附錄 A Budding engineers compete to build more efficient, greener cars. University teams take varied technological approaches in vying for the Challenge X prize. The 17 Chevrolet Equinox sport utility vehicles that pulled up to the US Department of Energy headquarters on 21 May were identically equipped when they came off the assembly line in 2005. Four years later all resemblance ended at the exterior. In the intervening time, teams of students from 17 universities had torn the guts out of their donated crossover SUVsthose built on a car frameand installed radically new drive systems of their own design. The goal of the makeover contest, sponsored by DOE, General Motors Corp, and others, was to improve the fuel economy and reduce the tailpipe emissions of the SUVs without sacrificing vehicle safety or performance. For GM and other US automakers, the Challenge X: Crossover to Sustainable Mobility competition got a new generation of engineers and scientists to work on sustainable and innovative solutions to reducing the countrys dependence on oil, GM vice president for environment and energy Beth Lowery told the crowd at the ceremonial finish line. GM is beginning to move to electric-powered vehicles, she said, adding, There has never been a more exciting time to be involved in the auto industry. The winning team, from Mississippi State University, achieved a 38% gain in mileage over the stock vehicle with a through-the-road parallel hybrid system powered by a turbo-diesel engine running on 20% biodiesel fuel. Through-the-road parallel hybrids, the architecture selected by 13 teams, feature one set of wheels powered by the engine and the other set driven by electric motors. Ryan Williams, an MSU mechanical engineering undergraduate, said his team used computer-aided design software to help marry the drive train to the vehicle. Team members fabricated the one-of-a-kind brackets and other necessary structural components using computer numerical control tools available in the universitys machine shop. Like many other participants in the Challenge X, Williams said he hopes to go on to a career in the automotive industry. Bells and whistles The University of Wisconsin-Madison team won second place with a virtually identical drive architecture, adding a few bells and whistles that included an expensive stereo and an infrared camera that can spot a deer on the road ahead. Ben Fjellanger, a UW mechanical engineering student, said that several members of his team will be interning this summer at the GM assembly plant in Janesville, Wisconsin. In addition to supplying the vehicles, GM put up $10 000 in seed money and up to $25 000 worth of additional production parts, including the GM engine of its choice, to each team. Ten teams, including the top three scorers, opted for a 1.9-liter direct-injection turbodiesel, which ironically isnt available in the US market. Universities were required to match the seed funding, grant release time of one course per semester for a faculty adviser, and provide an auto shop and computer lab. Institutions also committed to granting course credits to at least a core subgroup of the team members. A Canadian entry, from the University of Waterloo, was the only vehicle with hydrogen fuel-cell propulsion. A major challenge was to get the cell, which was made for stationary applications, to fit under the cars hood, explained Charles Hua, a chemical engineering graduate student. Although It was the only zero-emissions vehicle in the competition, its range was limited to 150 miles per tank by a contest rule that restricted the liquid hydrogen storage to 5000 pounds per square inch, half the pressure that is currently practical. Theres also the matter of finding hydrogen fuel, although Hua said he knows of at least two filling stations in Ontario. A belt-driven motor paired with a flexible-fuel engine was the Texas Tech University entry. To reduce the load on the engine, the eleventh place team fitted a small fuel-cell and hydrogen tank in the trunk to power the lights, air conditioning, and other electric accessories. Team member Stephen Barrett explained that hydrogen can be injected to boost engine combustion under full acceleration conditions. Barrett has already landed a job with National Instruments Corp, a contest sponsor； his work on the vehicles electronics package won a $700 prize from NI, which supplies electronic control equipment to automakers and others. Hydraulic drive Arguably the most exotic drive train was a hydraulic hybrid system designed and built by last-place finisher University of Michigan. Its engine does not supply power directly but drives a pump that pressurizes hydraulic fluid in two onboard accumulator tanks. That stored energy is used to drive hydraulic motors turning the front and rear axles. The drive system requires no battery or transmission, explained team member Javier Somoza, who said that hed definitely be looking for a career in hybrid propulsion R&D once hes completed his masters in mechanical engineering. Teams were initially instructed to follow the development process GM uses wben introducing a new model. After a year of modeling, simulation, and testing of the selected drive trains, teams were given two years to integrate them into their vehicles. The final year was devoted to ensuring customer acceptability and proving vehicle reliability in real-world conditions. Teams were graded periodically on their progress, their outreach efforts, and metrics such as acceleration, emissions, and fuel economy. More esoteric criteria included well-to-wheel greenhouse gas emissions reductions, well-to-wheel petroleum use, and dynamic consumer acceptability. Awards totaling $79 500 were doled out to top-ranking competitors in various categories. As first overall, MSU won $7000. A 300-mile road rally from New York to Washington, DC, marked the end of the road for Challenge X, but DOE, GM, and Natural Resources Canada have already selected the 17 teams for a three-year contest that kicks off this fall. Argonne National Laboratory, which managed Challenge X, will also manage the new program, in which Saturn SUVs will be reengineered to meet Californias tough zero-emissions standard. Most of the schools from Challenge X, including the top three finishers, will be back. 附錄 B 年輕工程師競相建造更高效更環保的汽車 大學隊在采取各種挑戰大 獎的技術方法。 雪佛蘭 Equinox的 17個運動型多用途車的拉 21日向美國能源部總部可能使用相同的設備時，他們來到了在 2005年下線。四年后結束，所有的外觀相似。在這段時間，學生來自 17所大學隊蹂躪他們的捐贈交叉型 SUV膽外車架上建造的，并安裝了全新的自己設計的驅動系統。該改造競賽由美國能源部和通用汽車公司和其他贊助，目的是要改善燃油經濟性，減少車輛在不犧牲安全性或性能的越野車的尾氣排放。 通用汽車和其他美國汽車制造商來說，挑戰十：交叉對可持續移動性的競爭得到了工程師和科學家新一代工作 “可持續和創新解決 方案 ”，以減少對環境和能源貝絲洛厄該國的依賴于石油，通用汽車公司副總裁在儀式告訴終點線的人群。通用汽車公司開始轉向電動車，她說， “從未有一個更加激動人心的時刻是在汽車行業參與進來。 ” 獲勝隊密西西比州立大學，取得了一個 “通過路線的并行的 ”復合式渦輪增壓柴油 20的生物柴油發動機燃油系統的運行對股市車輛里程 38的漲幅。通過路線的平行混合動力汽車，架構選定 13個隊，特征之一，由發動機，另一組由電動機驅動車輪驅動設置。瑞安威廉姆斯，一密歇根州立大學機械工程本科，說他的研究小組利用電腦輔助設計軟件，以幫 助嫁給傳動系統的車輛。團隊成員捏造之一的一類支架和其他必要的結構部件采用電腦數控工具在大學的計算機店發售。就像在其他許多與會者挑戰 X，威廉姆斯說，他希望去到一個在汽車行業的職業生涯。 花里胡哨 在美國威斯康星大學麥迪遜分校隊贏得一個幾乎相同的驅動架構第二位，增加了一些花俏，包括昂貴的立體聲音響和一個紅外線攝像頭，可以發現一個鹿的道路上前進。本 福捷琳，華盛頓大學機械工程學生，他說，他的團隊的幾名成員將在簡斯維爾實習在威斯康星州通用汽車裝配廠今年夏天。 除了提供車輛，通用汽車公司提出了 10美元的種子 資金 000和 000至 25美元的額外生產零部件，其中包括通用汽車，其發動機的選擇價值，到每個團隊。十支隊伍，包括前三名得分手，選擇了 1.9升直噴式渦輪增壓柴油發動機，它具有諷刺意味的 是不是在美國上市。高校都必須符合種子資金，給予釋放每一個學期的課程指導老師的時間，并提供汽車商店和計算機實驗室。機構也承諾給予學分，至少一個團隊的核心成員小組。 一個項目從加拿大滑鐵盧大學，是氫燃料電池推進的唯一工具。一個主要的挑戰是讓細胞，這對固定設備制造，以適應下了車的引擎蓋，查爾斯華解釋說，化學工程碩士研究生。雖然這是 唯一的零排放車輛在競爭中，它的范圍是有限的，每罐 150英里比賽規則，限制了液態氫儲存到 5000磅每平方英寸，有