Lightweight Fuel Efficient Engine Package
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Transcript of Lightweight Fuel Efficient Engine Package
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Lightweight Fuel Efficient Engine Package
Brittany Borella, Chris Jones, John Scanlon, Stanley Fofano, Taylor Hattori, and Evan See
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Project Overview
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Customer NeedsCustomer Need
# Importance Description
Engine
CN1 1 The engine must reduce fuel consumption when compared to the previous engine package
CN2 1 The engine must provide sufficient power output and acceleration
Control System
CN11 2 The control system must provide accurate fuel delivery and measurement
Cooling System
CN14 1 The cooling system must be able to allow the engine to operate in high ambient temperatures under race conditions
Documentation and Testing
CN17 1 Documented theoretical test plan and anticipated results
CN18 1 Must provide a CFD analysis of the intake manifold, restrictor, and throttle
CN19 2 Must provide an accurate model of the engine in GT-suite
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Engineering SpecificationsSpec. # Importance Source Specification
(metric)Unit of
MeasureMarginal
ValueIdeal Value Comments/Status
S1 1 CN1 Fuel Consumption km/l 6.9 8.3 Want to use ~0.7 gal for the
22km run
S3 1 CN2 Power Output HP 45 55
S4 1 CN2 Torque ft-lbs 31 35
S6 1 CN4,15 Reliability km 50 100Should be able to perform in all Formula SAE events and
testing before major overhaul
S8 1 CN6 Weight lbs 75 68 Engine weight
S9 1 CN8 Fuel Type N/A E85 Ethanol-Gasoline Blend or 100 Octane Gasoline
S12 1 CN14 Temperature °F 220 200
Cooling system must keep the engine under 200 degrees in ambient temperatures up to
100 degrees
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Engine Model
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Air/Fuel Ratio: 0.86 Lambda Simplified tubular geometry used for initial induction and exhaust models CRF250R valve flow scaled until WR450F data is measured Wiebe combustion model parameters currently estimated until cylinder
pressure data is obtained Ignore effects of muffler Surface roughness values estimated Wall heat transfer properties estimated for steel exhaust sections Intake and exhaust valve lift estimated from YZ400F until actual
measurements can be made Assume constant operating temperature and component temperatures—to be
correlated with dyno data Assume ambient conditions of 14.7 psia and 80°F
Overall Assumptions
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Finalized intake/throttle/restrictor geometry Finalized injector placement(s) Injector flow data Intake/exhaust valve inflow and outflow loss coefficients Intake/exhaust cam profiles Base cam timing General cranktrain dimensions Surface area ratios for head and pistons P-V Diagrams to validate Wiebe model assumptions Various temperature measurements
Required Parameters
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Theoretical Engine Model
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Live Simulation of Engine Parameters
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Dynamometer Test Stand
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Cylinder Head Removed for Measurement
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Photo Courtesy of DUT Racing
Bore Tube Production
Flow Testing of Cylinder Head
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System Test Plan
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Engine Characterization Torque P-V Diagrams Brake Specific Fuel Consumption Cooling System
Sensors Cylinder Pressure Crank angle Thermocouples Fuel Flow Coolant Flow Basic Engine Diagnostics Wideband Lambda
Engine Testing
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FT-210 Series Gems Sensors & Control 0.026 - 0.65 gal/min ± 3% Accuracy
Fuel Flow Sensor
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PCB Piezotronics Transducer 112B10 422E In-Line Charge Converter
Cylinder Pressure Sensor
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AM4096 - 12 bit rotary Measure Angular Position Outputs
Incremental Series SSI Linear Voltage Analogue Sinusoidal
Magnetic Encoder
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Load Simulation Power Characterization Fuel/Spark Mapping
Dynamometer
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Dynamometer Controller Data Input Improvement
NI PCI-6024E 200 kS/s 12-Bit 16-Analog-Input DAQ
Data Acquisition
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CFD Analysis
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20 mm inlet diameter (19 mm for E85) creates choked flow conditions, limiting total mass airflow to engine Required by competition rules Keeps engine power at a safe level for competition
Design goal is to minimize loss coefficient through restrictor geometry to allow maximum airflow into engine
Supersonic Converging – Diverging Nozzle Geometry Expand out diverging section to allow for proper shock development to
minimize loss coefficient Keep diffuser angle low enough to avoid potential flow separation Keep overall length low to reduce viscous losses due to surface friction and
boundary layer growth
Intake Restrictor
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2-Dimensional Axis-Symmetric analysis allows for fast solving time with refined mesh in areas of shock development
Intake Restrictor
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Air flows from throttle to engine intake port through intake manifold
Intake Plenum Acts as air reservoir for engine to draw air from during intake stroke Primary purpose is to damp out pressure pulses from intake stroke to create
steady flow conditions at the restrictor Intake Runner
Path through which engine pulls air from the plenum into the combustion chamber during intake stroke
Length decided by harmonic frequency at various engine operating speeds, can be used to create a resonant “tuning point”
Intake Manifold
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Transient Pressure Boundary Condition used to simulate pressure pulses within manifold from intake stroke Piecewise-Linear Approximation used for initial analysis trouble-shooting End analysis will use pressure trace measured during Dynamometer Testing
Intake Manifold
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Component Simulation Shroud structure analyzed to ensure uniform airflow distribution across
radiator face and verify proper mass airflow through radiator Radiator modeled as a material resistance with heat addition and flow re-
direction to properly simulate airflow through core
Cooling System Airflow
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Full Car Simulation to verify shroud is receiving adequate airflow Simulation model still in progress, needs additional geometry and refinement
Cooling System Airflow
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Cooling System
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Cooling System Schematic
Surge Tank
Overflow Tank
Steam from Cylinder Head
Engine Block Water Pump
Fan
Radiator
Thermostat
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Rule of thumb: 1.1 in2 radiator surface area needed per hp produced Therefore need approx. 66 in2
Radiator from YFZ450R Yamaha ATV 7.5” H x 11.5” W x 7/8” D Surface Area 86.25 in2
Inlet and Outlet ¾” ID tubing to connect to water pump
Radiator
Outlet to Water Pump
Inlet from Engine
Modify for bleed line to Surge Tank
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Coolant naturally builds to approximately 16-18 psi Normal production cars run 16-18 psi, high performance cars
run 22-24 psi , and racing systems run 29-31 psi Pressurizing the water allows for the water to reach a higher
temperature before boiling (therefore vaporizing) Part# T30R Radiator Cap 29-31 PSI
Pressure (PSI) Boiling Point (° F)0 PSI 212° F10 PSI 239° F20 PSI 259° F30 PSI 273° F40 PSI 286° F50 PSI 297° F
Radiator Cap
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Typically a 1 quart container Need to modify the part of the
Radiator that currently has the cap and overflow line to run a ¼”- 3/8” bleed line from radiator to top of surge tank
½” – ¾” Refill line from bottom of surge tank to inlet of water pump
Benefits – de-aeration 2% air in the system leads to an 8%
decrease in cooling efficiency 4% air in the system leads to a 38%
decrease in cooling efficiency!
Surge Tank
Bleed line inlet from radiator and cylinder head
Outlet to overflow tank
Refill line back to water pump
30 PSI Pressurized Radiator Cap
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Comes stock on engine No internal bypass system.
Thermostat will have to regulate continual water flow through engine
¾” ID inlet and outlet tubing to connect to radiator
Water Pump
Flow Rate vs. RPM from R6 water pump
Need to test flow rate once we have the cylinder head again
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Placed at the outlet of the engine, a thermostat allows water to circulate through the block, but doesn’t allow this water to circulate through the radiator until it has reached proper operating temperature
This temperature (195°F) melts the “wax motor”, which forces the thermostat piston to open and allows the water to flow through.
If the engine’s temperature is lowered too much, the piston closes until it has reached proper operating temperature once again
Thermostat
Stewart/Robert Shaw Thermostats – 302 Augments bypass system $14.95
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Cooling System Data
Reviewed three sets of autocross runs with different drivers
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Verify radiator is receiving adequate airflow at low speeds
SPAL Axial Fan 11” Dia. 755.0 CFM
Based on predicted power require minimum 450 CFM
Based on airflow at speed available require minimum 500 CFM
Maximum 7” Dia. to fit radiator Yamaha R6 Fan
5.5” Dia. Est. >500 CFM
FanF19 F20
mph ft^3/m ft^3/m50 0 05 213 13010 426 26015 639 39120 853 52125 1066 65130 1279 78135 1492 91240 1705 1042
Q = required heat rejected into air
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Risk Assessment
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Risk Assessment - TechnicalID Risk Item Effect Cause L S I Action to Minimize Risk Owner
Technical Risks
1 Engine Dynamometer not reliable
Unable to characterize
engine torque
Dynamometer control system
not reliable2 2 4
Be familiarized with the Dynamometer control programs. Attempt to
characterize the Dynamometer and create
an accurate control system in case the original is
inefficient.
Stanley Fofano
3 Insufficient Cooling of the Engine
Engine Overheats/damag
e to engine
Cooling system undersized or
inefficient2 3 6
Correctly analyze cooling system to maximize
efficiency
Evan See, Brittany Borella
4
Unable to accuractly predict airflow through
the intake manifold, restrictor, and throttle
Inaccurate theoretical model
of engine
Improper CFD analysis 2 2 4
Accurately control initial assumptions and
conditions in order to create the most accurate
model possible
Taylor Hattori
5
Unable to accurately predict fuel
consumption and power output
Inefficiencies in the engine package
Improper Engine
Modeling2 3 6
Verify engine model with dynamometer testing in correlation with fuel flow
sensors.
John Scanlon
8 Air:Fuel Ratio too lean Damage to engine
Ratio leaned out too far in
order to increase fuel
economy
2 3 6Slowly change the air fuel mixture in order to realize
effects before another change is made
Chris Jones, John Scanlon
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Risk Assessment - ManagementID Risk Item Effect Cause L S I Action to Minimize Risk Owner
Project Management Risks
10 Insufficient funding
Outside contracted work
won't be able to be paid for
Outside Contracting work is expensive 1 1 1
Use funds wisely and try to do as much in house testing as possible. When outside testing is necessary,
try to take advantage of sponsorships.
Brittany Borella
11Inconsistant
Team Priorities
Actual Senior Design
deliverables do not get met
Actual engineering in the project given more
priority than Senior design paperwork and
deliverables
1 1 1
Project Manager(s) in charge of keeping track of all deliverables, for
the class and the actual engine design, and making sure they are
being taken care of by everyone on the team
Evan See, Britttany Borella
12Project not
completed on time
Formula team does not have a complete engine
package
Poor time management and planning 1 3 3
Lead engineer will make sure that sufficient time is put into all engine systems so that all components are properly tested and prepared for the
final engine package
John Scanlon
13Parts are
ordered too late
Engine Dyno testing and on car testing cannot be completed on time
long lead parts not identified and ordered
on time1 2 2 Long lead time parts ordered as
soon as identified - early in MSD1 John Scanlon