“a high mileage extended duration fleet trial of orbital’s ......genesis vehicle specification...

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8144 8JUNE99P1CONFIDENTIAL AND COPYRIGHT ORBITAL ENGINE COMPANY 1999

“A High Mileage Extended Duration Fleet Trial ofOrbital’s Direct Fuel Injected Automotive

2-Stroke Engine”

David Shawcross

8th June 1999

Hamburg Germany, 8-10th June 1999

Thank you for this opportunity to present to you today.

My name is David Shawcross and I am Commercial Engineering Managerwith the Orbital Engine Corporation based in Perth, Western Australia.

It is my objective to present to you today, the preliminary results of a highmileage extended fleet trial that was based in Australia over the last 3 yearsand comprised 100 vehicles fitted with an Orbital air assisted direct fuelinjected 2-stroke engine.

I will attempt to show an automotive 2-stroke engine can be made durableand consumer acceptable and is a commercially viable opportunity that yetremains unexploited.

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• Up to 40% Reduced Packaging Volume

• Up to 40% Fewer Parts

• Up to 30% Lighter Weight

• Up to 30% Greater Power Density

• Up to 30% Lower Manufacturing Cost

• Reduced maintenance requirements

INHERENT ADVANTAGES of2-STROKE ENGINES

Compared to a conventional 4-Stroke, a 2-Strokeengine can have:

I think most people here would be aware of the inherent advantages of two-stroke combustion engines.

If I had to condense these it would be:

•Size,

•Weight,

•Cost.

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FOUR-STROKEFOUR-CYLINDER

434132248735861811852542840060

3871434331123561610193204271525614

OCP TWO-STROKETHREE-CYLINDER

BLOCK ASSEMBLYHARNESSIGNITION

CRANKSHAFTPISTON AND RODS

FLYWHEEL AND RING GEARENCODER

INLET /THROTTLE BODYWATER PUMPFRONT DRIVE

OIL PUMP AND LINEFUEL SYSTEM

FUEL AND AIR PLUMBINGEXHAUST MANIFOLD

EGR VALVECYLINDER HEAD / COVERBALANCE SHAFT / DRIVEEXHAUST VALVE / DRIVE

ALTERNATORAIR COMPRESSOR

SUBASSEMBLY

AP

PR

OX

. 560

CO

MP

ON

EN

TS

340

CO

MP

ON

EN

TS

THE 2-STROKE ENGINE PARTS BENEFIT

This slide shows the substantial parts count advantage a two-stroke enginecan have over a conventional multi-valve four-stroke engine.

The cylinder head is the most graphic example and yet these days cylinderheads are becoming much more sophisticated and complex with variablevalve timing, cylinder valve deactivation and the like.

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• Exhaust gas scavenging by fresh air

• Injection of fuel after port closure

TRADITIONAL DEFICIENCIES

Conventional 2-Stroke engines have:

• High fuel consumption

• Excessive exhaust emissions

OCP Direct Fuel Injection Enables:

Most people would be well aware of the traditional deficiencies of two-strokeengines, namely: high fuel consumption and excessive exhaust emissions.

Orbital has overcome these problems by the application of the OrbitalCombustion Process.

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INJECTIONSYSTEM

CONTROLSYSTEM

• Lean-Burn Stratified-Charge Combustion System

COMBUSTION SYSTEM

OCP: More than just a Fuel System

• Engine Management & Control System

THE ORBITAL COMBUSTION PROCESS

• Air-Assist Low-Pressure Direct Injection System

The Orbital Combustion Process, simply abbreviated “OCP”, contains threeessential elements:

•An air assisted low-pressure direct fuel injection system

•An engine management and control system

•A lean burn stratified charge combustion system

The application of OCP gives both fuel consumption and exhaust emissioncontrol benefits.

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THE GENESIS FLEET PROGRAM

A 100-vehicle fleet trial, fitted with the OCP1200cc 3-cylinder 2-stroke engine:

• Environmentally friendly

• Sporty responsiveness

• Representative of production

To demonstrate the maturity of the OCP 2-stroke engine, Orbital undertook aUS$15m, 3-year engineering development and sign-off program, culminatingin the release of 100-vehicles into the Australian market.

The purpose of this trial was to demonstrate:

•In-field durability

•Production feasibility

•Market acceptance

•Automotive applicability of a two-stroke engine.

It was also intended to build an information-database on

•Mechanical durability

•Oil consumption

•Fuel consumption

•Emission durability

•Any unknown in-field issues associated with a 2-stroke in anautomotive application.

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International Allocations:China, hot humid summer, cold dry winter.USA, hot humid summer, cold dry winter.Asia, hot humid summer, wet winter. Europe, warm damp summer, cold wet winter.

GENESIS VEHICLE DISTRIBUTIONDarwinHire Car Fleet . High mileage,open road, high speed countrydriving. Hot humid summerWarm dry winter

AdelaideHot dry summer,Cool wet winter.

BrisbaneMedium/low mileage city

& country driving.Single driver conditions.

Hot humid summerWarm dry winter.

PerthMedium/low mileagecity/country driving.Multi/single driver vehicles.Hot dry summerMild wet winter.

Canberra/ACTMedium mileage city &

freeway driving. Multi driver vehicles

Hot dry summer,Cold dry winter.

HobartMild summer,

Cool wet winter.

Sydney/MelbourneMedium/low mileage

Multi/single driver vehicles.Hot summer Cold winter.

The vehicles were distributed across Australia, based around the capital citiesfor ease of maintenance and control:

•approximately 25% were sold to private buyers/general public

•approximately 25% were sold to Government fleets

•approximately 20-40% were sold to a commercial car rental fleet and

•the balance were mixed between Orbital Australia and overseascustomers

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-8%

19%

25%

21%25%

15%

1200cc

56kW

125Nm

12.3 sec15.5 sec

6.1 l/100km(AS2877)

ADR Compliant (USA Tier 1/Euro II hardware)

Displacement

Power

Torque

Acceleration 0-100km/h50-100km/h

Urban Fuel Economy

Emissions System

IMPROVEMENTOVER BASELINEECOSPORT

GENESIS VEHICLESPECIFICATION

The vehicle platform used was the readily available Ford Festiva as it isknown in Australia, the Kia Avella in Europe or the Ford Aspire in the USA.

This comparison shows the difference the OCP equipped 1.2L 3-cylinder 2-stroke engine made to the vehilce performance.

The standard Festiva at that time had a 3-valve SOHC 1.3L 4-cylinder 4-stroke engine.

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0

25,000

50,000

75,000

100,000

125,000

150,000

175,000

Vehicle

Dis

tanc

e (k

ilom

etre

s)GENESIS ACCUMULATED DISTANCE

Over 5.15 million kilometres as of June ‘99

• 50% of fleet over 50,000 km• 20% of fleet over 80,000 km

This plot shows the spread of accumulated distance the vehicles in the fleetwere experienced and reflects the diverse range of drivers and operatingconditions.

Some vehicles are well over 100,000 km and almost half the fleet hasexceeded 50,000 km. Some vehicles are apparently in pristine condition!

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GENESIS FUEL and OIL CONSUMPTION

AVERAGE FUEL 7.2 L / 100 km AVERAGE OIL 5.3 L / 10,000 km

0

1

2

3

4

5

6

7

8

9

10

Vehicle

Con

sum

ptio

n

This plot shows the spread of fuel consumption. Average in-field fuelconsumption is approximately 7.2 L/100 km.

As a large percentage of the fleet was based with a car rental fleet in Darwinwhere there a open roads and no speed limits, the fuel economy is generallybiased upwards.

Similarly with the spread of oil consumption. Some vehicles are driven quitehard resulting in additional lubrication demands.

Average oil consumption is comparable to the typical service change intervalof the average 4-stroke vehicle with the exception that the service operationis significantly simplified. There is no filter to replace and no used oil todispose of. Only a simple oil bottle top is required, just like fuel.

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GENESIS IN-FIELD ENGINE EMISSIONS• 10 vehicles tested at 20,000 km intervals• Statistical database relatively small / low km’

0

1

2

3

4

0 20000 40000 60000 80000Distance (kilometres)

Eng

ine

Out

Em

issi

ons

(g/m

ile, F

TP C

ycle

)

NOx (g/mile, FTP)

HC (g/mile, FTP)

At the start of the fleet, 10 vehicles were identified for periodic emissionsmonitoring. Unfortunately the majority of these vehicles tended toaccumulate distance very slowly and we were left with a poor statistical base.

As we are currently in the process of reducing the vehicle fleet are we aretaking the opportunity to test those vehicles that have achieved nominally80,000 km or more and we expect to have these results by the end of thisyear.

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• 180 hour high speed tests• Engine and ancillaries at max speed

• Urban cycle tests• Simulates cold city driving

• Jogging cycle tests• Dynamic component durability

• Thermal shock tests• Durability under extreme weather conditions

GENESIS ENGINE VALIDATION

• 600 hour transient durability tests• Core engine and ancillaries durability

A significant part of the design validation program was a focus onmechanical durability.

A suite of standard industry tests were performed and successfully completed.

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ENGINE BLOCK and CRANKSHAFTTRANSIENT DURABILITY

A CD

B5

12

12

7

7

12

12

7

FRONT

INLET

REAR

EXHAUST

CYLINDER BORE WEAR AT TDC (um)

D

ABC

600 hrs 1000 hrs

E

F

G

H

J

K

L LKJH

EF

REAR MAIN 0 2.2

CRANK PIN #3 5.4 3

MAIN #1 2.6 0

CRANK PIN #1 5 0

MAIN #2 1.1 4

CRANK PIN #2 2.3 3

FRONT MAIN 1

G

8

CRANKSHAFT JOURNAL WEAR (um)

1000 hrs 1600 hrs

These results show the wear observed on the key components of engine blockand crankshaft.

In contrast with 4-stroke manufacturing processes, the block used a nickelsilicone carbide coating and the crankshaft had nitride hardened journals.

The Genesis program took engines to a 600 hour test limit, however, we haveadditionally taken engines beyond this duration and these results have alsobeen provided for further information.

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CB

A

D

E

PISTON RING WEAR(weight loss in grams)

PISTON SKIRTDEFORMATION

PISTON SKIRTWEAR

PISTON PIN BORECLEARANCE

35

21

10

32

600 hrs

um

0.04Max

48

27

15

37

1000 hrs

um

PIN BORE RADIALCLEARANCE

27 - 29 25 - 29

BIG END RADIALCLEARANCE

20 - 22 20 - 27E

D

C

B

A

B PISTON SKIRTDEFORMATION

PISTON, PISTON RING and CONRODTRANSIENT DURABILITY

As with the previous slide the critical piston, ring and conrod componentshave demonstrated excellent durability.

These results presently show engine dynamometer running. As the fleet isreduced in-field measurements to be undertake. The engines that have beeninspected to date reflect the dynamometer results previously given.

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• Issues: • Resolutions:• Balance shaft timing belt

• Fuel regulator diaphragm

• Throttle potentiometer drift

• Exhaust valve actuator shaft

• Electrical harness earthing

• Occasional engine cut-out/stall

• EMS diagnostic sensitivity

• Compressor head gasket

• Oil replacement

• Connecting rod

• Exhaust valve carboning

• New FEAD layout

• Use Off-the-shelf regulator

• Implement adaptive software

• Shaft re-design

• Earthing re-design

• Software correction

• Improved software filtering

• Clamp force re-design

• Driver education

• Improve process control

• Modify cylinder flow rate

GENESIS FLEET IN-FIELD DURABILITY

In-field we have observed a range of different durability issues but otherwisethe durability performance was been very pleasing.

Early in the trial, a number of issues arose which were quickly assessed andcontained.

It is important to stress that Orbital is neither an engine nor vehiclemanufacturer and in launching such a fleet basically jumped on a rapidlearning curve which mainstream manufacturers have long since mastered.

Long term resolutions for these issues have been designed and in the majorityof cases re-verified with further dynamometer and/or in-field testing.

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• General response: Very positive

OVERALLRESULTSPOWER &ACCELERATION

NOISE CRUISE

NOISEACCELERATION

NOISE IDLE

OVERALLSATISFACTION

AVG

7.6

7.3

6.7

5.8

7.7

• Common themes:• Impressive torque

• Impressive power

• Engine is very flexible

• Sporty feel and sound

• “Where can I buy one ?”

• Industry Awards• SAE Australasia

• Far Eastern Economic Review

GENESIS CUSTOMER RESPONSE

The overall customer response has been very positive.

People are genuinely impress with the vehicle’s sporty responsiveness andperformance. Some drivers are not necessarily aware that they are driving a2-stroke engine.

A quantified engineering review of the vehicle has shown the weakest area tobe NVH at idle attributed to vehicle response to the 3-cylinder characteristic.

Very little change was made to the standard vehicle chassis to accommodatethe new engine and this consequently lead to compromises affecting theengine performance and feel. A new vehicle installation should not imposethe same level of constraints Genesis was subjected to.

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• City Car Applications Markets

• Hybrid Electric Vehicle Applications

• Emerging Automotive Markets

MARKET OPPORTUNITIES FOR ANAUTOMOTIVE 2-STROKE ENGINE

An OCP 2-stroke engine should be used where itmakes the most sense and gives maximum value:

In summary, the Genesis Fleet Trial has shown that a 2-stroke engine can beacceptable and viable in automotive applications.

Consumers enjoy the responsiveness of the technology and manufactures maytake advantage of the inherent and added advantages an air assisted directfuel injected 2-stroke engine offers - size, weight and cost.

A 2-stroke engine should be used where it makes the most sense and there area range of applications possible.

If you would like any further information or have any questions please do nothesitate to ask or see me after this session. We do intend to publish acomprehensive technical paper early next year once all the vehicle fleet datahas been obtained and processed.

In the short term you can see an Australian (RHD) ECOsport vehicle in theexhibition hall and I have a LHD vehicle briefly available outside for limiteddemonstrations during Engine Expo.

Thank you very much.

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“A High Mileage Extended Duration Fleet Trial ofOrbital’s Direct Fuel Injected Automotive

2-Stroke Engine”

David Shawcross

8th June 1999

Hamburg Germany, 8-10th June 1999

“a high mileage extended duration fleet trial of orbital’s ......genesis vehicle specification...

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