P13222 DDR

Detailed Design Review
KGCOE MSD
P13222: FSAE Turbocharger Integration

MSD I: Detailed Design Review
Thursday, November 8th, 2012
4:00-6:00pm
Kelly Conference Room
Team members:
- Kevin Ferraro
- Phillip Vars
- Aaron League
- Ian McCune
- Brian Guenther
- Tyler Peterson
Faculty Guide: Dr. Alan Nye

Primary Customer: RIT Formula SAE Racing Team
Page 1 of 25
KGCOE MSD
Contents
Tables ............................................................................................................................................................ 3
Figures ........................................................................................................................................................... 3
Table 1: Project Information ................................................................................................................. 5
Project Description........................................................................................................................................ 5
Project Background ................................................................................................................................... 5
Problem Statement ................................................................................................................................... 5
Objectives/Scope ...................................................................................................................................... 5
Deliverables............................................................................................................................................... 5
Expected Project Benefits ......................................................................................................................... 5
Core Team Members: ............................................................................................................................... 5
Assumptions & Constraints ....................................................................................................................... 5
Issues and Risks ......................................................................................................................................... 5
Customer Needs Review ............................................................................................................................... 6
Table 2: Customer Needs ...................................................................................................................... 6
Specifications Overview ................................................................................................................................ 7
Table 3: Specifications Review .............................................................................................................. 7
Table 4: Specifications, Continued ........................................................................................................ 8
System Architecture...................................................................................................................................... 9
Figure 1: Simplified Block Diagram ....................................................................................................... 9
Compliance with Requirements.................................................................................................................. 10
Induction ................................................................................................................................................. 10
Table 5: Induction System Compliance ............................................................................................... 10
Throttle/Restrictor .............................................................................................................................. 11
Figure 2: Spike Geometry Comparison ............................................................................................... 11
Figure 3: CFD Analysis of Spike/Restrictor .......................................................................................... 12
Figure 4: Restrictor Geometry ............................................................................................................ 12
Intercooler .......................................................................................................................................... 13
Table 6: Intercooler Compliance ......................................................................................................... 13
Turbocharger .......................................................................................................................................... 14
Table 7: Turbocharger Compliance ..................................................................................................... 14
Page 2 of 25
KGCOE MSD
Figure 5: GT Power Simulation Schematic .......................................................................................... 15
Figure 6: GT Power, Efficiency Results ................................................................................................ 15
Exhaust System ....................................................................................................................................... 16
Figure 7: GT-Power: Power and Efficiency results, Screen shot of header design #2 (green)............ 17
Boost Control .......................................................................................................................................... 17
Table 8:Boost Control System Compliance ......................................................................................... 18
Figure 8: Boost Control Block Diagram ............................................................................................... 19
Figure 7: Solenoid Details ................................................................................................................... 20
Figure 8: Solenoid Cross Section ......................................................................................................... 20
Engine...................................................................................................................................................... 20
Mounting System .................................................................................................................................... 21
Risk Assessment .......................................................................................................................................... 22
Table 9: Risk Items .............................................................................................................................. 22
Table 10: Risk Items, Continued.......................................................................................................... 23
Testing Plans ............................................................................................................................................... 24
Bill of Materials ........................................................................................................................................... 24
Timeline/Schedule ...................................................................................................................................... 25
Tables
Table 1: Project Information ......................................................................................................................... 5
Table 2: Customer Needs .............................................................................................................................. 6
Table 3: Specifications Review ...................................................................................................................... 7
Table 4: Specifications, Continued ................................................................................................................ 8
Table 5: Induction System Compliance ....................................................................................................... 10
Table 6: Intercooler Compliance ................................................................................................................. 13
Table 7: Turbocharger Compliance ............................................................................................................. 14
Table 8:Boost Control System Compliance ................................................................................................. 18
Table 9: Risk Items ...................................................................................................................................... 22
Table 10: Risk Items, Continued.................................................................................................................. 23
Figures
Figure 1: Simplified Block Diagram ............................................................................................................... 9
Page 3 of 25
KGCOE MSD
Figure 2: Spike Geometry Comparison ....................................................................................................... 11
Figure 3: CFD Analysis of Spike/Restrictor .................................................................................................. 12
Figure 4: Restrictor Geometry .................................................................................................................... 12
Figure 5: GT Power Simulation Schematic .................................................................................................. 15
Figure 6: GT Power, Efficiency Results ........................................................................................................ 15
Figure 7: Solenoid Details ........................................................................................................................... 20
Figure 8: Solenoid Cross Section ................................................................................................................. 20
Page 4 of 25
KGCOE MSD
Table 1: Project Information
Project # Project Name Project Track Project Family
P13222 FSAE Turbocharger Integration Vehicle Systems and Technologies
Start Term Team Guide Project Sponsor Doc. Revision
20121 Dr. Nye RIT Formula SAE Team
Project Description
Project Background Expected Project Benefits
Group of students that design and build Increase power output of the lightweight single
a small open wheeled racecar cylinder engine without excessive fuel economy
Vehicle must satisfies the safety penalty. Increased power will allow for faster
requirements acceleration, higher top speed, and the ability
Limitations: 20 mm diameter, maximum to use additional aerodynamic downforce.
displacement of 610 cubic centimeters.
Core Team Members:
Fuel economy emphasis: 10% of total
Kevin Ferraro
points
Phil Vars
Best balance between power and fuel
Tyler Peterson
efficiency with significant physical
Aaron League
limitations
Brian Guenther
Problem Statement Ian McCune
Successfully integrate a turbocharger into the
Yamaha WR450F engine package on the Assumptions & Constraints
Formula SAE race car. 1. Single cylinder engine: 2010 Yamaha
WR450F
Objectives/Scope 2. Complies with all Formula SAE rules
1. Develop accurate engine simulation a. 20mm restrictor
2. Increase generated horsepower to 60
b. Throttle->restrictor-
HP and torque to 45 ft*lbs
>compressor
3. Electronic boost control to maximize
power and fuel efficiency 3. Maximum weight gain: 15 lbs
4. Package components into vehicle using
3D CAD software Issues and Risks
5. Correlate simulation results to 1. Increased power generation will
dynamometer performance negatively affect fuel economy of
6. Robust mounting to withstand extreme engine if not properly tuned
vibration and thermal environment 2. Improperly operating turbocharger can
Deliverables either be inefficient or damaging to
Engine Simulation, Dyno Data engine
Induction/Exhaust System 3. High exhaust temperature and severe
Turbocharger/Mounting System vibration will require robust mounting
Boost Control System scheme
Page 5 of 25
KGCOE MSD
Customer Needs Review

The following shows the customer needs for the implemented turbocharger package.
Table 2: Customer Needs

Customer
Importance Description
Need #
CN1 5 Overall Horsepower and Torque Gains:
CN2 5 Optimized ECU Map for Best Performance
CN3 5 Consistent Engine Performance
CN4 5 Necessary Engine Internals are Included with System
CN5 4 Adequate System Cooling
CN6 4 Sufficient Dyno Testing and Validation
CN7 4 Optimized Turbo Size for Application
CN8 4 Meet FSAE Noise Regulations
CN9 3 Quick Throttle Response
CN10 3 Easy to Access in Car
CN11 3 Compact Design in Car
CN12 3 Fit Within Constraints of Current Chassis
CN13 2 Easy to Drive
CN14 2 Drivetrain Components Designed for Power Increase
CN15 2 Design for Intercooler Location (if required)
CN16 1 Readily Available Replacement Parts
CN17 1 Simple Interface with Current Engine
CN18 1 Maximized Use of Composite Material
Page 6 of 25
KGCOE MSD
Specifications Overview
Table 3: Specifications Review
Unit of Ideal Comments/Status
Source Function Specification (metric)
Measure Value
CN1 Engine Peak Power Output Hp and ft-lbs >= 60hp General increase overall can also compensate
S1 45 ft-lbs
CN1, 2 Intake g/s >=40 Maximize for restrictor, based on restrictor

S2 Mass Air Flow geometry
CN1, 2, 9, 13 Intake Plenum Volume cc >=1000 Proper plenum size required for acceptable
S3 throttle response and resolution
CN3 Sensors Sensor Voltage V 5 Proper voltage and grounding provided to each
S4 sensor for proper measurement and signal
S5 CN1, 5, 15 Intercooler Air Temperature Reduction Deg F >=20 Increase density of air
S6 CN1, 2, 5 Intake Manifold Air Temperature Deg F <=100
S7 CN1, 7, 9 Turbo Turbine Shaft RPM rpm ~100,000 Depending on turbo chosen
CN1, 7, 9 Turbo Intake Manifold Pressure psi >=20 Amount of "Boost": Map of boost pressure vs.
load/throttle position determined through engine
S8 simulation
S9 CN7, 9, 13 Turbo Peak Compression by RPM (specified) rpm <=6000
CN1,2, 3, Sensors Air Fuel Ratio Range 12.6<x< Controlled by ECU, necessary for proper engine
17.6 operation, possible through wideband lambda
S10 sensor
Page 7 of 25
KGCOE MSD
Table 4: Specifications, Continued

Unit of Ideal Comments/Status
Source Function Specification (metric)
Measure Value
CN1, 3 Sensors Manifold Air Pressure Range psi 0-30 Sensor operates across expected pressure
S11 range
S12 CN3,4,13, 17 Turbo Pressure to Actuate Wastegate psi >=20 Determines minimum boost pressure level
S13 C3,C4 Turbo Supplied oil pressure kPa >=170 Manufacturer specification
S14 CN1,11,17 Exhaust Flow Rate g/s >=100
S15 CN8 Exhaust Noise Level dBa <110 Based on FSAE regulation
S16 CN3,5,7,16 Turbo Max Temperature of Turbo Deg F <800 Manfr's recommendations
CN7,11,18 System Overall Maximum Weight Increase lbs <=15 Maximum acceptable weight gain, based on
S17 laptime simulation
S18 CN1,3,4,6 Engine Compression Ratio ~10:1 Max achievable without engine knock
S19 CN1,13 Engine Max Power Design RPM rpm ~9000
S20 CN1,13 Engine Max Torque Design RPM rpm ~7000
CN1,3,13 Engine deg 40-45 Exact value determined through empirical

S21 Max Spark Advance testing
S22 CN4,16,18 Funding Cost to Formula Team $$$ <100 Funding/Sponsorship will be required
Page 8 of 25
KGCOE MSD
System Architecture
The following shows a simplified block diagram for the components of the system:
Figure 1: Simplified Block Diagram
Page 9 of 25
KGCOE MSD
Compliance with Requirements

Induction
The induction system is composed of the throttle body, restrictor, compressor and intercooler.
The following table shows the specifications relevant to the induction system.
Table 5: Induction System Compliance

Specification Value Compliance Verification
Mass air flow >= 50 g/s CFD Pressure measurements
Restrictor <=20 mm Design Measure

Diameter
Plenum Volume >=1000cc CAD, 3D modeling Volume measurement
Air temperature >= 50F CFD, heat transfer Thermocouple measurement

reduction analysis
Intake manifold 0-30 psi Design, component Component pressure capacity will be tested
pressure range selection during dyno data collection
Throttle Near linear, CFD analysis Dynamometer measurement

Modulation Throttle
position vs
flow
Page 10 of 25
KGCOE MSD
Throttle/Restrictor
The throttle modulates the airflow into the engine. The throttle assembly consists of a spike-shaped plug
that controls the size of the opening into the restrictor. A cable connected to the gas pedal of the car
pulls the spike away from the opening to increase the flow rate of air. A spring returns the spike to the
rest position against the opening of the restrictor. This plugs the restrictor for the engine to idle.
The spike geometry has significant influence on the nature of the throttle modulation. As the spike is
pulled away from the restrictor, the area open for air flow changes. It is critical for the driver to have
accurate and predictable feedback for the throttle inputs from the gas pedal. There must be a linear
response between the throttle position and the flow rate of air into the engine. The diameter along the
spike can be varied to tune the response of the airflow. In addition, the throttle/spike assembly must
allow for proper pressure recovery after the restriction. This is necessary in order for the engine to make
the maximum amount of power. CFD analysis was performed to determine a suitable geometry that
would allow for a linear response to flow rate and complete outlet pressure recovery.
The following graph compares CFD results from two different spike profiles. The response of mass flow
rate and outlet pressure is plotted against throttle position. Perfectly linear modulation would result in a
linear line extending from minimum flow rate at 0% throttle position to maximum flow rate at 100%
throttle position.
New Linear Spike Results

60 100
50
Outlet PRessure [kPa]

80
Mass Flow Rate [g/s]
40
60
30
40
20
10 20
0 0
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%
Mass Flow Rate [g/s] Orig Mass Flow [g/s]

Outlet Pressure [kPa] Orig Pressure [kPa]
Figure 2: Spike Geometry Comparison
The new spike (blue and red lines) show a relationship that is closer to linear than the original spike.
Page 11 of 25
KGCOE MSD
The following figure shows an example screen shot of the CFD analysis that was performed on the
assembly. The inlet boundary condition was air at atmospheric pressure and the outlet boundary
condition is a flow rate based on engine displacement and speed.
Figure 3: CFD Analysis of Spike/Restrictor

The following figure shows a drawing of the profile of the restrictor. The minimum diameter, 20 mm, is
specified in the Formula SAE rules document.
Figure 4: Restrictor Geometry
Page 12 of 25
KGCOE MSD
Intercooler
The intercooler component increases the efficiency of the turbocharger by cooling the incoming air. The
energy density of the incoming air increases as it cools.
The following table shows the relevant specifications for the intercooler.
Table 6: Intercooler Compliance

Air Temperature >=50F Thermal analysis Thermocouple measurement

reduction
Manifold air <=100F Thermal analysis Thermocouple measurement

temperature
The intercooler will be manufactured from purchased intercooler stock. There are three dimensions of
the intercooler: thickness, width, and length . The induction stream into the engine passes through the
plane made by the thickness and width dimension, and the cooling stream passes through the plane
made by the length and width dimensions.
Intercooler stock is only commercially available in a limited number of thicknesses. The intercooler
width and thickness dimensions control the amount of warm, compressed flow that can pass through.
The length of the intercooler controls the amount of cooling that occurs. Longer sections result in
additional cooling.
Page 13 of 25
KGCOE MSD
Turbocharger
The turbo charge that will be used is manufactured by Honeywell. It is a model GT06 which was
originally designed for a small displacement 2 cylinder diesel engine. The relevant specifications for the
turbocharger are listed below.
Table 7: Turbocharger Compliance

Peak Power 60 hp, 45 GT Power simulation DC Dynamometer measurement

Output ft*lbs
Peak efficiency Efficiency maps, DC Dynamometer measurement: Fuel

consumption vs. power
GT Power simulation
Pressure to 20 psi Purchased part Test stand measurement

Actuate
Wastegate
Max Temperature <800F Assumption: no Thermocouple measurement

of Turbo modification from
production part
Supplied Oil 170 kPa (24.7 Tapping into oil Oil pressure sensor, tapped into oil return
Pressure psi) return line of engine line
Mass flow rate, >=40 g/s Compressor DC Dynamometer measurement

compressor efficiency map
Mass flow rate, >=100 g/s Turbine efficiency DC Dynamometer measurement

turbine map
Page 14 of 25
KGCOE MSD
The selection of this turbocharger is primarily based on engine simulation using the software package
"GT Power". This is a 1-D simulation of the performance of an engine and its associated flow system. The
simulation was used to compare the performance of 2 different models of turbochargers offered by
Honeywell. The following figure shows the schematic of the engine simulation.
Figure 5: GT Power Simulation Schematic
Each component of the engine system is represented through its own module. The schematic follows
the flow through each component and shows connections between components. The software
simulates engine performance at several discrete operating conditions and can show a variety of
performance characteristics. When comparing turbochargers it is very useful to compare the efficiency
map of the compressor with the load points of the engine shown.
Figure 6: GT Power, Efficiency Results
Page 15 of 25
KGCOE MSD
Exhaust System
The design of the exhaust system will optimize the efficiency of the turbine. This will in turn increase the
overall efficiency of the turbocharger and improve engine performance. The shape of the header and
exhaust will have a large effect on the performance of the turbocharger. The highly pulsed flow of the
single cylinder exhaust is far from an ideal steady flow. There are however, several constraints that limit
the design. The exhaust must fit in the car with all of the other components, the shape must be possible
to fabricate, and the heat from the exhaust must not cause damage.
Fit in the Car 1 Creo Solid modeling
Efficiency of turbine >40% GT-Power Dyno Testing
External Temperature <800 F GT-Power Dyno Testing
Bend Radius 3 in Creo Solid Modeling
Several iterations of exhaust design have been modeled in Creo and simulated in GT-Power. The initial
(red line) design simulated in GT-power was similar to what was used on F20 and would not actually fit
in F21. The design #1(blue line) was the first iteration of a header that would fit in F21 but an arbitrary
exhaust after the turbo. Design #2 (green line) had a revised header geometry and a more reasonable
geometry after the turbo.
Page 16 of 25
KGCOE MSD
Figure 7: GT-Power: Power and Efficiency results, Screen shot of header design #2 (green)
It is clear from the initial simulation that the performance of the turbocharger, and therefore the engine,
is very sensitive to the exhaust design. It is evident that further analysis is required to optimize the
performance of the system.
Boost Control
Electronic boost control will be accomplished through the MoTec M400 engine control unit (ECU). The
ECU will vary the level of boost delivered to the engine by actuating a solenoid that controls the
pressure applied to the wastegate. Boost control is critical to the performance of the system by allowing
the boost to be reduced to increase efficiency where needed.
The following table shows the relevant specifications for the boost control system.
Page 17 of 25
KGCOE MSD
Table 8:Boost Control System Compliance
Peak Power 60 hp, 45 GT Power DC Dynamometer measurement

ft*lbs
Pressure to 20 psi Purchased part Bench-top testing

actuate wastegate
Boost control is achieved through the wastegate and solenoid control valve. The wastegate is a valve
that can open to allow exhaust gas to bypass the turbine of the turbocharger. The wastegate is held
closed through the force of a spring. The spring is attached to a diaphragm that is connected to the
pressure of the plenum. When the pressure in the plenum builds to a certain level, the force on the
diaphragm overcomes the force of the spring and the wastegate is pushed open. Exhaust gas bypases
the turbine through the wastegate, slowing the turbine. The boost pressure falls, reducing the pressure
on the diaphragm, and the wastegate closes.
The boost control level will be electronically controlled by positioning a three-way solenoid in-line
between the plenum pressure and the diaphragm. This three-way solenoid connects the diaphragm
volume, the plenum volume, and a vent to atmosphere.
To increase the boost level, the solenoid will open so that pressure is routed away from the diaphragm
and vented to atmosphere. The boost pressure is not exerted on the diaphragm so the wastegate
remains in the closed position, and the exhaust gasses are routed through the turbine.
To decrease the boost pressure, the solenoid closes so that pressure is routed to the diaphragm. The
boost pressure is applied to the diaphragm, which opens the wastegate. Exhaust gasses are routed
through the wastegate to bypass the turbine.
The figure below is a simplified block diagram of the system.
Page 18 of 25
KGCOE MSD
Figure 8: Boost Control Block Diagram
In order to accurately control the level of boost, the ECU will control the solenoid through pulse width
modulation (PWM). The controller will vary the duty cycle of the solenoid according to a PID control
algorithm to achieve the desired boost level. The target boost level will depend on the desired operating
characteristics of the engine. When maximum power is needed, the boost level will be increased to
generate extra power. When fuel efficiency is a priority, the boost level will be decreased so that the
engine burns less fuel.
A solenoid from MAC Valves has been selected for use in the boost control system. The part number is
35A-AAA-DDBA-1BA. It is a miniature 3-way valve with 1/8" NPT fittings. The solenoid accepts PWM
control signal from the ECU. The following figure is a page from the MAC catalogue with additional
details on the valve.
Page 19 of 25
KGCOE MSD
Figure 7: Solenoid Details
The following figure is a cross section of the solenoid, with the ports and positions labeled:
Figure 8: Solenoid Cross Section
Engine
There will likely be few internal modifications to the engine initially. It is possible that with the increased
power some components may need to be replaced with stronger alternatives. However, until there is a
better understanding of the performance potential and the durability of the factory components no
modifications will be made.
Page 20 of 25
KGCOE MSD
Mounting System
The mounting system's main function is to hold the turbocharger assembly firmly in place, and constrain
it in all axes of rotation/translation. Using the main roll hoop as a base, standoff tubes are welded to
nodes that already support engine and chassis loads to maintain stiffness. Pending dynamometer testing
and verification of inertial loads/vibrations, mounting may be modified to accommodate stiffness and
strength requirements. In that case, alternative options such as mounting the turbocharger assembly to
the chassis may be presented, as well as a combination of support from the roll hoop and chassis.
Turbo axis of revolution Normal to gravity, 10 3D CAD Visual/Inspection

orientation
Oil outlet direction Parallel to gravity, 35 3D CAD Visual/Inspection
Connections to chassis Compliance for CTE Design and analysis Assembly, testing in
mismatch, vibration operating conditions
Page 21 of 25
KGCOE MSD
Risk Assessment
Table 9: Risk Items
Importance
Likelihood
Severity
ID Risk Item Effect Cause Action to Minimize Risk Owner
Low Fuel Engine not tuned

Poor Fuel Powertrain
1 Economy properly for 1 3 3 Create separate fuel maps for each individual event
Efficiency Engineer
Score endurance
Chassis
Reduced
Turbo location Turbo placed within crash structure, allows for lowest placement Engineer/Stru
2 High Car CG Cornering 1 2 2
not optimized possible according to rules ctures
Ability
Engineer
Blown Poor analysis of
Insufficient Test oil pressure and flow of source prior to turbo implementation, Powertrain
3 Turbo/Short oil pressure 2 3 6
Oil Flow follow manfr's recommendations on oil supply Engineer
Turbo Life source
Chassis,
engine, seat, Unexpectedly Chassis
Thermal Analyze chassis airflow and design for cooling, design in flexibility for
4 or fuel over high heat 2 1 2 Engineer/Ther
Management additional cooling mechanisms
allowable generation mal Engineer
temperature
Turbo Insufficient
Engine Design with vibration in mind. Verify components are constrained Structures
5 Mount structural 1 2 2
Vibration properly Engineer
Failure analysis
Thermal CTE
Additional mismatch
Thermal
stresses on between exhaust Design compliance into mounting system to relieve thermal Thermal/Struc
6 Expansion 1 2 2
mounting components and expansion stresses, ie bellows tures engineer
Stresses
components mounting
components
Page 22 of 25
KGCOE MSD
Table 10: Risk Items, Continued
Importance
Likelihood
Severity
ID Risk Item Effect Cause Action to Minimize Risk Owner
Improperly Poor overall Lack of time to

Schedule must include plan to have plenty of engine testing time on Powertrain
7 Tuned engine properly tune 2 3 6
the dynomometer Engineer
Engine performance engine on dyno
Heavy
Lack of
plumbing Not all locations Chassis
Available All project members agree with location and plumbing plan prior to
8 and analyzed for 2 1 2 Engineer/Structu
Space in implementation
inefficient optimal routing res Engineer
Chassis
routing
Poor overall Inaccurate initial Powertrain
Improper Use accurate and realistic parameters in engine simulation to make
9 engine analysis and data 1 3 3 Engineer/Project
Turbo Size best selection
performance acquisition Manager
Structural
failure of
Cracking/fracture
exhaust
Welded Joint of welded joints Use proper welding techniques to assure high quality weld. Structures
10 plumbing, 1 2 2
Failure within exhaust Mounting system not to rely on support through welded sections. Engineer
release of
plumbing
exhaust
gasses
Overboost,
Engine Destroyed Use high-performance aftermarket components, reduce friction Powertrain
11 internal 1 3 3
Failure Engine through coatings, control boost to acceptable levels Engineer
component failure
Page 23 of 25
KGCOE MSD
Testing Plans
Testing will be centered around the DC Dynamometer facility that is maintained by the Formula SAE
Team. The DC dynamometer will measure torque, speed, and various temperatures and fluid pressures.
In addition, the ECU software allows for the monitoring of all normal engine operating parameters such
as oil pressure, oil temperature, coolant temperature, spark and fuel information. The dyno control
software can read and log the telemetry from the ECU along with the sensors on the dyno itself. It also
allows the user to set a desired engine speed to allow precise tuning.
Bill of Materials
Bill of Materials
Assembly Item Qty Description
Turbocharger
Garret GT-06 1
Turbo Manifold
Ti 1.5" .020" wall tube 10 ft Exhaust tubing
Ti bellows 1 Exhaust bellows
2
Ti .125" thick plate ft^2 Plate for manifold flanges
Ti o2 sensor bung 1 Bung for engine sensor
Ti thermo couple bung 2 Bung for measureing exhaust gas temperature
Muffler
2
Ti .062" thick plate ft^2 Titanium plate for muffler ends
Muffler packing 1 kg Fiber glass muffler packing
Composite muffler can 1 6" diameter 18" long carbon fiber tube
Intake
Intercooler core 1 6"x9" 1.5" thick heat exchanger core
Composite intercooler tank 2 Endtanks for intercooler
Al 1.5" .049 wall tube 10 ft Intake tubing
1.5" ID silicon hose 1 ft Intake tube joints
Hose clamps 8 Intake joint hose clamps
Al fuel injector bung 1 Fuel injector weld on bung
Turbo Mount
Mounting tube 3 ft .5" OD .035" wall 4130 tube
MM-2 rod ends 3 6-32 rod ends
Page 24 of 25
KGCOE MSD
Timeline/Schedule
To keep the project on schedule, a timeline has been drafted. This timeline will be used to organize the
manufacturing process for each component.
Page 25 of 25

P13222 DDR

Încărcat de

Informații document

Titlu original

Drepturi de autor

Formate disponibile

Partajați acest document

Partajați sau inserați document

Opțiuni de partajare

Vi se pare util acest document?

Este necorespunzător acest conținut?

Drepturi de autor:

Formate disponibile

P13222 DDR

Încărcat de

Drepturi de autor:

Formate disponibile

Detailed Design Review

P13222: FSAE Turbocharger Integration

Faculty Guide: Dr. Alan Nye

P13222 FSAE Turbocharger Integration Vehicle Systems and Technologies

Start Term Team Guide Project Sponsor Doc. Revision

20121 Dr. Nye RIT Formula SAE Team

Customer Needs Review

Table 2: Customer Needs

CN1 5 Overall Horsepower and Torque Gains:

CN2 5 Optimized ECU Map for Best Performance

CN3 5 Consistent Engine Performance

CN4 5 Necessary Engine Internals are Included with System

CN5 4 Adequate System Cooling

CN6 4 Sufficient Dyno Testing and Validation

CN7 4 Optimized Turbo Size for Application

CN8 4 Meet FSAE Noise Regulations

CN9 3 Quick Throttle Response

CN10 3 Easy to Access in Car

CN11 3 Compact Design in Car

CN12 3 Fit Within Constraints of Current Chassis

CN13 2 Easy to Drive

CN14 2 Drivetrain Components Designed for Power Increase

CN15 2 Design for Intercooler Location (if required)

CN16 1 Readily Available Replacement Parts

CN17 1 Simple Interface with Current Engine

CN18 1 Maximized Use of Composite Material

CN1, 2 Intake g/s >=40 Maximize for restrictor, based on restrictor

S6 CN1, 2, 5 Intake Manifold Air Temperature Deg F <=100

S9 CN7, 9, 13 Turbo Peak Compression by RPM (specified) rpm <=6000

Table 4: Specifications, Continued

S14 CN1,11,17 Exhaust Flow Rate g/s >=100

S19 CN1,13 Engine Max Power Design RPM rpm ~9000

S20 CN1,13 Engine Max Torque Design RPM rpm ~7000

CN1,3,13 Engine deg 40-45 Exact value determined through empirical

Figure 1: Simplified Block Diagram

Compliance with Requirements

Table 5: Induction System Compliance

Mass air flow >= 50 g/s CFD Pressure measurements

Restrictor <=20 mm Design Measure

Plenum Volume >=1000cc CAD, 3D modeling Volume measurement

Air temperature >= 50F CFD, heat transfer Thermocouple measurement

Throttle Near linear, CFD analysis Dynamometer measurement

New Linear Spike Results

Outlet PRessure [kPa]

Mass Flow Rate [g/s] Orig Mass Flow [g/s]

Figure 2: Spike Geometry Comparison

Figure 3: CFD Analysis of Spike/Restrictor

Figure 4: Restrictor Geometry

Table 6: Intercooler Compliance

Air Temperature >=50F Thermal analysis Thermocouple measurement

Manifold air <=100F Thermal analysis Thermocouple measurement

Table 7: Turbocharger Compliance

Peak Power 60 hp, 45 GT Power simulation DC Dynamometer measurement

Peak efficiency Efficiency maps, DC Dynamometer measurement: Fuel

Pressure to 20 psi Purchased part Test stand measurement

Max Temperature <800F Assumption: no Thermocouple measurement

Mass flow rate, >=40 g/s Compressor DC Dynamometer measurement

Mass flow rate, >=100 g/s Turbine efficiency DC Dynamometer measurement

Figure 5: GT Power Simulation Schematic

Figure 6: GT Power, Efficiency Results

Specification Value Compliance Verification

Fit in the Car 1 Creo Solid modeling

Efficiency of turbine >40% GT-Power Dyno Testing