durability, and engine emissions tests performed on the test vehicle. The test vehicle was a 1995 Dodge 2500 four-wheel-drive pickup with a Cummins B 5.9 liter turbocharged, direct injected, diesel engine.

The University of Idaho's (UI's) entry into the 2007 SAE Clean Snowmobile Challenge (CSC) was a third-generation gasoline direct-injection (GDI) two-stroke powered snowmobile. The modulated and battery-less direct-injection system fully met the competition goals of “improved emissions and noise while maintaining or improving the performance characteristics of the original snowmobile.” The students designed and manufactured a new head for a stock two-stroke 600cc snowmobile engine. The head was designed to use direct fuel injection to control fuel quantity and timing to reduce fuel short-circuiting. Performance was refined through the use of precise engine mapping. The emissions output was further reduced by a reduction catalyst located in the exhaust silencer. Noise from the engine compartment was reduced by using sound absorbing materials and a sealed hood. The UICSC team consisted of students from freshmen through graduate students.

The University of Idaho's entry into the 2006 SAE Clean Snowmobile Challenge (CSC) was a second-generation gasoline direct-injection (GDI) two-stroke powered snowmobile. A modulated and battery-less direct-injection system was used to decrease exhaust emissions and improve fuel economy without reducing the power output of the engine. The team added a reduction catalyst designed for a two-stroke to the exhaust silencer to further reduce exhaust emissions and noise. Under-hood noise was targeted by using sound absorbing materials and a sealed hood. Chassis noise was addressed by using a spray-on rubberized material that absorbs vibrations transferred through the chassis. The snowmobile entered into the 2006 SAE CSC competition was lightweight, easy-to-ride, powerful, fuel efficient, and had reduced exhaust emissions.

The 2001 SAE Clean Snowmobile Challenge entry for the University of Idaho provided proof-of-concept for a clean snowmobile using a four-stroke engine, exhaust aftertreatment, and electronic fuel injection. This combination provided excellent emissions and fuel consumption performance while maintaining acceptable power and nearly acceptable noise production. The 2002 entry built on this design while focusing on improving the overall efficiency of the snowmobile. The BMW engine was tuned for high altitude operation, higher efficiency components reduced chassis losses, and additional sound damping was utilized throughout the chassis.

A muffler attached to an engine attenuates sound over a dedicated frequency range. This research involves the development of an active muffler that is keyed to the revolutions per minute (rpm) of the engine and suppresses the fundamental frequency being exhausted through the tailpipe. The active muffler consists of a tracking side-branch resonator terminated with a composite piezoelectric transducer. The use of an exponential horn as a resonating cavity and terminated with a composite piezoelectric transducer is presented. This would create Electromechanical Active Helmholtz Resonator (EMAHR) creates a notch that can be moved between 200-1000 Hz. The use of acoustical-to-mechanical, mechanical-to-electrical, and analog-to-digital transformations to develop a system model for the active muffler are presented. These transforms will be presented as two-port network parameters. The use of two-port networks to model the electroacoustic system are a defining factor in the analysis.

The University of Idaho's entry into the 2001 SAE Clean Snowmobile Challenge provided proof-of-concept for a clean and quiet snowmobile using a four-stroke engine, exhaust after-treatment, and electronic fuel injection. This combination provided excellent emissions and fuel consumption performance while maintaining acceptable power. In 2002, the UI improved on this design by fine-tuning the engine, using higher efficiency components to improve power transmission, and adding sound damping to reduce noise. For 2003, the University of Idaho continued to improve on this design with a larger displacement engine, a tuned exhaust, and a new strategy on noise emissions. Results included achieving First Place overall in the competition, and five other awards. The team also began developing a direct injection two-stroke engine for competition in future years.

The University of Idaho has sponsored entries in the Collegiate Design Series (CDS) Clean Snowmobile Competition since 2001. During this period, a topic of ongoing concern among its student leaders is project and knowledge management. The need for holistic implementation of specific methods/tools is underscored by survey feedback from current CDS teams and University of Idaho alumni, many now employed in the automotive/motorsports industry. This paper details local implementation of nine developmentally appropriate practices for CDS teams composed of students at multiple levels in their academic study (underclassmen, seniors, and graduate students).

The shift towards information intensive, technically sophisticated, military missions will have major implications for current and future training systems which will be developed and implemented under greater budget constraints than previous systems. New Methodologies such as Instructional Systems Development (ISD) Decision Aiding Models; Cognitive Conceptual Representation for Decision Making, and Intelligent Tutoring Systems (ITS) (a form of expert system) hold promise to reduce instructional development time, reduce manpower requirements, and improve methodologies to train higher levels of cognitive skill complexity.

In the present study by the University of Idaho Clean Snowmobile Challenge (UICSC) team, the necessity, history, and research of noise reduction strategies in two-stroke snowmobile exhaust is presented. Testing and design is discussed to show the decision making process of College Design Series (CDS) teams. The UICSC CDS team is comprised of mechanical, electrical, and computer engineers. The development from static to dynamic noise cancellation is explained as a proof of concept and to further demonstrate CDS design. The study presents math models that validate the noise reduction technique. The noise reduction includes a mechanically active quarter-wave resonator (MAQR). Viability is given for the design and is presented with supporting implementation data. Control for the resonator platform is discussed. It is proven that mechanically active noise cancellation is an effective, lightweight, and simple solution to noise cancellation.

Equal channel angular extrusion (ECAE) is a promising novel technique for inducing microstructural refinement in polycrystalline materials by imposing large plastic strains. In this paper, several topics on ECAE of materials for potential automotive applications are briefly addressed. The reported results include 1) microstructural evolution and mechanical behavior of ECAE processed copper, 2) welding behavior of ECAE and other copper alloy spot welding electrodes, 3) microstructural changes associated with breaking up and homogeneously distributing second phase particles in aluminum alloys, and 4) beneficial effects of large deformations on the strength of rapidly solidified stainless steels. These results demonstrate the potential of ECAE for producing improved alloys for automotive applications, as well as indicate technological challenges and directions of future work.

Two pickup trucks, both with 5.9 L, turbocharged and intercooled, direct injection diesel engines, were tested for regulated emissions at the Los Angeles County Metropolitan Transit Authority Emissions Testing Facility, one in 1994 and the other in 1995. Emissions testing was conducted using the Dynamometer Driving Schedule for Heavy Duty Vehicles (Code of Federal Regulations 40, Part 86, Appendix 1, Cycle D). Emissions data generated included total hydrocarbons (HC), carbon monoxide (CO), carbon dioxide (CO2), oxides of nitrogen (NOx) and particulate matter (PM). All tests were with a chassis dynamometer capable of transient testing. This paper presents an analysis and comparison of the emissions tests for each year as well as a comparison between years. Differences in emissions found between years are reported. Test methods, procedures and the experimental designs are discussed. The test data presented in this report represents the emissions of three biodiesel fuel blends.

The goal of this research was to develop and verify a computer analysis tool used for both vehicle simulation and design. Design analysis requires flexibility in setting up and solving the vehicle system of governing equations. Vehicle design analysis is fundamentally different from the structured modeling currently used in forward or backward facing vehicle simulation software. Unique numerical and equation management algorithms were developed to provide the flexibility and performance required for vehicle design analysis. These algorithms were combined into a software analysis tool called SmartDesigned Vehicles (SDV). Results from three different vehicle sizes and two different performance-based driving cycles were used to compare SDV with the Advanced Vehicle Simulator (ADVISOR) developed by the National Renewable Energy Laboratory. SDV was also validated with dynamometer test data.

Previous research using catalytic igniters and ethanol water fueled mixtures has shown potential for lowering CO and NOx emissions while increasing engine efficiency over conventional engine configurations. Catalytic ignition systems allow combustion initiation over a much wider range of stoichiometry and water composition than traditional spark ignition systems. The platform explored in this research is a transit van converted to operate on either gasoline or ethanol water fuel mixtures. Special attention was devoted to improve cold starting and installing additional on board sensors and equipment for future testing. System features include integration of a wide band oxygen sensor, state-of-the-art engine management system, exhaust gas temperature sampling using platinum thin film resistive temperature devices and variable voltage control of catalytic igniters using DC-DC boost converters.

Fuel economy and energy consumption in hybrid electric powertrain vehicles are highly dependent on managing power flow requirements. This opportunity has been minimally addressed in previous vehicles entered in the Formula Hybrid SAE competition. This paper outlines a method for determining an optimal rule-based energy management strategy for a post-transmission parallel hybrid electric vehicle developed at the University of Idaho. A supervisory controller determines the proper power split ratio between the available power sources (electrical and thermal). A GT-Suite model was used to simulate powertrain performance based on inputs of a numerically predicted engine performance map, an electric motor characteristic curve, vehicle data, road load parameters derived from a roll-down test, and vehicle driving cycle.

Over the last five years the Vandal Hybrid Racing team at the University of Idaho has developed a compact, lightweight, and mass centralized vehicle design with a rule-based energy management system. Major areas of innovation are a close fitting frame design made possible by the location of major components and engine modifications to improve performance. The innovative design features include a custom designed engine, battery pack and simplistic hybrid coupling system. The vehicle also incorporates a trailing link suspension, and realization of a rule-based Energy Management System (EMS) which determines the power split of the combustion and electric systems. The EMS oversees the operation of the Lynch electric motor and the YZ250F engine that is housed in a custom crankcase. The battery pack can initially store 2 MJ of energy in a single 50 lb. lithium polymer battery pack that is located underneath the cockpit.

Frame design and optimization is a difficult subject for inexperienced designers to grasp. In the application of the Formula SAE® car frame, it is the largest and most complex single component in the system. The structure must meet competition rules and regulations while remaining lightweight, rigid, and must act as the central mounting bracket for all other systems and components. The design of the frame is dissolved into a procedure that includes research, modeling, optimization, and testing. Each step in the procedure is further broken down to a set of actions that may be performed to accomplish that stage of the frame design. This work is presented as an abstract method of frame design - a guide versus an instruction manual. Therefore, results are not numeric or concrete. The data presented is an example of how the University of Idaho chose to measure candidate frame designs.

As part of its single-fuel initiative, the US Armed Forces has a desire to operate all of their equipment on JP-8 fuel. Larger applications using diesel engines have been easy to convert, but small gasoline engine conversions have proven more difficult. This paper chronicles problems encountered, successful solutions, and lessons learned during the conversion of a carbureted 2kW Honda generator for use with JP-8 fuel. Cold-start, fuel delivery, load control, and auxiliary systems required significant adaptation. A catalytic plasma torch was used as the ignition source and similar technology was developed to support cold-starting at temperatures down to -40°C. Combustion chamber design and low octane number fuel made it necessary for multiple ignition sources. Load control and auxiliary systems were handled by a custom micro-controller that used RPM, generator output current, head temperature, and a knock sensor as inputs.

Gasoline direct injection (GDI) two-stroke engine technology has been developed for use in snowmobile applications. Applying GDI to a two-stroke engine significantly reduces emissions of unburned hydrocarbons and improves fuel economy by reducing the short circuiting of fuel that occurs in conventional carbureted two-stroke engines. The GDI design allows for two different modes of combustion, stratified and homogeneous. Stratified combustion is typically used during idle and light to moderate loads at low engine speeds while homogeneous combustion is used at moderate to high loads and medium to high engine speeds. This work presents the process and results of determining which mode of combustion provides better fuel economy during cruise point operation, and where the transition from stratified to homogeneous combustion should occur in snowmobile operation.

In order to satisfy the single-fuel initiative, the US Armed Forces have need of man-portable electrical generation that will operate on JP-8 fuel. Previous conversions use diesel engines, which tend to be large and heavy - partially due to the high compression ratios necessary. This research shows the conversion process and performance of a low compression ratio gasoline genset for JP-8 operation. Central to this conversion was a catalytic plasma torch that replaces the conventional spark plug, and slight modifications to the fuel system. Comparisons between the stock gasoline genset and modified JP-8 genset are given for: power output, emissions, fuel flow, and efficiency. The tests were conducted in a cold chamber under 25 °C, 4 °C, and -10 °C conditions. The JP-8 conversion added minimal weight to the genset that can be started by hand with a pull cord.

Lean ethanol-water/air mixtures have potential for reducing NOx and CO emissions in internal combustion engines. Igniting such mixtures is not possible with conventional ignition sources. An improved catalytic ignition source is being developed to aid in the combustion of aqueous ethanol. The operating principle is homogeneous charge compression ignition in a catalytic pre-chamber, followed by torch ignition of the main chamber. In this system, ignition timing can be adjusted by changing the length of the catalytic core element, the length of the pre-chamber, the diameter of the pre-chamber, and the electrical power supplied to the catalytic core element. A multi-zone energy balance model has been developed to understand ignition timing of ethanol-water mixtures. Model predictions agree with pressure versus crank angle data obtained from a 15 kW Yanmar diesel engine converted for catalytic operation on ethanol-water fuel.