Team Introduction Brittany Borella Evan See Chris Jones John Scanlon Stanley Fofano Taylor Hattori P12221 Materials Reviewed Project Description Work Breakdown Structure Customer Needs ID: 757286
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Slide1
Lightweight Fuel Efficient Engine Package Slide2
Team Introduction
Brittany
Borella
Evan See
Chris JonesJohn ScanlonStanley FofanoTaylor Hattori
P12221:Slide3
Materials Reviewed
Project DescriptionWork Breakdown StructureCustomer NeedsCustomer SpecificationsConcept Development and Proposed DesignCurrent System Design Schematic
Project Plan
Risk AssessmentSlide4
Project Introduction
Background: Fuel efficiency is becoming increasingly more important in Formula SAE competition scoring. In order to improve the RIT Formula SAE Race Team’s score, an engine package is desired that will be more fuel efficient while still producing a competitive amount of power.
Percentage
Scored (Detroit)
2009
2010
2011
Design
67%
67%
83%
Cost
87%
89%
77%Sales96%93%90%Acceleration75%80%92%Skidpad76%81%85%Autocross93%86%83%Endurance100%92%N/AFuel20%52%60% est.
Points
lost
2011
Detroit
Germany
Design
25
60
Cost
20
0
Sales
7
7
Acceleration
6
0
Skidpad
8
6
Autocross
25
18
Endurance
N/A
86
Fuel
40
42Slide5
Problem Statement: Develop a more fuel efficient and powerful engine package to be used by the RIT Formula SAE 2012 car
Previous Formula SAE Senior Design Projects:Variable Intake SystemPaddle Shift SystemData Acquisition SystemEngine Control Unit
Project IntroductionSlide6
Objective and Scope
Entire engine package able to provide the following:Approximately 55 horsepowerOperation in ambient temperatures up to 100°F under racing conditionsReduction in fuel required by 60% compared to the previous engine package over a similar runWell understood and documented development processSlide7
Deliverables
Engine PackageCooling SystemEngine Model and CFD AnalysisWiring DiagramEngine MapsPower Output
Fuel EconomySlide8
Assumptions and Constraints
RIT Formula Team previously selected a single cylinder engine – 2009 Yamaha WR450FMust comply with all Formula SAE rulesIncluding, but not limited to:Use provided race fuel: 93 or 100 Octane Gasoline or E85 EthanolSpark Ignition
Four StrokeSlide9
Work Breakdown StructureSlide10
Customer Needs
Customer Need #
Importance
Description
EngineCN1
1
The engine must reduce fuel consumption when compared to the previous engine packageCN2
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 SystemCN141The cooling system must be able to allow the engine to operate in high ambient temperatures under race conditions Documentation and TestingCN171Documented theoretical test plan and anticipated resultsCN181Must provide a CFD analysis of the intake manifold, restrictor, and throttleCN192Must provide an accurate model of the engine in GT-suiteSlide11
Engineering Specifications
Spec. #
Importance
Source
Specification (metric)
Unit of Measure
Marginal Value
Ideal Value
Comments/Status
S1
1
CN1
Fuel Consumption
km/l
6.9
8.3Want to use ~0.7 gal for the 22km runS31CN2Power OutputHP4555 S41CN2Torqueft-lbs31
35
S6
1
CN4,15
Reliability
km
50
100
Should
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 GasolineS121CN14Temperature°F220 200Cooling system must keep the engine under 200 degrees in ambient temperatures up to 100 degreesSlide12
Sensors Necessary For Dynamometer Testing
Parameter
Qty.
Acquisition System
Required Range
Warning Limit
Units
Method
Throttle Position
1
MoTeC M400
0-100
%
Rotary Potentiometer
Manifold Air Pressure2MoTeC M4000-110 kPaaPressure TransducerMass Air Flow1MoTeC M4000-60 g/sCold Wire MAFInlet Air Temperature1MoTeC M4000-100>80CThermistorExhaust Gas Temperature4NI PCI-6034E0-950
>850
C
K-Type Thermocouple
Air Fuel Ratio
1
MoTeC M400
.7-1.3
Lambda
O2 Sensor
Crank Reference Sensor
1
MoTeC M400
Magnetic Pickup
Cam Sync Sensor
1
MoTeC M400
Inductive Proximity
Engine Coolant Temperature
1MoTeC M4000-120>90CThermistorEngine Oil Temperature1NI PCI-6034E0-150>130CThermistorEngine Oil Pressure1NI PCI-6034E0-800<140kPagPressure Transducer
Barometric Pressure
1MoTeC M40095-105 kPaaPressure TransducerAmbient Air Temperature1NI PCI-6034E0-50>40CThermistorEngine Crank Angle1NI PCI-6034E0-360 dATCDEncoderCylinder Pressure1NI PCI-6034E0-5000 kPaaPiezo Pressure TransducerFuel Pressure1NI PCI-6034E0-70 kPagPressure TransducerFuel Inlet Flow Rate1NI PCI-6034E0-2.4 lpmTurbine Flow MeterFuel Inlet Temperature1NI PCI-6034E0-70>60CK-Type ThermocoupleFuel Outlet Flow Rate1NI PCI-6034E0-2.4 lpmTurbine Flow MeterInjector Duty MoTeC M4000-100>90%MoTeC ParameterSpark Advance MoTeC M4000-50 dBTDCMoTeC ParameterCoolant Inlet Temperature1NI PCI-6034E0-120>90CK-Type ThermocoupleCoolant Outlet Temperature1NI PCI-6034E0-120>90CK-Type ThermocoupleCoolant Flow Rate1NI PCI-6034E0-70 lpmVariable Area or TurbineKnock1 YY/NKnock Tube
Sensor ListSlide13
ECM: Motec M400Custom fuel maps for each eventControls various auxiliary devicesBuilt-in data acquisition
Engine Management SystemSlide14
System Design Schematic:EngineSlide15
Concept Development and Proposed Design - Engine
Possible Engine Packages
Weight
Naturally Aspirated 250 Single
Forced Induction 250 Single
Naturally Aspirated 450 Single
Forced Induction 450 Single
Naturally Aspirated 550 V-Twin
Forced Induction 550 V-Twin
Naturally Aspirated 500 I2
Forced Induction 500 I2
Naturally Aspirated 600 I4
Forced Induction 600 I4
Requirements
Fuel Efficient511100-10-10-1Reliable50
-1
1
0
-1
-1
1
0
0
0
Light
5
1
1
1
1
1
0
-1
-1
-1
-1
Practical
5
-1
0
100-11110Driveable41
0
10101010Powerful3-100111-1011Serviceable31010101010Complexity31-11-10-10-10-1Ease of calibration31-11-11-11-11-1Inexpensive21-10-10-11010Attractive Sound1-100011
0
0
1
1
Totals:
16
-3
33
0
14-1914-1116-12Slide16
Concept Selection and Proposed Design – Cooling System
Possible Cooling System Designs
Weight
Oil Cooler
No Oil Cooler
Single Radiator
Twin Radiator
Fan
No Fan
Surge Tank
No Surge Tank
Electric pump
Mechanical pump
Requirements
Light50110-110000Effective high speed50
0
0
0
0
1
1
-1
0
0
Effective low speed/off
4
0
0
0
1
1
0
0
0
1
0
CG Height
4
0
1
01010100Complexity30
1
10010100Serviceable30000000000Cost2-1110-10-10-11 -214108-3173222Slide17
System Design Schematic:Cooling SystemSlide18
Concept Selection and Proposed Design – Fuel Choice
Possible Fuel Choices
Weight
93 Octane Gasoline
100 Octane Gasoline
E85 Ethanol/Gasoline
Requirements
Power potential
5
0
1
1
Knock Protection
4
011Energy Content4110Corrosivity3110Cost31
-1
0
Innovative
2
-1
-1
0
8
11
9Slide19
Project PlanSlide20
Project PlanSlide21
Risk Assessment - Technical
ID
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 reliable
224Be 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 , Phil Vars3Insufficient Cooling of the EngineEngine Overheats/damage to engineCooling system undersized or inefficient236Correctly analyze cooling system to maximize efficiencyEvan See, Brittany Borella4Unable to accuractly predict airflow through the intake manifold, restrictor, and throttleInaccurate theoretical model of engineImproper CFD analysis224Accurately control initial assumptions and conditions in order to create the most accurate model possibleTaylor Hattori5Unable to accurately predict fuel consumption and power output
Inefficiencies in the engine package
Improper Engine Modeling
2
3
6
Verify engine model with dynamometer testing in correlation with fuel flow sensors.
Jon Scanlon
8
Air:Fuel Ratio too lean
Damage to engine
Ratio leaned out too far in order to increase fuel economy
2
3
6
Slowly change the air fuel mixture in order to realize effects before another change is made
Chris Jones, Jon ScanlonSlide22
Risk Assessment - Management
ID
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
111Use 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 Borella11Inconsistant Team PrioritiesActual Senior Design deliverables do not get metActual engineering in the project given more priority than Senior design paperwork and deliverables111Project 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 teamEvan See, Britttany Borella12Project not completed on timeFormula team does not have a complete engine packagePoor time management and planning133Lead 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 packageJon Scanlon13
Parts are ordered too late
Engine Dyno testing and on car testing cannot be completed on time
long lead parts not identified and ordered on time
1
2
2
Long lead time parts ordered as soon as identified - early in MSD1
Jon ScanlonSlide23
Action Items for Detailed Design
Well Documented Testing PlanBOM and 3D Model of Key Cooling System Components, Intake and ExhaustPreliminary Engine Model
Wiring Diagram
Baseline Engine Maps
Power Output Fuel EconomySlide24
General Questions and Comments?