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GM Dedicates New $400M Global Powertrain Engineering Development Center
25 July 2008
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| The Chevrolet Volt electric vehicle range extender engine being readied for testing at the new global Powertrain Engineering Development Center. Click to enlarge. |
General Motors officially opened its new US$400-million, 450,000 ft2 global Powertrain Engineering Development Center adjacent to Powertrain headquarters in Pontiac, Mich. Combined with other global powertrain development and testing efficiencies under way, including aggressive use of math modeling, the new center will help cut 10 weeks from the GM powertrain development process. The company will save more than $200 million cumulatively in development and testing costs by the end of this year.
The center is where GM will develop and test the Chevrolet Volt’s electric drive unit, motors, power electronics and engine; electric motors for fuel cell and hybrid powertrains; and other advanced gasoline, biofuel and clean diesel engines and transmissions. It is the model for 11 additional GM powertrain laboratories around the globe.
The Powertrain Engineering Development Center brings together 1,200 employees from engineering centers currently located in Ypsilanti, Wixom, Romulus and Warren. Combined, the Powertrain Engineering Development Center and GM Powertrain Global Headquarters will employ approximately 4,300.
The facility features two test wings with 120 flexible dynamometer test cells and more than 100 powertrain component test stands. Advanced test automation, environmental control and data analysis capabilities are expected to improve GM’s powertrain efficiency by 50% on many lab procedures. For example, computer-controlled dynamometer testing and math modeling—including 68 new laboratory calibration procedures—allow GM to reduce the number of expensive vehicle road tests required to validate a system.
The efficiencies realized at the Powertrain Engineering Development Center build on GM Powertrain’s ongoing global Road-to-Lab-to-Math (RLM) initiative, which transitions testing that was historically conducted in a vehicle to advanced lab and computer-aided analysis. Engineers use computer-aided engineering software to run simulated and controlled laboratory tests of powertrains and components to optimize fuel economy, emissions and performance. This reduces the amount of physical vehicle tests. Vehicle testing is used later in development to confirm that designs meet the powertrain program targets.
We’ve reduced the time necessary to create our initial calibrations, saving us on average 10 weeks of critical development time in our programs. We expect these savings to increase as we shift more work into the new lab. When you combine the savings in North America with all of the global Road-to-Lab-to-Math initiatives within GM Powertrain, we expect to have saved more than $200 million cumulatively in development and testing costs by the end of this year.
— Tom Stephens, executive vice president, GM Powertrain and Global Quality
A quick-change pallet system allows all components for a test to be pre-assembled on a pallet in a test prep area prior to installation in the test cell. The pallet is simply air-floated into the test cell, docked and connected for the test. With little effort, a single technician can move up to four tons of equipment via compressed air that forces the pallet off the floor, much like a hovercraft. Changeover procedures that previously required up to 24 hours can now be accomplished in 20 minutes.
The center’s advanced computer-controlled test cells include non-fueled and fueled capabilities, as well as the flexibility to test all powertrain configurations, including front-, rear- and all-wheel drive. The fueled engine tests use a variety of automotive fuels: gasoline, diesel and ethanol. The non-fueled tests use electricity to power a motor that simulates an engine or transmission.
Non-fueled spin cells are electrically driven and used to test components and systems. New “loaded” dynamometers allow the simulation of real-world driving performance earlier in the development cycle, as the components or systems can be tested with a realistic load without being installed in a test vehicle.
Powertrain cells are high-dynamic, loaded dynos used to test fueled, running engines and engine/transmission/hybrid combinations. These cells test a wide range of operating characteristics, including durability, 0-60-mph acceleration and performance, shift quality, reliability, varying speeds, towing, climbing steep grades and wide-open-throttle driving. Many of these cells are capable of controlling ambient air temperature and fluids to simulate extreme hot (+60°C) to cold (-40°C) climates.
Engine cells are high-dynamic loaded dynos that simulate road conditions and test gas, diesel and biofuel running engines over a wide range of engine characteristics including calibration, durability, performance and emissions. Many of these cells are capable of controlling ambient air temperature and fluids to simulate extreme hot (+60° C) to cold (-40° C) climates.
Engine and transmission tilt test stands simulate the effects of various vehicle inputs—such as acceleration, braking and cornering—on the transmission and engine oil sump and fluid management system without the use of a vehicle or test track. This enables quicker transmission development. The tilt stands can simulate up to 1.3-g loads, enabling the simulation of everything from extreme lateral forces of a Corvette on a racetrack to the angles of a four-wheel-drive vehicle climbing a mountain pass—up to 53 degrees of tilt in all directions.
Cold testing simulates cold-weather testing in-house and year-round, making product development cycles independent of seasonal conditions and geographic locations. Testing can simulate extreme cold-weather conditions of up to -40° C.
Heavy-Duty Engine Emission Certification cells are capable of meeting both EPA and international heavy-duty certification and development test cycles. The cells meet the new certification capabilities of the EPA’s latest testing standards and regulated emissions levels for model years 2010 and beyond.
The new facility is also using technology to recycle energy to operate the facility and reduce emissions. Delivering all of the power utilities used in the center’s test cells is a large, on-site central energy plant. General Motors manages the facility through a co-operative management system with DTE Energy. Up to 15% of the power for this facility is recycled energy generated in-house.
The development center also uses four regenerative thermal oxidizers (RTOs) to significantly reduce the amount of exhaust gas emissions. The RTOs capture the test-engine exhaust gases, cleaning the carbon monoxide and unburned hydrocarbon emissions before they’re released to the environment. The RTOs reduce at least 96% of CO emissions.
July 25, 2008 in Vehicle Manufacturers | Permalink | Comments (22) | TrackBack (0)
Comments
Posted by: stas peterson | July 25, 2008 at 02:32 PM
The photograph looks like a 4 cyl engine attached to a conventional automatic trans-axle, with each half shaft bolted to a Dynamometer. I don't see a generator in the picture. Me thinks' the caption is WRONG!!!
Posted by: Solo | July 25, 2008 at 03:29 PM
The caption says they are testing the Chevy Volt range extender engine. It doesn't say they are testing the Volt system. So they may be using a system they already have as a "slave" load to do engine mapping. In any case, it's just an example of the type of testing that will be done there.
Posted by: shane | July 25, 2008 at 03:48 PM
This test center will be important because as true long-range battery-electric cars become widely available, they will use this test center to do things like verifying the reliability of the electric drive motors and to develop control systems for the drive motors, especially if you can have each wheel driven by its own motor to create the type of highly-advanced braking and traction control now found on today's electric and diesel-electric railroad locomotives.
Posted by: Raymond | July 25, 2008 at 04:01 PM
perhaps the generator, motor and differential is packaged into one unit, and it looks just like a fwd transaxle.
Is the Volt fwd or rwd?, one motor or two?
Posted by: Herm | July 25, 2008 at 04:13 PM
"With little effort, a single technician can move up to four tons of equipment via compressed air that forces the pallet off the floor, much like a hovercraft."
I'm visualizing a really wicked game of air hockey right now.
Posted by: John L. | July 25, 2008 at 05:53 PM
Admit I just skimmed this article.
I just can't help thinking of the huge overhead to develop clean diesel, flex fuel, hybrids, fuel cells, alternative combustion methods, turbochargers etc etc yawn etc
Somebody who makes the winning bet early and stays focused on that field is going to clean out the clocks of the hedgers.
My bet is all electric, I ain't sitting on the fence.
Go Tesla, Renault, Mitsi and Subarubaru ... Ra Ra
Posted by: Andrew | July 25, 2008 at 08:05 PM
Andrew: Long term, all electric is the answer. Plug-in hybrids are a way to get there. After five years, you can remove the range extender engine and replace it with the latest super battery.
Other questions:
In wheel motors or not?
Parallel drive (generator plus batteries feeding motors?)
Posted by: Alex | July 26, 2008 at 01:28 AM
Alex:
I don't see a need to wait 5 years to replace the +200lbs of ICE components. I think they can be replaced here and now today by +200lbs of batteries.
I believe consumers can determine their daily usage and range requirements. They should be able pick the right battery pack to match their needs. (Assuming the manufacturers offer suitable options.)
I'm confident consumers will figure out the cost savings of electricity over gas and will be willing to pay the higher sticker price for the battery. (Assuming manufacturers message it correctly.)
Hub motors - Don't see any big advantage.
Parallel/Serial - Sorry but I don't really care.
Would like to see development of combo battery packs. Higher power/ high duty cycle lithium. Coupled with high energy "range extending" batteries.
Posted by: Andrew | July 26, 2008 at 02:19 AM
And before anyone mentions infrastructure....
Build it and they will come.
Build battery cars - infrastructure will come.
Build infrastructure - the battery cars will come.
Posted by: Andrew | July 26, 2008 at 02:26 AM
$400-million, global Powertrain Engineering Development Center.
Even with this the people are still leaving GM out in the cold
know why GM?
It's because you still have that ICE in your Powertrain Engineering.
Try 4 frame mounted electric motors with the battery pack centered and low. It comes out looking like an SUV with 4 wheel independent drive as well as independent suspension.
Offer it with a variety of battery packs (100km, 200km, and eventually even more)
keep the price affordable when mass produced.
How many people would want that? (try everyone)
Posted by: John Taylor | July 26, 2008 at 02:43 AM
Herm
"Is the Volt fwd or rwd?, one motor or two?"
The Volt is fwd, and the motor generates 120 kilowatts of power (160 horsepower) and 236 pound-feet of torque.
Posted by: George K | July 26, 2008 at 10:28 AM
Herm
"Is the Volt fwd or rwd?, one motor or two?"
The Volt is fwd, and the motor generates 120 kilowatts of power (160 horsepower) and 236 pound-feet of torque.
Posted by: George K | July 26, 2008 at 10:28 AM
Herm
"Is the Volt fwd or rwd?, one motor or two?"
The Volt is fwd, and the motor generates 120 kilowatts of power (160 horsepower) and 236 pound-feet of torque.
Posted by: George K | July 26, 2008 at 10:29 AM
it was only 6 years ago that they unveiled their "skateboard' platform that later went by the wayside. makes one wonder if this lab is just another of their fads that they will eliminate in another year or two when they are struggling to survive because they didnt react quick enough. i also struggle with the idea that they need this lab to develop and test the volt when they have made multiple statements about how ready the design was though they havent seemed to work on the assembly structure and plant layout quite yet. BUT, at $40k, I dont see it as a strong competitor to the Prius and whatever Honda might spring on them.
Posted by: fred | July 26, 2008 at 03:16 PM
And how much CO2 will this new plant generate? And who wants the crappy jobs they will provide? And just because they say they'll use the plant doesn't mean they will use it. And I bet this is just a clever ploy to avoid paying carbon taxes while they fiddle up a whole new slew of Hummer designs. And isn't GM and most Americans broke? So, this will be another asset when Chinese foreclose.
And who killed the electric car anyway???
Posted by: carman electra | July 27, 2008 at 11:31 PM
carman electra
That is the most ignorant bunch of crap I have ever seen on this site.
Posted by: Jon | July 28, 2008 at 04:35 AM
Jon,
Uh, me thinks Ms. Electra's comments would be described as sarcasm. You know, farcing the routine GM sucks comments that frequent this web site.
Just sayin'
Cosmo
Posted by: Cosmo | July 28, 2008 at 07:18 AM
"I don't see a need to wait 5 years to replace the +200lbs of ICE components. I think they can be replaced here and now today by +200lbs of batteries."
200 lbs. of lithium batteries is about 8 kWh, but with only 4 kWh available.
At 5 miles/kWh, that's only 20 miles more.
I'll take the range extender for now.
Posted by: Bill in NC | July 28, 2008 at 01:08 PM
carman electra is right on
but has failed to notice that during construction they put up the walls first and are digging the foundations now.
The center is located directly over where GM buried the EV1.
Posted by: ToppaTom | July 28, 2008 at 08:34 PM
OK, so now GM has a new Powertrain Engineering Development Center. Fine, I'm surprised but happy to know they still have the capital to make such an investment. They are, after all, doing very well everywhere except North America.
The big news about GM and Ford is the structural changes they're finally making. Only when all else failed did they decide to get back into the car business -- Ford by bringing European models to the US, and GM by, what, importing small cars from Mexico and Asia maybe?
We'll see how they do, but at least they're no longer planning to make it in the US market by selling lots of trucks and SUVs. This will really put the UAW in a tight spot. Those high union wages plus benefits have been provided courtesy of the American SUV buyer with money from home refinancing. Those days are gone.
Posted by: JamesEE | July 29, 2008 at 11:58 AM
These types of facilities are the lifeblood of the company. You can always add, subtract and modify production facilities - but research & development facilities, including their associated highly skilled bureaucracies, aren't nearly as easy to produce. I'm sure the company learned a long time ago how to scrounge up cash for R & D especially during the bad times.
Posted by: ejj | July 29, 2008 at 06:26 PM
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A positive sign of the investment in engineering development that will show up in the cars that are them built from these inputs.
Color it Progress.