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Lightweight - PowerPoint Presentation

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Uploaded On 2016-06-26

Lightweight - PPT Presentation

Fuel Efficient Engine Package Brittany Borella Chris Jones John Scanlon Stanley Fofano Taylor Hattori and Evan See Project Overview Customer Needs Customer Need Importance ID: 378861

system engine radiator flow engine system flow radiator water intake cooling fuel air airflow dynamometer testing model time line pressure cylinder risk

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Presentation Transcript

Slide1

Lightweight

Fuel Efficient

Engine Package

Brittany

Borella

, Chris Jones, John Scanlon, Stanley

Fofano

, Taylor Hattori, and Evan SeeSlide2

Project OverviewSlide3

Customer Needs

Customer Need #

ImportanceDescription  

Engine

CN1

1

The engine must reduce fuel consumption when compared to the previous engine package

CN21The engine must provide sufficient power output and acceleration  Control SystemCN112The 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-suiteSlide4

Engineering Specifications

Spec. #

ImportanceSource

Specification (metric)

Unit of Measure

Marginal Value

Ideal Value

Comments/StatusS11CN1Fuel Consumptionkm/l6.9 8.3Want to use ~0.7 gal for the 22km runS3

1

CN2

Power OutputHP4555 S41CN2Torqueft-lbs3135 S61CN4,15Reliabilitykm50100Should be able to perform in all Formula SAE events and testing before major overhaulS81CN6Weightlbs7568Engine weight S91CN8Fuel TypeN/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 degreesSlide5

Engine ModelSlide6

Air/Fuel Ratio: 0.86 LambdaSimplified tubular geometry used for initial induction and exhaust modelsCRF250R valve flow scaled until WR450F data is measuredWiebe combustion model parameters currently estimated until cylinder pressure data is obtainedIgnore effects of muffler

Surface roughness values estimatedWall heat transfer properties estimated for steel exhaust sectionsIntake and exhaust valve lift estimated from YZ400F until actual measurements can be madeAssume constant operating temperature and component temperatures—to be correlated with dyno dataAssume ambient conditions of 14.7

psia and 80°F Overall AssumptionsSlide7

Finalized intake/throttle/restrictor geometryFinalized injector placement(s)Injector flow dataIntake/exhaust valve inflow and outflow loss coefficientsIntake/exhaust cam profilesBase cam timingGeneral cranktrain dimensionsSurface area ratios for head and pistonsP-V Diagrams to validate

Wiebe model assumptionsVarious temperature measurements

Required ParametersSlide8

Theoretical Engine ModelSlide9

Live Simulation of Engine ParametersSlide10

Dynamometer Test StandSlide11

Cylinder Head Removed for MeasurementSlide12

Photo Courtesy of

DUT RacingBore Tube Production

Flow Testing of Cylinder HeadSlide13

System Test PlanSlide14

Engine CharacterizationTorqueP-V DiagramsBrake Specific Fuel ConsumptionCooling SystemSensorsCylinder PressureCrank angleThermocouples

Fuel FlowCoolant FlowBasic Engine DiagnosticsWideband Lambda

Engine TestingSlide15

FT-210 SeriesGems Sensors & Control0.026 - 0.65 gal/min± 3% Accuracy

Fuel Flow SensorSlide16

PCB PiezotronicsTransducer 112B10422E In-Line Charge Converter

Cylinder Pressure SensorSlide17

AM4096 - 12 bit rotaryMeasure Angular PositionOutputsIncrementalSeries SSILinear VoltageAnalogue Sinusoidal

Magnetic EncoderSlide18

Load SimulationPower CharacterizationFuel/Spark Mapping

DynamometerSlide19

Dynamometer ControllerData Input ImprovementNI PCI-6024E200 kS/s12-Bit16-Analog-Input DAQ

Data AcquisitionSlide20

CFD AnalysisSlide21

20 mm inlet diameter (19 mm for E85) creates choked flow conditions, limiting total mass airflow to engineRequired by competition rulesKeeps engine power at a safe level for competitionDesign goal is to minimize loss coefficient through restrictor geometry to allow maximum airflow into engineSupersonic Converging – Diverging Nozzle Geometry

Expand out diverging section to allow for proper shock development to minimize loss coefficientKeep diffuser angle low enough to avoid potential flow separationKeep overall length low to reduce viscous losses due to surface friction and boundary layer growth

Intake RestrictorSlide22

2-Dimensional Axis-Symmetric analysis allows for fast solving time with refined mesh in areas of shock development

Intake RestrictorSlide23

Air flows from throttle to engine intake port through intake manifoldIntake PlenumActs as air reservoir for engine to draw air from during intake strokePrimary purpose is to damp out pressure pulses from intake stroke to create steady flow conditions at the restrictorIntake RunnerPath through which engine pulls air from the plenum into the combustion chamber during intake strokeLength decided by harmonic frequency at various engine operating speeds, can be used to create a resonant “tuning point”

Intake ManifoldSlide24

Transient Pressure Boundary Condition used to simulate pressure pulses within manifold from intake strokePiecewise-Linear Approximation used for initial analysis trouble-shootingEnd analysis will use pressure trace measured during Dynamometer Testing

Intake ManifoldSlide25

Component SimulationShroud structure analyzed to ensure uniform airflow distribution across radiator face and verify proper mass airflow through radiatorRadiator modeled as a material resistance with heat addition and flow re-direction to properly simulate airflow through core

Cooling System AirflowSlide26

Full Car Simulation to verify shroud is receiving adequate airflowSimulation model still in progress, needs additional geometry and refinement

Cooling System AirflowSlide27

Cooling SystemSlide28

Cooling System Schematic

Surge Tank

Overflow Tank

Steam from Cylinder Head

Engine Block

Water Pump

Fan

Radiator

ThermostatSlide29

Rule of thumb: 1.1 in2 radiator surface area needed per hp producedTherefore need approx. 66 in2Radiator from YFZ450R Yamaha ATV7.5” 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 TankSlide30

Coolant naturally builds to approximately 16-18 psiNormal production cars run 16-18 psi, high performance cars run 22-24 psi , and racing systems run 29-31 psiPressurizing 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 PSI239° F20 PSI259° F

30 PSI

273° F

40 PSI

286° F

50 PSI297° F Radiator CapSlide31

Typically a 1 quart containerNeed 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 tank½” – ¾” Refill line from bottom of surge tank to inlet of water pumpBenefits – de-aeration2% 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 CapSlide32

Comes stock on engineNo internal bypass system. Thermostat will have to regulate continual water flow through engine¾” 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 againSlide33

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 temperatureThis 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

b

ypass system

$14.95Slide34

Cooling System Data

Reviewed three sets of autocross runs with different driversSlide35

Verify radiator is receiving adequate airflow at low speedsSPAL Axial Fan11” Dia.755.0 CFMBased on predicted power require minimum 450 CFMBased on airflow at speed available require minimum 500 CFM

Maximum 7” Dia. to fit radiatorYamaha R6 Fan5.5” Dia.Est. >500 CFM

Fan

Q = required heat rejected into air

 Slide36

Risk AssessmentSlide37

Risk Assessment - Technical

ID

Risk ItemEffect

Cause

L

S

I

Action to Minimize RiskOwnerTechnical Risks1Engine Dynamometer not reliableUnable to characterize engine torqueDynamometer control system not reliable224Be 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 3Insufficient Cooling of the Engine

Engine Overheats/damage to engine

Cooling system undersized or inefficient

236Correctly 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 outputInefficiencies in the engine packageImproper Engine Modeling236Verify engine model with dynamometer testing in correlation with fuel flow sensors.John Scanlon8Air:Fuel Ratio too leanDamage to engineRatio leaned out too far in order to increase fuel economy236Slowly change the air fuel mixture in order to realize effects before another change is madeChris Jones, John ScanlonSlide38

Risk

Assessment - Management

IDRisk Item

Effect

Cause

L

S

IAction to Minimize RiskOwnerProject Management Risks10Insufficient fundingOutside contracted work won't be able to be paid forOutside Contracting work is expensive111Use 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 Priorities

Actual Senior Design deliverables do not get met

Actual engineering in the project given more priority than Senior design paperwork and deliverables

111Project 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 packageJohn Scanlon13Parts are ordered too lateEngine Dyno testing and on car testing cannot be completed on timelong lead parts not identified and ordered on time122Long lead time parts ordered as soon as identified - early in MSD1John Scanlon