HISTORY OF THE VEHICLE RESEARCH INSTITUTE
Since 1972 more than twenty vehicles have been designed and built by undergraduate students and faculty at the Vehicle Research Institute at Western Washington University. Thirteen of these vehicles have been quite distinctive from each other and built to meet specific design criteria. Over $7,000,000 has been raised by the VRI in grants from government, industry and private individuals to complete the various projects at the VRI.
EARLY VEHICLES BUILT AT THE VRI
The first car designed and built at the Vehicle Research Institute was Viking I. This vehicle was designed to win the Urban Vehicle Design Competition held at General Motors Proving Grounds in Milford, Michigan. A unique feature of this car was "extreme Ackerman steering" which allowed the car to be parallel parked in a space only 10" longer than the car.
Viking I won the maneuverability and parkability awards and finished 3rd overall in the competition behind the University of British Columbia and the University of Florida.
The next vehicle, Viking II, used a propane fuel system similar to Viking I for the 1975 Student Engineered Economy Design Rally which ran from Bellingham, Washington to Los Angeles, California. By this time the VRI had acquired emission test equipment and a chassis dynamometer to run simulations of the L. A. 4 emission test cycle. The Viking II was the first essay into aerodynamic design for automobiles. A series of 1/10 scale wind tunnel models were built. The design chosen had low frontal area with a well rounded front and tapered back to a minimum area on the rear.
Viking II won the SEED rally against opposition from schools in the USA, Canada and Japan with a fuel economy of 58 MPG on propane and established the lowest exhaust emissions measured in the contest.
Viking III was a conversion to propane on a Datsun B210 fastback with add on aerodynamic modifications. This has been the only non scratchbuilt car to receive a Viking number.
Viking IV is an aluminum monocoque streamlined coupe originally built to win its class at the Bonneville National Speed Trials with an 1146 cc Wankel rotary engine. At one point this car was fitted with a 500 cc Wankel built in the VRI and achieved 55 MPG. Later it was fitted with a 1500 cc turbocharged diesel engine. In this guise it entered the Sea to Sea Econorally winning awards for lowest emissions and best economy as well as 1st overall. One of the unique features of this car was a special 5 speed transaxle with overdrive on both 4th and 5th and freewheel on fifth gear. The VRI began its investigation of low rolling drag radial tires with this car which is now fitted with a 998 cc 3 cylinder turbo diesel. T his car can achieve highway fuel economy of more than 100 MPG at 50 MPH in cross county rallies.
Viking V is a lightweight version of Viking IV using a fiberglass aerodynamic shell in place of the aluminum one on Viking IV. This car had been fitted with a variety of engines and drive trains in the last few years including:
Viking V remained in the shadow of Viking IV always finishing second to IV in the cross country economy runs.
Viking VI was developed under a contract with The National Highway and Traffic Safety Authority in 1978 to show that a fuel efficient, low emission vehicle could meet or exceed federal crashworthiness standards. Two of these vehicles were built. The first unit was fitted with anthropomorphic dummies and crashed at 43 MPH into a concrete barrier. The dummies survived with no injuries. The second Viking VI was further developed into a show car to demonstrate fuel economy and compliance with exhaust emission standards. At present the car can achieve 118 MPG at 50 MPH.
Viking VII is a high performance sports car built to determine if high fuel economy and clean exhaust could be maintained while offering "Supercar" levels of performance. Although fuel economy on the highway is only 50 MPG and less on the LA 4 cycle the car accelerates to 60 MPH in 5.3 seconds and can generate over 1 G in cornering power. The car has won the A-Modified class in local Autocross competition two years running.
Viking VIII was an effort to capitalize on the success of Viking VII and introduce an limited production sports car to be built in Costa Rica and sold in the USA. Although the car would look like the successful Viking VII it would incorporate an American built engine transaxle assembly from Chrysler and use an all composite monocoque bodychassis unit. A single prototype was built along with tooling suitable for an initial production run. Unfortunately the client ran into financial difficulties and the initial production run never materialized.
Viking IX was a prototype for an Autocross type competition. A vehicle that students could build for themselves at low cost. Each student in the summer session of 1989 paid a $1,600 lab fee and purchased a 1970 vintage rotary engine (RX3, RX4, or RX7) car to serve as a donor car for the engine transmission rear axle for their Viking car. Viking numbers 1019 were assigned to the Autocrossers built that summer. Although these cars are socially irresponsible a lot was learned about efficient limited production as the cars were built in nine weeks.
OTHER PROJECTS
Although the VRI is best known for its award winning cars over the past twenty years a number of other significant have been undertaken under the direction of Michael Seal its director.
From 19801985 the VRI designed and developed numerous natural gas carburetion systems for CNG Fuels of Canada and FIBA Canning Inc. These carburetors became the prototypes for the carburetors that are currently in use on cars converted to run on compressed natural gas throughout Canada today.
In 1985 Subaru of Japan contracted to have a 16 valve engine designed. The engine designed and built in the VRI labs was the prototype for the engine that is currently used in the Subaru Legacy.
THE SOLAR ELECTRIC ERA BEGINS AT THE VRI
With announcement of the GM Sunrayce USA, the VRI entered a new phase, the search for the ultimate solar powered race car that would be capable of winning not only the GM Sunrayce but could also be a viable competitor in the World Solar Challenge in Australia 1990. This was to be the most complex and challenging project that the VRI had attempted to date. Over half a million dollars and giftsinkind were raised and a team of over 50 people worked on various parts of the design and construction. A team of 32 went to the GM Sunrayce and 18 to Australia.
Students and faculty had discovered during the history of university competitions that a reliable machine would be of the utmost importance. Students at the VRI decided that to win the GM Sunrayce or the World Solar Challenge it would have to build a vehicle which would optimize the number of solar cells that could be carried on the car and therefore have the most powerful solar array. By building a two person car the rules allowed one to carry solar cells on all the body surfaces and not just four meters of its length for a 50% gain in power.
An additional problem with the design centered around cross wind stability and increase in drag during cross winds. Initially the car was designed with four wheels and the two occupants sat back to back in the driver pod. Late in the design process the organizers of the GM contest decided to add a requirement that the driver be able see upwards at 10°. The occupants had to be moved towards the ends of the driver pod past where the wheels were to go. The only remaining place for wheels was between the two occupants. This change allowed a 26" wheel which gave slightly less rolling drag and slightly better load carrying ability but made the care less stable that it would have been with four wheels. A steering system was devised in which the two wheels on the battery pod side, countersteer and the remaining wheel between the occupants became the drive wheel.
In the summer of 1991 the Viking and the VRI team competed in the GM Sunrayce and was second overall to the University of Michigan "Sunrunner". The Western Team received GM sponsorship to the 1991 World Solar Challenge in Australia GM paid all expenses for 8 of the 18 person team, shipped both the solar car and the 40' container containing the workshop as well as providing satellite grade cells to make a new solar array for the Viking XX. This array was 15% more efficient than the previous array and produced 1.8 KW making it the most powerful solar car array in the world when it was tested by the US Dept. of Energy.
The Viking XX was 5th in the World Solar Challenge behind the Swiss Car, Honda of Japan, University of Michigan, and Hoxan of Japan which were all single person cars. Viking XX was first of the two person cars.
The Viking XX was entered in the California Clean Air Race held in June 1991 from Sacramento to LA. Because of the nature of this race there would be more likelihood of good sunshine and with a relatively short driving range each day and ample charging time. Viking XX was able to average over 50 MPH on the freeway. During the actual race everything was as expected, although the team did get lost in LA on the last 40 mile leg of the course, however they were able to retrace their route and finish a cumulative 5 hours ahead of the next finisher to win the event.
ALTERNATIVE FUELED VEHICLES DESIGNED FOR THE TWENTY FIRST CENTURY
The solar/electric car is rapidly becoming a viable alternative as an urban commuter but has little hope with the current battery and solar cell technology of being acceptable for inter-city use until a battery is developed that will allow greater range than is currency possible.
Following the success with Viking XX, Michael Seal decided to see if it would be possible to put the lessons reamed in the previous 20 years of Viking cars into a prototype for the 21st century. Viking 21 has been designed and is funded by the Washington State Ecology Department, The Bonneville Power Authority, Puget Sound Power and Light Co. and supporters from throughout Whatcom county.
Viking 21, a parallel hybrid is the Vehicle Research Institute's solution to the consumers desire to do what they can to help the environment yet not give up the freedom to travel by personal transport over long distances. The Viking 21 does not of course eliminate CO2 production but should go a long way towards reducing these emissions. It will use presently available technology and requires a minimum of adjustment on the users part. In the urban environment it will have a 100 mile range on solar/electric power while converting to a clean, fuel efficient internal combustion powered vehicle with an additional 200 mile range on compressed natural gas.
The solar/electric hybrid is a two seat coupe with both occupants seated side by side. The front wheels are powered by two brushless DC electric motors. The rear wheels are powered by a Yamaha motorcycle engine through a 5 speed gearbox. A third electric motor also drives through this gearbox to provide additional power for climbing grades and starting acceleration. This car can be driven as a zero emission car in an electric mode or as a low emission car running on compressed natural gas in its internal combustion engine mode.
All four wheels can be driven during ice and snow to enhance traction. Solar cells will be mounted on the new carbon fiber body panels and will collect solar energy to store in the fiber NiCad batteries while the car is stopped at a stop light or parked. The turbo charged, intercooled, fuel injected, natural gas engine will power the car at speeds over 50 MPH. The final chassis will be composite materials with a filament wound natural gas tank.
A unique feature of Viking 21 are wheels that mount two tires on a single rim much like a dual truck tire assembly. The two tires will be very different however, as the inner tire will have a hard compound rubber and round section giving a very small contact patch. The outer tire will have a wider tread patch and use very soft high grip rubber. The wheels will normally run at negative camber so the outer tire does not quite touch the road. During cornering normal chassis roll causes the outer wheel to become perpendicular to the road surface, the outer tire now grips the road securely allowing higher cornering power. When the brakes are applied a micro switch sends a signal to a solenoid high pressure valve which allow high pressure from the air pump to pressurize a central pneumatic system. Slave cylinder mounted at the outer end of each wishbone cause all four wheels to become perpendicular to the road greatly increasing traction when stopping. This system is currently being patented and a tire manufacturer is interested in the system.
Although Viking 21 doesn't have all the answers it will demonstrate to the public and to the world's auto makers that an advanced concept car that is comfortable and easy to drive can significantly reduce CO, CO2, H and NOX emissions and as well as reduce fuel consumption to minimum levels.
The Viking 21 "Mule" competed in the first Solar Electric Challenge for Pikes Peak. It won overall and was first in its class.
Viking 23 – A solar electric hybrid vehicle was completed in August 1994. This vehicle’s chassis and body were constructed from carbon fiber. The vehicle was designed to keep its batteries charged through the solar cells mounted on its body. The solar array should have produced approximately 700 watts of power. However, due to cell damage and problems with cell leads it has never been a viable source of power for the battery instead a battery charger is used to charge the batteries. The Honda 900 cc water-cooled motorcycle was converted to run on either methane or gasoline. Both fuel systems were fuel injected through programmable computers and drove the rear wheels. Viking 23 electric drive system utilized two Unique Mobility brushless D.C. motors driving the front wheels through a gearbox.. The car in this configuration was third in the 1996 American Tour de Sol.
In 1998 Viking 23 was converted to run on reformulated gasoline instead of CNG and a Daihatsu 993 cc, 3 cylinder fuel injected single overhead cam engine replaced the Honda. It was entered in the 1998 American Tour de Sol which ran from New York to Washington D.C. It won its class for best fuel efficiency and the most tour miles. See http://www.nesea.org/98ATDS/98atds_home.html for details on the event and pictures.
Viking 25 is a stock Dodge Neon that was converted to an Electric Hybrid. This vehicle took fist place honors for consumer acceptability, application of advanced technology and range as well as heating, air conditioning and ventilation at the Hybrid Electric Vehicle Challenge in June 1995. In May 1996 swept its class in the Tour de Sol road rally winning best Neon conversion, lowest emissions, best use of materials, energy economy, range, consumer acceptance and engineering design. This vehicle meets ULEV!
Viking 27 Is a Chrysler Mini van which is converted to run on propane.
Viking 29 It is a ground-up two-seat electric sports car designed and built at the VRI. The battery charge is maintained by a Thermophotovoltaic (TPV or "Midnight Sun) generator. Funding for the TPV generator and the vehicle was from a US Department of Energy (DOE) grants in concert with an industry partner, JX Crystals of Issaquah, WA. Final installation and finishing was supported by the MURI Dept. of Defense grant. The 8 kW generator makes use of gallium antimonide photovoltaic cells surrounding a central emitter heated by a compressed natural gas flame to 1700 Kelvin. The infrared photons generated activate the photovoltaic cells to produce electricity. This generator is very clean and quiet. The electric motor is a Unique Mobility 75 kW (100 HP) motor which is 95% efficient through most of the operating regime. The motor is mounted end on to a single dry plate clutch assembly running in ball bearing in separate housing designed to remove all thrust loading from the electric motor. The clutch assemble is mounted end on to a transversely mounted, four speed wide ratio transaxle mounted between the rear wheels of the vehicle.
As further funding was not available to dev elope the TPV generator system, this form of power generation is not currently a viable source of power generation for vehicles.
Viking 32 Viking 32 is the last Viking car to be built under the direction of Dr. Seal. It was funded with $200,000 from WWU and an $800,000 contract from the Federal Highway Administration (FHWA). The Viking 32 hybrid safety vehicle attempts to show that a vehicle designed to produce little or no CO2 can provide the desired features of a sport utility vehicle without giving up any of the desirable features of a passenger car. Unlike the hybrid vehicles currently sold in the USA which make minimal use of the electric drive, the Viking 32 has 100 hp (75 kW) available from the front drive electric propulsion motor and 100 hp (75 kW) from the rear drive internal combustion engine (ICE). Each system is used during the driving range in a manner that provides the highest efficiency possible unless maximum performance all wheel drive (AWD) is called for at wide open throttle (WOT) when both power plants run.
In May 2004, the Viking 32 competed in the sixteenth Tour de Sol five day competition sponsored by the Northeast Sustainable Energy Association (NESEA). This year the event started in Burlington, New Jersey, where technical inspection was completed, and fuel economy, acceleration, and braking tests were run over a three day period. The event then had an economy run to Trenton, New Jersey. After being on display in Trenton, the cars competed in an Autocross before moving on to the Seaport in New York City. They were displayed for the day, and in the late afternoon the awards were given out to the winners. Viking 32 won all the performance awards: best acceleration 0-74 mph in 6.2 seconds, best in braking, best time in the autocross. It achieved 50 mpg in fuel economy (our target for the contract). It was third overall in the light duty modified/prototype hybrid class.
FORMULA SAE & Mini Baja
Vikings 22, 24, 26, 28, 30, & 35 are all Formula SAE vehicles.
These cars are designed and manufactured entirely by the students. They are entered in a competition held each year in Detroit. In 1995 Viking 26 won the Goodyear Performance Award and in 1998 Viking 28 was 4th in the Methanol Class and 11th out of a field of 114 vehicles. Additional information on these vehicles may be found at the formula SAE team website.
Vikings 33, 34, & 36 are all Mini Baja vehicles
Detailed information can
be found at the Mini Baja team website.
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