DYNAMIC TRANSMISSION TUNING TESTBED FOR

BAJA SAE CAR

MEIE 4701/4702

Technical Design Report

Dynamic Transmission Tuning Testbed for Baja

SAE Car
Final Report

Design Advisor: Prof. Andrew Gouldstone

Prof. Abhishek Kumar

Design Team
Max Gieraltowski, Benjamin Lerman,
Kienan Mooney, Savannah Page
Dylan Rogers

December 4, 2018

Department of Mechanical and Industrial Engineering

College of Engineering, Northeastern University
Boston, MA 02115

DYNAMIC TRANSMISSION TUNING TESTBED FOR

BAJA SAE CAR
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 Design Team
Max Gieraltowski, Benjamin Lerman,
Kienan Mooney, Savannah Page
Dylan Rogers

Design Advisor Design Advisor

Prof. Andrew Gouldstone Prof. Abhishek Kumar

Abstract

A dynamometer is a device used for measuring the power output of a system. The project is
primarily motivated by the need to address what the NU Baja SAE team has determined to be the
limiting factor in the performance of its latest competition vehicle – transmission performance. To
assist in the tuning and development of the continuous variable transmission (CVT), the capstone
group designed and built a robust, instrumented dynamometer. A custom solution was needed
since off the shelf systems are cost prohibitive. The dynamometer meets or exceeds several key
needs identified by the team. Some of these criteria are a high level of repeatability, reduced cost
compared to off the shelf systems, and the ability to simulate several dynamic events with more
instrumentation and automation. At this time, all designs are final, and one unit has been fully
fabricated, assembled, and tested including both mechanical and electrical systems. Software
development is complete for the control system as well as the data processing. The system is ready
for the arrival of the hysteresis brake; once it has arrived it can be installed, and regular use of the
dynamometer can begin. The project has been completed successfully, providing the team with a
tool which allows them to better understand operation of the CVT such that its performance can
be optimized for years to come. Additional testing, such as custom brake thermal testing and CVT
thermal testing can be performed, as well as engine performance analysis.

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 Table of Contents
1 Introduction 6
1.1 Problem Statement 6
1.2 Concept Development 6
1.3 Design Constraints 6
1.3.1 Integration with Current Drivetrain 6
1.3.2 Cost 6
1.3.3 Size and Ease of Use 6
1.4 Goals 7
2 Background 7
2.1 Baja SAE 6
2.2 Continuously Variable Transmissions 9
2.3 Dynamometers 10
2.4 Current Dynamometers 11
2.5 Other Baja SAE Teams 12
3 Design Considerations 13
3.1 Dynamometer Concepts 13
3.2 Power Absorber 13
3.2.1 Hysteresis 13
3.2.2 Water 14
3.2.3 Friction 15
3.2.4 Eddy Current 16
3.2.5 Inertia 16
3.2.6 AC/DC Generators 17
3.2.7 Powder 17
3.3 Decision Matrix 18
3.4 Chassis 18
3.4.1 Belt Tension 18
3.4.2 Chassis Construction 19
3.4.3 Rigid Anchoring 20
3.4.4 Heat Management 20
3.5 Controls and Electrical Systems 20
3.5.1 User Experience 20
3.5.2 Sensors 21
3.5.3 Control Outputs 22
3.5.4 Control Considerations 23
3.5.5 Microcontroller (MCU) Selection 24
4 Initial Designs 25
4.1 Power Absorber 25
4.1.1 Hysteresis Brake 25
4.1.2 Friction Brake 26
4.1.3 Torque Arm 26
4.2 Chassis 27
4.2.1 Belt Tension 27
4.2.2 Frame 28
4.2.3 Automatic Throttle 30
4.3 Modeling 31
4.4 Controls and Electrical Systems 31
4.4.1 Brake Drive Circuit 31
5 Final Designs 32
5.1 Power Absorber 32
5.1.1 Hysteresis Brake & Torque Arm 32
5.1.2 Friction Brake 32
5.2 Chassis 34
5.2.1 Belt Tension 34
5.2.2 Frame 35
5.2.3 Automatic Throttle 35

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 5.3 Modeling 36
5.4 Controls and Electrical Systems 37
5.4.1 Brake Drive Circuit 37
6 Testing and Analysis 38
6.1 Chassis 38
6.2 Controls and Electrical Systems 39
7 Future Work 42
8 Conclusion 43
9 Intellectual Property 43
9.1 Description of Problem 43
9.2 Proof of Concept 43
9.3 Progress to Date 43
9.4 Individual Contributions 44
9.5 Future Work 44
10 References 44

List of Figures
Figure 1: Northeastern University’s 2017 Baja vehicle during acceleration event 7
Figure 2: (Left) CVTech CVT, (Right) Gaged GX9 CVT 8
Figure 3: Engine speed vs vehicle speed for a CVT and a discrete gear transmission [1] 8
Figure 4: CVT operation [2] 9
Figure 5: (Left) chassis dynamometer, (Right) engine dynamometer [3, 4] 10
Figure 6: NU Baja dynamometer results 10
Figure 7: Current NU Baja dynamometer 11
Figure 8: Cornell’s custom engine dyno [7] (left) and Iowa’s custom chassis dyno[8] (right). 12
Figure 9: Sectioned view of a hysteresis power absorber [10]. 13
Figure 10: (Left) Diagram of water brake. (Right) Image of Dynomite Water Brake. [12] 14
Figure 11: An example of a caliper and disk brake system. [13] 14
Figure 12: An eddy current brake. The coils are seen in yellow. [14] 15
Figure 13: An inertia dynamometer with a large steel flywheel [16]. 16
Figure 14: AC generator dynamometer coupled to a small engine [18]. 16
Figure 15: Weldment dynamometer frame (left) and 80/20 dynamometer frame (right). 18
Figure 16: Flow chart describing standard operating procedure. 20
Figure 17: PID control scheme. 22
Figure 18: On-vehicle torque data measured on vehicle axle’s. 23
Figure 19: ESP32 SoC block diagram [20]. 24
Figure 20: Magtrol BHB-24 with blower. 25
Figure 21: Load cell and torque arm. 26
Figure 22: The engine mount subassembly with transparent components. Engine not shown. 27
Figure 23: The subassembly with the engine mounted. 27
Figure 24: First revision frame assembly with mounted casters. 28
Figure 25: First revision component layout. 28
Figure 26: Servo actuated pulley-based throttle. 29
Figure 27: SimuLink software model and torque output plot. 30
Figure 28: Brake drive circuit simulation schematic. 31
Figure 29: Hysteresis brake mounted in bearing carriers. 32
Figure 30: Friction brake assembly. 33
Figure 31: Caliper and rotor. 34
Figure 32: CAD image of engine mounting for belt tension adjustment. 35
Figure 33: Final frame design. 35
Figure 34: Throttle return assembly. 36
Figure 35: Simulink vehicle velocity output plots. 37
Figure 36: Required hysteresis brake torque during acceleration test. 37
Figure 37: Updated NL5 simulation results with desired brake current (blue) and actual current (orange). 38
Figure 38: Structural deformation. 38
Figure 39: Vibrational deformation. 39
Figure 40: Brake drive PWM waveform. 40

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Figure 41: Servo PWM waveform. 41
Figure 42: Brake drive DC drive signal. 41
Figure 43: Load cell data. 41
Figure 44: RPM data. 42
Figure 45: Hysteresis brake current data. 42

List of Tables
Table 1: Baja competition scoring breakdown 7
Table 2: Brake Selection Decision Matrix 17
Table 3: Control system measurements and sensor choices. 21
Table 4: Control system outputs. 21
Table 5: DC voltage measurements. 39

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1. Introduction

1.1 Problem Statement

The Northeastern University Baja SAE team implemented a custom continuously variable
transmission (CVT) for the first time in the 2018 competition season. The transmission performed
adequately; however, previous testing provided no conclusive insight into the operation of the
clutches in various dynamic events. To assist in the tuning and development of the CVT, the
capstone group will design and build a robust, instrumented dynamometer.

1.2 Concept Development

The idea for this project stemmed from the performance of the Baja team in the 2018 competitions.
The team experienced transmission problems in the endurance race of the Maryland competition,
as well as having poor outcomes in the drivetrain events of hill climb, acceleration, and sled pull.
The performance was determined to be due to a lack of knowledge in transmission tuning, as this
was the first year running the custom system. The team currently uses an inertial dynamometer to
simulate acceleration runs. This system does not appropriately simulate other dynamic events. The
need to better understand the transmission in each loading scenario and to be able to tune for peak
performance in such scenarios was the major motivation for this project. Secondary reasons for
this project include improving safety, mobility and usability of the CVT testing method when
compared to old dynamometers.

1.3 Design Constraints

1.3.1 Integration with Current Drivetrain

The major design constraint of this project is the current CVT and engine. The sensors and brake
must be able to operate within the same RPM range as the engine and transmission. The packaging
must allow for CVT guarding matching that of the Baja vehicle. Additionally, the chassis must be
able to withstand the vibrations produced by the engine and transmission.

1.3.2 Cost

Dynamometers are often customized for their intended use as size, power requirements, and brake
types vary greatly. Commercial retailers would be able to sell a custom dynamometer to meet the
needs of the Baja team, but these are often expensive and ultimately out of the budget for the team.
A made-to-order off the shelf dynamometer system is typically on the order of $20,000. A custom
dynamometer can be built to perform the same as the off the shelf alternative for much cheaper.

1.3.3 Size and Ease of Use

The dynamometer must be mobile and small enough to store in the team’s space when not in use.
Previous dynamometers were large and cumbersome to move. The sensors and software used with
the previous systems are difficult to learn, leaving only a select number of team members able to
run the dynamometer. The new dynamometer must be more accessible for team members to use
without specialized knowledge.

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 1.4 Goals

The dynamometer has a series of specific requirements to meet the needs of the Baja team for
current and future testing of their transmission. The system must be able to power itself and record
data as a standalone unit, without being attached to the vehicle. When the dynamometer is used,
the CVT is removed from the vehicle and placed onto the dynamometer for testing. The key
metrics include angular velocities and torques on the engine shaft and CVT secondary shaft. It
must also measure and record temperature of the CVT belt during operation. The conditions for
operation must be similar to those that the CVT experiences during Baja competitions - focusing
on acceleration, hill climb, and sled pull events. The dynamometer must also provide for a method
to adjust CVT belt tension. Repeatability and ease of use are also important requirements for this
system. The dynamometer must be able to perform tests and record data with high repeatability.
This can be achieved through a rigid chassis that is able to anchor to the ground, automatic throttle
control, and clear data outputs through a user-friendly interface.

2. Background
2.1 Baja SAE

Baja SAE is one of several collegiate design series (CDS) sponsored by the Society of Automotive
Engineers (SAE). Baja SAE tasks college students with designing, building, and ultimately racing
a four-wheel off-road vehicle. Three North American competitions are held each year, with
additional notable events held in India and Brazil. At competitions, teams participate in several
static and dynamic events (Table 1), accruing points out of a possible 1000. Static events include
a cost report, sales presentation, and design presentation. Dynamic events include an acceleration
event shown below in Figure 1, maneuverability course, suspension course, traction event, and a
four hour endurance race [21].

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 Figure 1: Northeastern University’s 2017 Baja vehicle during acceleration event

Table 1: Baja competition scoring breakdown

All competitors are required to use the same engine, a Briggs & Stratton Model 19, governed to a
maximum of 3850 RPM [21]. A stock engine pushes teams to focus on other areas of vehicle
design, such as chassis, suspension, and drivetrain to outperform competitors.

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 2.2 Continuously Variable Transmissions

Baja SAE teams almost exclusively use CVTs for a variety of reasons. For less competitive teams,
CVTs are relatively easy to set up and use effectively, offering decent out of the box performance
and less complexity compared to a sequential manual transmission like the one previously used by
the NU Baja team. Two available off-the-shelf CVTs are shown in Figure 2. For competitive teams
with greater manpower and budgets, CVTs can offer fantastic performance at the cost of time spent
developing them.

Figure 2: (Left) CVTech CVT, (Right) Gaged GX9 CVT

CVTs offer a key advantage over discrete gear transmissions in that they keep engine RPM stable
at peak power. From a stop, a CVT-equipped vehicle accelerates its engine to peak performance
while the transmission shifts higher to keep increasing vehicle speed [1]. Figure 3 below shows a
comparison of a discrete gear transmission and a CVT. While the discrete gear transmission is
constantly in and out of peak power, the CVT allows the engine to remain at peak power.

Figure 3: Engine speed vs vehicle speed for a CVT and a discrete gear transmission [1]

A CVT comprises two clutches, primary and secondary, with a belt connecting them [1]. The belt
rides between angled pulley faces on each clutch known as sheaves. Figure 4 below shows a
diagram of a CVT shifting. At low engine speeds or with a stopped vehicle, the clutches are in the
position on the left. As engine speed increases, the primary sheaves move towards one another,
forcing the belt to slide up the angled faces to a higher radius. This effectively produces a taller
ratio and forces the secondary sheaves to move apart, with the belt sliding down the sheaves to a
smaller radius.

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 Figure 4: CVT operation [2]

While CVTs can be excellent choices, they do have some downsides. They are overall less efficient
than discrete gear transmissions, with power losses occurring due to friction between the belt and
sheaves as well as belt slip. It is important to note that this power loss manifests itself as heat,
further reducing performance if it is not managed appropriately. Additionally, CVTs generally
require more maintenance than a manual transmission as their components are more susceptible to
wear and fatigue during operation.

While off the shelf CVTs work well for many teams, those at the forefront of competition and
innovation design and use custom CVTs. There are obvious advantages to a custom CVT. It can
be designed to maximize performance for a single car while being as light and tunable as a team
desires. Additionally, the ability to control the design of every component is crucial to making
incremental improvements to overall performance. The 2018 season marks the NU Baja team’s
first year with a custom CVT.

2.3 Dynamometers

A dynamometer (dyno) is a device used for measuring the power output of a motor. Within the
scope of vehicle testing, there are several types of dynamometers, mainly chassis dynos (Figure
5a) and engine dynos (Figure 5b). Chassis dynos, sometimes referred to as rolling roads, are made
of rollers connected to an absorption unit. A vehicle is typically driven onto the rollers and secured
in place, where it can then accelerate the rollers against the resistance provided by the absorber.
During testing, engine power and torque can be measured and recorded as the vehicle operates.
Engine dynos work in a similar fashion, except that they measure power and torque directly from
the engine while it is not installed in the vehicle.

Figure 5: (Left) chassis dynamometer, (Right) engine dynamometer [3, 4]

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For Baja SAE teams, a dynamometer is an invaluable tool for any team wishing to collect
transmission data and improve their performance and design. Using the results of a dynamometer
test, teams can make educated decisions on how to best tune their vehicle for competition. The
results of one of the NU Baja team’s dyno tests in shown below in Figure 6. In this plot, the blue
line represents engine speed while the red line represents secondary clutch speed. Using this data,
the team can make changes to CVT setup and compare results until an optimal tune is found.

Figure 6: NU Baja dynamometer results

2.4 Current Dynamometer

The team currently has a dynamometer that was built as a SIRF (Scholars Independent Research
Fellowships) project several years ago (Figure 7) [23]. It is an inertia dynamometer, using a
flywheel as resistance to load the transmission. In this figure, the Gaged GX9 CVT is installed and
can be seen on the left. Underneath the engine on the right resides the flywheel. This flywheel was
dimensioned specifically to replicate the energy needed to accelerate the vehicle. While
significantly better than only on-car tuning, the current dynamometer has several drawbacks
serving as the impetus for this project. It is difficult and awkward to move and anchor, features
instrumentation that fails regularly, is less repeatable than desired, and only simulates acceleration.

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 Operator

Engine

CVT

Flywheel

Figure 7: Current NU Baja dynamometer

2.5 Other Baja SAE teams

As continuous variable transmissions are the most used transmission across Baja SAE vehicles,
dynamometers are common tools to improve performance. Many of the top performing teams
utilize engine dynamometers to tune their CVTs for each dynamic event. Several other student-
built dynos are shown in Figure 8. Due to budget constraints Cornell University designed and built
their own custom dynamometer in 2013. This dynamometer implemented a large flywheel and
some hall effect sensors and microcontrollers to measure transmission efficiency [7]. University
of Iowa also tested their transmission with custom dynamometers. Initially a large flywheel was
used as the power absorber in an engine dynamometer [8]. A later iteration used a large flywheel
once again on a chassis dynamometer to measure the full drivetrain efficiency. Finally, University
of Akron, Zips, used a water brake-based dynamometer to determine which transmission would
best suit their vehicle needs [9].

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 Figure 8: Cornell’s custom engine dyno [7] (left) and Iowa’s custom chassis dyno[8] (right).

3. Design Considerations
3.1 Dynamometer Concepts

A dynamometer that is designed to be driven by a power source is called an absorption

dynamometer. Most commonly seen dynamometers are used to quantify the engine performance
of consumer or race vehicles. These types of dynamometers are driven by the vehicle’s wheels,
transmission, or engine.

Dynamometers must provide a resistive force for the motor during operation. This resistive force
can come from a variety of brakes: water brakes, eddy current brakes, electromagnetic brakes,
inertial flywheels, or friction brakes. These brakes absorb power from the engine and provide a
resistive torque during operation of the dynamometer.

To measure power the dynamometer includes sensors at the brake. These sensors record both
angular velocity and torque transmitted by the shaft. The product of these two values gives real
time power values throughout a dynamometer test. An integral part of the dynamometer is the data
acquisition system which collects and displays information from sensors.

3.2 Power Absorber

3.2.1 Hysteresis

Hysteresis brakes require a DC voltage and current to provide braking torque. The torque varies
with the current and can be calibrated for control. Hysteresis brakes function by creating a
magnetic field around a rotor, usually made of steel, to create a braking torque on the rotor that the
input shaft is it coupled to. The rotor and shaft are surrounded by a pole structure. When the field
coil is energized, it creates a magnetic field that opposes the rotor’s rotation [10]. The sectioned
view is provided in Figure 9.

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 Figure 9: Sectioned view of a hysteresis power absorber [10].

These types of power absorbers can provide full torque at zero angular velocity, which allows for
stalling of the transmission; this is important because this emulates how the vehicle is driven in
dynamic events. The driver applies the brakes, while simultaneously opening the throttle slightly.
Once the engine RPM reaches a desired level, they open the throttle fully while releasing the
brakes. Hysteresis brakes do not have components that contact while spinning, so only bearing
drag occurs which allows for the system to be low maintenance. Additionally, it is highly
repeatable to produce braking torque of various magnitudes since the system can be calibrated to
show what current produces what torque, independent of speed. The system is packaged in its own
housing and must be attached to a flange on the dynamometer. Control systems are not contained
inside the hysteresis brake. These brakes are readily available from vendors.

3.2.2 Water

A water power absorber, seen below in Figure 10, uses water to provide a resistive torque on a
shaft. The input shaft that is coupled to the transmission is also coupled to a rotor. The rotor is
encased by a sealed housing which can be filled with varying volumes of water. As the rotor spins,
it contacts water inside the housing. The larger the water volume, the larger the resistive torque.
This viscous coupling exerts a force onto the rotor and the housing. The housing is mounted to a
torque arm that allows for measurement of torque from the forces acting on the housing [11].

Figure 10: (Left) Diagram of water brake. (Right) Image of Dynomite Water Brake. [12]

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As the rotor spins and contacts water, it produces heat. As a result, water must be consistently
flowed through the housing to keep temperatures within an acceptable range. Fresh water is
introduced by a manual or electronically controlled valve and hot water is exits through an outlet.
The water in must be pressurized and maintain a minimum flow rate for successful operation.
This type of power absorber produces no resisting torque at zero velocity and therefore cannot stall
the transmission. An advantage of this absorber is that its size can be relatively small compared to
its horsepower rating. The reaction time for water absorbers is slightly slower than for electrically
controlled ones, such as the hysteresis brake.

3.2.3 Friction

Friction brakes like the one in Figure 11 rely on mechanical friction between two surfaces to
produce a resisting torque and heat. These brakes can function using a hydraulic brake caliper and
disk or drum brake. To provide repeatable results, the braking system would have to be computer
controlled. In the case of a hydraulic system, this would require electrical valving and pressure
regulators, as well as a pressure source. A drum brake would require a linkage to produce an exact
braking force with a strain gauge for a feedback loop. The system would have to self-adjust based
on brake wear and manage heat through a cooling system.

Figure 11: An example of a caliper and disk brake system. [13]

3.2.4 Eddy Current

Eddy current power absorbers like that of Figure 12 function by providing a resistive torque using
induced eddy currents. An eddy current creates a magnetic field that opposes change in magnetic
field thus reacting back to create a resisting torque and heat. The torque is dependent on current
flow through the brake and speed of the rotor [15]. The power absorber can be mounted to a torque
arm to measure resistive torque.

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 Figure 12: An eddy current brake. The coils are seen in yellow. [14]

These brakes produce zero torque at zero speed, so they are not capable of stalling the transmission.
Additionally, they require air or water cooling to maintain nominal operating temperatures. These
brakes are relatively maintenance free as there are no contacting spinning parts. Reaction time is
very good when compared to water brakes. These brakes are readily available from vendors and
are most commonly used on chassis dynamometers.

3.2.5 Inertia

Inertia power absorbers as shown in Figure 13 use flywheels of known size and mass to provide a
resistive load. This load cannot be changed during testing. Power is calculated by determining how
quickly a known inertial mass can be accelerated. This type of absorber does not provide a variable
resistive torque [17]. There is also an added danger with this system because of the amount of
energy stored in a rotating flywheel which may violently fail if not designed or manufactured
properly. This form of power absorber is the cheapest and simplest, and it cannot stall the
transmission.

Figure 13: An inertia dynamometer with a large steel flywheel [16].

3.2.6 AC/DC Generator

AC/DC generators like the one shown in Figure 14 can apply power to as well as absorb power
from the transmission using alternating or direct current motors. Power absorbed by the brake is

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converted into electricity and supplied back to the grid or dissipated into a load. The generator
functions by using a rotor to induce an electrical current in a stator, which converts mechanical
energy into electricity. By applying a current to the generator it acts as a motor and provides a
resistive torque. This system can apply full torque at zero speed which allows for stalling of the
transmission [19]. These generators are typically very expensive and require little to no
maintenance. They can be controlled well with a fast response time.

Figure 14: AC generator dynamometer coupled to a small engine [18].

3.2.7 Powder

Powder brakes function similarly to eddy current brakes. Powder brakes use a fine metallic powder
placed between the rotor and stator of an eddy current brake. The rest of the brake functions as an
eddy current brake described in section 3.2.4. The main difference between the two brake types is
that powder brakes can produce maximum resistive torque at zero speed. Additionally, powder
brakes cannot operate at high speeds due to frictional contact between the powder and stator,
causing wear. These types of brakes have a low speed and power range and require maintenance
as well as cooling.

3.3 Decision Matrix

Following research on each type of power absorber, a decision matrix, provided below in table 2,
was created to facilitate the selection of a power absorber. Criteria were weighted from 1 to 5 on
a scale of importance, where 5 is most important. Cost was selected as the most important criteria
due to the small budget allowed for capstone. Other important criteria include control and power
absorbed to ensure that the absorber we purchase can be incorporated into the dynamometer and
absorb the correct amount of power from the transmission. Water and hysteresis brakes are the top
two scorers. The team will source quotes and lead times for both absorber types and make a final
decision.
Table 2: Brake Selection Decision Matrix
Criteria Weight 5 2 2 4 3 4 3

Brake Type Cost Power Req. Other Req. (air, water) Control Mass Power Absorbed Capable of Stalling

Hysteresis 3 3 3 4 3 4 5
Water 4 5 2 4 5 5 1
Eddy Current 3 3 2 3 3 3 1

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 Friction 5 5 2 1 5 2 5
Powder 1 4 3 3 1 3 1
Inertia 4 5 5 1 1 5 1

AC/DC Generator 1 1 1 2 3 5 5

Weighted Total

Hysteresis 83
Water 88
Eddy Current 61
Friction 81
Powder 49
Inertia 70

AC/DC Generator 61

3.4 Chassis

3.4.1 Belt Tension

Belt tension is an important consideration for CVT tuning, as belts can be a significant source of
power loss in the transmission. There are two types of losses that occur in the belt. Torque losses
occur as a function of compression, tension, and deformation of the belt and speed losses occur as
a function of speed loss from primary clutch to secondary clutch. The first is associated with the
unintentional transformation of energy from the engine into heat via friction, while the second is
associated with belt slip. Belt slip is a phenomenon that occurs when the belt speed does not match
the speed of the primary clutch, resulting in an unintended drop in speed in the secondary. For this
reason, it is vital to test a range of CVT belts at various tensions.
The dynamometer must allow for the adjustment of belt tension between tests. This also provides
the ability to test belts of various lengths if the adjustment range is sufficiently large. These two
requirements indicate that the center to center distance between the two clutches must be able to
be varied. The simplest design method that would allow for this adjustment is to mount the shafts
on slots. In combination with a center to center jig, the shafts can be spaced to precise dimensions.

An alternative to this design is to use a lead screw and linear slides to move the engine and set a
center to center distance. This design would enhance usability and repeatability, due to the
elimination of a center to center jig that must be applied and removed from the two shafts. The
lead screw design would allow for “on the fly” center to center adjustments in much less time than
if slots were used.

3.4.2 Chassis Construction

The chassis must be rigid and portable in order to allow for safe, repeatable test results, while also
allowing for transportation and storage. The chassis must be manufacturable in the capstone shop.
It must also be able to protect the user from moving components, while allowing for proper thermal
management.

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There are a variety of materials and designs available for the chassis construction such as steel or
aluminum weldments or 80/20 aluminum extrusions. Examples from previous NU Baja projects
are provided in Figure 15. A weldment chassis is the most rigid, but is more difficult to
manufacture because of the need for welding. An 80/20 chassis is more expensive and less rigid
due to bolted joints; it is also easier to assemble. The chassis may also utilize caster wheels to
make it portable for outdoor testing and indoor storage.

Figure 15: Weldment dynamometer frame (left) and 80/20 dynamometer frame (right).

3.4.3 Rigid Anchoring

As mentioned in section 3.3.2, rigidity is important for the dynamometer to produce consistent and
accurate data. Vibrations in the chassis can create noise in data recordings that may interfere with
test results. Further, a non-rigid chassis may have a reduced lifespan.
A design consideration for making the chassis rigid is to anchor it to the ground through a static
anchor. If the test is to be performed on a concrete surface then a concrete anchor may be installed
into the ground. The dynamometer can then be bolted directly into this anchor and fixed in place.

3.4.4 Heat Management

Several components on the dynamometer generate heat during operation. The power absorber
produces a large amount of heat that varies with the amount of energy dissipated. In the case of
the water absorber, heat is managed via the water flow through the absorber. With a hysteresis
brake, cooling water or compressed air must be supplied in order to maintain a sufficiently low
operating temperature. If not, absorber life and the braking torque that it can apply both suffer.
Additionally, the transmission produces significant heat during operation. This heat is measured
and controlled throughout testing. The CVT is enclosed in a fashion similar to that seen in a Baja
vehicle to provide realistic thermal conditions during testing. The dynamometer allows for the
addition of venting in the CVT enclosure to validate heat management techniques and establish a
steady state operating temperature.

3.5 Controls and Electrical Systems

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 3.5.1 User experience

To ensure a sufficient level of repeatability, manipulation of the throttle and control of the applied
load to the transmission must be computer controlled. The following procedure in Figure 16 was
drafted to drive design decisions related to the instrumentation and controls.

Figure 16: Flow chart describing standard operating procedure.

Here, the self-test serves to enforce safe use of the system, preventing test executions until several
conditions are met, including appropriate throttle position (off), engine status (off), and brake
status (off). A similar procedure safely shuts down the system. Circuits are designed such that in
the case of abrupt power loss, no unsafe conditions are introduced.

3.5.2 Sensors

The system is responsible for recording key performance metrics while executing tests. Some of
these metrics, such as power transmission efficiency, and dynamic event performance (speed), are
calculated after the conclusion of the test, based on a combination of data recorded. Table 3
contains all the measurements the system is responsible for taking, as well as their signal type and
the sensor used to record them.
Table 3: Control system measurements and sensor choices.

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 Measurement Sensor Signal Type

Engine RPM Hall Effect GPIO*

Secondary RPM Hall Effect GPIO*

CVT Ambient Temperature Thermistor Analog, single-ended

CVT Belt Temperature IR Serial communication

Throttle Position Potentiometer Analog, single-ended

Engine Torque Dynamic Torque transducer Analog, differential

Braking torque Load cell Analog, differential

*GPIO: general purpose input/output

The load cell and dynamic torque transducer require precise differential measurements which need
to be taken by an analog to digital converter (ADC) for sufficient resolution and accuracy. This
provides significantly improved measurement quality. GPIO signals as well as serial
communication for the IR sensor (I2C, SPI, etc.) can be connected directly to the microcontroller
(MCU).

3.5.3 Control Outputs

There are several outputs from the MCU that control system operation. They are listed in Table 4
with the actuator or component controlled, as well as the signal type used for control as generated
by the MCU.

Table 4: Control system outputs.

Output Actuator Signal Type

Brake Torque Brake (water or hysteresis) PWM*

Throttle Position Servo PWM*

*PWM: Pulse-width modulation

To vary braking torque, different circuitry is required for the water brake and the hysteresis brake.
A water brake’s output torque is controlled via flow rate, which is in turn controlled by a valve. In
this case, it is likely that the PWM signal directly controls valve position via an integrated servo.
Specific details of this implementation depend on the exact valve chosen if a water brake is used
in the final design. A hysteresis brake requires a specific DC input voltage, and therefore cannot
be controlled directly via a PWM signal. Instead, the PWM signal would be used for the control
of a step-down voltage converter such as a buck converter to vary the voltage applied to the brake.

3.5.4 Control Considerations

21
There are at least two instances of closed loop control in the system. Both use the same PID
controller as shown in Figure 17.

Figure 17: PID control scheme.

The first instance of this control is the control of the throttle actuator. In this case, the desired
engine speed is the setpoint, with the data from the actual engine speed taking the place of the
measured variable. The controller output dictates the throttle position. While the desired engine
speed varies with time, it is a slow change in large discrete levels and can be accurately described
by the following piecewise-linear function in the case of the acceleration event, for example.

The second instance controls the braking torque. Each dynamic event simulation has a different
braking torque profile, where braking torque varies significantly with time. The exact form these
profiles will take is not yet derived but is certainly complex. One example is the data in Figure 18,
obtained from on-vehicle measurement of the torque applied to the vehicle’s axles during driving.

22
 Figure 18: On-vehicle torque data measured on vehicle axles.

There are also some key mechanical and or electrical time constants within the system to consider.
In the case of a hysteresis brake, the brake itself has a large inductance and is therefore slow to
respond to changes in the input voltage, with a response time on the order of 400ms. The controller
must not over compensate for this behavior, as it would cause instability and poor performance by
constantly over-shooting the setpoint.

3.5.5 Microcontroller (MCU) Selection

The Baja SAE team has experience with MCU-based on-vehicle data acquisition systems. To
leverage this experience and certain existing hardware and software, the primary choice for the
MCU is the ESP32-WROOM-32 from Espressif Systems. The ESP32 is a dual-core
microprocessor comprising two Tensilica Xtensa LX6 32-bit cores running at up to 240MHz.

23
 Figure 19: ESP32 SoC block diagram [20].

As evident from the Figure 19, there are sufficient serial communication modules (I2C, SPI,
UART) as well as PWM modules and GPIO.

Currently, the ESP32 being used is part of an off-the-shelf development board which adds
additional functionality such as a small voltage regulator, lithium battery charger, and USB-to-
Serial converter in a breadboard-compatible package. Beyond the USB-to-Serial converter, these
additional features do not add meaningful functionality in this application and therefore the chip
itself will be purchased individually and a custom PCB will be designed to more appropriately suit
the project.

4. Initial Designs
4.1 Power Absorber

4.1.1 Hysteresis Brake

After examining the options listed previously, the team has selected a hysteresis brake as the power
absorber for the dynamometer, specifically the BHB-24 from Magtrol (Figure 20).

24
 Figure 20: Magtrol BHB-24 with blower.

The BHB-24 can provide a maximum torque load of 75 ft-lb, a maximum RPM of 12,000, and
6,000W of continuous power absorption. In order to absorb this power, the brake must be
connected to a blower (seen in Figure 20) that circulates cool air throughout its housing. The brake
and blower together weigh approximately 150 lbs, and so special consideration will need to be
taken to make moving them safe and easy.

4.1.2 Friction Brake

The Briggs & Stratton Model 19 engine used in the Baja SAE competition produces a maximum
of 15 ft-lb of torque throughout its operating range. After the reductions of the CVT at its lowest
ratio, this value increases to 55 ft-lb. Since this exceeds the maximum torque output of the brake,
it will be unable to stall the transmission. Because of this, a friction brake will be implemented to
momentarily stall the transmission at the beginning of a test. Once a test has started, there is no
need to stall the transmission, and the hysteresis brake will provide the resistive torque. The team
is currently evaluating designs for a friction brake.

4.1.3 Torque Arm

To get a torque measurement from the brake, an S-type load cell will be used. This load cell will
be securely mounted to the chassis on one end. From the other end a torque arm will extend to the
underside of the brake, preventing the main body from rotating. This system can be seen in Figure
21 below with an example load cell colored light grey.

25
 Figure 21: Load cell and torque arm.

4.2 Chassis

4.2.1 Belt Tension

The dynamometer design will include a simple and easy to use solution for adjusting belt tension
between tests. The current design is to place the engine on a moveable platform that can travel in
one axis and lock in place. The travel of the engine will be ±3 inches in the direction perpendicular
to its shaft. This will allow the primary clutch of the CVT to move towards or away from the
secondary clutch, thereby varying the belt tension. The moveable platform is supported by four
bronze bearings and travels on two 1inch diameter steel shafts. The platform is propelled by an
ACME lead screw which can be powered using a wrench or electric drill. Figures 22 and 23 show
all components of the subsystem. This subsystem bolts directly to the chassis. A steel rule can
mount directly to the platform to indicate the linear displacement of the engine. A caliper can be
used to check displacement as well. A shaft collar locks the lead screw from rotating once the
distance is set.

26
 Engine Plate

Figure 22: The engine mount subassembly with transparent components. Engine not shown.

Engine

Engine Plate

Figure 23: The subassembly with the engine mounted.

4.2.2 Frame

The main structure of the dynamometer will be a truss frame capable of supporting the entire
system. The NU Baja team has used both weldment and 80/20 extrusion frames in the past, and
both options are being explored for this project. The first iteration is being modeled with 2” x 2”
steel tube as a simple starting point for the design. A first revision of the frame can be seen in
Figure 24 below.

27
 Figure 24: First revision frame assembly with mounted casters.

The largest design consideration addressed in this first revision is the packaging of the main
components of the assembly, including the engine, hysteresis brake, and CVT. The relative layout
of the assembly was determined, seen in Figure 25, and structural members could be placed where
necessary.
Engine

Hysteresis Brake

CVT

Frame

Figure 25: First revision component layout.

28
 4.2.3 Automatic Throttle

A large downfall of the current dynamometer is the human operated components. The throttle is
engaged by pulling a long cable causing repeatability issues as well as putting an operator in the
range of the flywheel. An automatic controlled throttle mechanism is key for a repeatable, reliable
and safe system. To run this automatic throttle an HSB-9465SH servo motor was selected. This
model operates at 6.0 to 7.4 Volts and provides a max torque of 187 oz/in. This model has a
maximum angular travel of 120˚, allowing for full throttle engagement. Initial designs included a
rigid bracket from the servo to the throttle to directly transfer rotation. However, fearing this would
be too heavy for the servo, light weight pulley options were explored. With the servo mounted to
the air filter cover, the cable could be redirected to pull the throttle. The assembly can be seen
below in Figure 26.

Pulley

Servo Throttle Lever

Figure 26: Servo actuated pulley-based throttle.

29
 4.3 Modeling

The purpose of the dynamometer is to accurately simulate road conditions on the transmission and
engine. To do this, the team must first determine what road conditions will be simulated. The first
condition that the team is investigating is the acceleration of the vehicle on flat ground.
Modeling of the vehicle traveling on flat ground is required to determine the transmission loading.
MATLAB and SimuLink software are used to simulate the vehicle accelerating from a stop. This
simulation (Figure 27) has an output of the torque on the secondary of the transmission. This
calculated torque can then be used to power controls simulations to determine the correct current
profile to be applied to the hysteresis brake.

Figure 27: SimuLink software model and torque output plot.

4.4 Controls and Electrical Systems

4.4.1 Brake Drive Circuit

Because the torque the brakes provides is proportional to the DC current through its field coil, a
constant current source that can be controlled via the microcontroller is needed. Because the
microcontroller itself cannot provide the necessary current and voltage required to produce the
maximum braking torque (2.4A, 24VDC), additional circuitry is required.

It is straight forward for the microcontroller to produce a pulse-width-modulated (PWM) signal at

some frequency with a variable duty cycle. This PWM signal is heavily filtered to produce a
smooth DC voltage, which varies in amplitude based on the duty cycle. This DC voltage is used
to control the current through the brake via a network of 3 transistors. Two transistors are
connected as a Darlington pair, and provide the base current for the larger power transistor, which
ultimately determines the brake current.

30
In order to evaluate the performance of the circuit, a simulation was conducted using NL5, a
lightweight circuit simulation package which uses ideal components. Evident in Figure 28 below
are the functional blocks which make up the brake drive circuit, namely the input signal, filter,
Darlington pair, and power transistor.

Figure 28: Brake drive circuit simulation schematic.

V3, Vramp, and O2 make up the variable duty cycle PWM signal, as this cannot be directly
produced by a signal generator in the simulation package. This signal drives the gate of transistor
T4, which level shifts this PWM signal to a higher DC voltage VBUS. This is necessary because
the microcontroller can only produce logic level (3.3V) signals which are not high enough in
amplitude to drive the transistor network. R1, C1, and O1 provide the filtering, converting the
PWM signal into a DC voltage, which drives the base of the Darlington pair which comprises T1
and T2. The output of this pair of transistors provides the base current for T3, the power transistor,
which determines the current through the brake. The brake is modeled by two discrete components,
a resistor in series with an inductor, whose values correspond to manufacturer-provided
specifications. R_sense is a small value resistor (0.1 Ω) responsible for converting the current
through the brake into a voltage such that it can be monitored by the microcontroller via an ADC.
D1 prevents any inductive kick from current transients through the brake from damaging other
circuit components.

5. Final Designs
31
 5.1 Power Absorber

5.1.1 Hysteresis Brake and Torque Arm

As previously discussed, the team selected the Magtrol BHB-24 Hysteresis Brake for this
dynamometer (Figure 20). The brake is mounted on two custom machined bearing carriers that
support it, but do not constrain rotation along its axis seen in Figure XXX. This allows braking
torque to be measured using a load cell as a torque arm. The load cell is mounted tangentially to
the brake at a known radius. Once braking torque is applied, the load cell experiences this torque
as compression, and the braking torque can be monitored.

Hysteresis brake

Bearing carrier

Load cell

Figure 29: Hysteresis brake mounted in bearing carriers.

5.1.2 Friction Brake

The final friction brake design was chosen due to is similarity to the brakes used on the Baja SAE
vehicle for ease of use. Additionally, the design was chosen with adjustability in mind to allow for
rotor and caliper testing on the dyno as well. The final design consists of two subassemblies, the
caliper and the latching lever as seen below in Figure *.

32
 Figure 30: Friction brake assembly.

The caliper subassembly includes a Wilwood PS-1 brake caliper, the same calipers used on the
front on the 2017 and 2018 Baja vehicles. They have been shown to be robust and reliable.
Additionally, the team has experience maintaining these calipers reducing the learning curve of
the dynamometer. The caliper is mounted on a rigid 0.120” wall thickness 1” tube. This is attached
to the frame by a slotted plate to allow for multiple caliper geometries. The rotor used is a stainless
steel 400 EX mounted to the shaft using a B-Loc keyless bushing. The assembly can be seen
below in Figure *.

33
 Figure 31: Caliper and rotor.

The lever mechanism is linked to the caliper with a 12” stainless steel braided cable. The master
cylinder is a Wilwood compact remote side mounted master. This master cylinder has a 5/8” bore
and a 1.12” stroke. This is the same master cylinder used on the Baja vehicles, again for ease of
use. This is mounted to the welded frame tube. With a pivot point on the frame, a lever the master
can be compressed by a foot pedal.

5.1.3 Torque Arm

Fill this out.

5.2 Chassis

5.2.1 Belt Tension

Belt tension is varied by moving the primary clutch towards or away from the secondary clutch.
The engine, torque transducer, primary shaft, and primary clutch are all mounted on an aluminum
carriage. This carriage has three transverse through holes for three steel shafts to pass through.
These steel shafts support the weight of the carriage and any forces exerted onto it from the CVT.
The steel shafts are mounted to the frame. The carriage slides along the shafts +/- 2 inches towards
or away from the secondary clutch. Two of the shaft holes on the carriage have slits cut in them
and bolts passed through them. These slits allow for the clamping of the carriage onto the shafts
when the desired location is reached. This ensures that the carriage will not move during operation
of the dynamometer.

34
 Figure 32: CAD image of engine mounting for belt tension adjustment.

5.2.2 Frame

Handle

Anchor Point

Figure 33: Final frame design.

The final frame, seen above in Figure X, was constructed from 2” x 2” 1018 steel box tube with a
0.120” wall thickness. This was chosen over 80/20 for its rigidity and robustness. The frame was
MIG welded together and serves as a solid platform for all components to mount to. Handles were
included to allow easy lifting of the dynamometer and anchor points allow the frame to be bolted
to concrete anchors or staked into softer ground with rebar.

5.2.3 Automatic Throttle

The final design for the automated throttle uses a HSB-9465SH servo motor with a maximum
torque of 187 oz/in. and maximum angular travel of 120˚. Use a 1.25” diameter pulley directly on
35
the servo splines. The servo is mounted to the air filter cover by an aluminum plate. With a spacer
linked the governor cover, the pulley cable is redirected tangent to the throttle lever. Given the full
travel of the throttle being just under an inch, the servo can fully actuate the lever. A throttle return
spring was tested and adjusted to ensure full rebound when the servo was not engaged without
putting an increase strain on the motor. The assembly can be seen below in Figure *.

Figure 34: Throttle return assembly.

5.3 Modeling

MATLAB Simulink software was used to create accurate physical models of the Baja vehicle and
the dynamometer. The models of the Baja vehicle are used to inform the hysteresis brake control
during dynamometer operation. The Baja vehicle was modeled performing a flat ground
acceleration, a hill climb, and a sudden deceleration. Additionally, real world data was collected
on the vehicle as it drove over obstacles using torque transducers attached to axles. This data is
also used to inform brake controls of the dynamometer. These models and empirically collected
data allow for the dynamometer to test many dynamic events for the transmission. The models can
be iterated on and developed to simulate other dynamic events.

Figure 35: Simulink vehicle velocity output plots.

36
 5.4 Controls and Electrical Systems

5.4.1 Brake Drive Circuit

As the physical model was updated, new torque profile plots such as the one for acceleration seen
in Figure X below were produced. This required re-running the electrical simulation to confirm
the circuit was able to meet the system needs. The output of the simulation is shown in Figure X,
displaying excellent results in that the actual simulated current matches the set point nearly
perfectly.

Figure 36: Required hysteresis brake torque during acceleration test.

37
 Figure 37: Updated NL5 simulation results with desired brake current (blue) and actual current (orange).

6. Testing and Analysis

6.1 Chassis

ANSYS workbench was used to verify the structural integrity of the frame. As the previous
dynamometer showed signs of wear and buckling in the aluminum components, a structural
analysis was critical to the new design. To combat this the frame was designed with 0.120” wall
thickness 2” tube. FEA was performed included the weight of all components as well as the
maximum force seen from the combustion stroke of the engine and moments from the CVTs and
belts. The total deformation and the frame, in meters, can be seen below in Figure X.

Figure 38: Structural deformation.

38
As vibration was a major detriment of the previous dyno. The 80-20 frame lacked rigidity and
fasteners often came loose. The weldment design removed the need for frame fasteners. Given the
maximum RPM of 4,000, the largest frequency seen is 135 Hz. Modal analysis was performed
using this frequency range. Frame resonance was not reached in this study. To ensure a thorough
vibrational analysis, harmonic & transient analysis was also performed using the static engine
weight of 55 lbs and dynamic stroke force of up to 22 pounds was used with a maximum frequency
of 140 Hz. Under this worse-case scenario loading the maximum stress was only 17% of the yield
stress and maximum deformation was 0.3mm.

Figure 39: Vibrational deformation.

6.2 Controls and Electrical System

All functionalities of the control system were verified and tested to ensure they met the designed
specifications. This included both hardware and software validation. Hardware validation began
with measurement of all DC voltages to ensure they were at the correct levels. Table 5 below
contains measured and specified values for all critical voltages.

Table 5: DC voltage measurements.

Specified (V) Measured (V) Error
12 12.5 4%
7.4 7.35 1%
3.3 3.3 0%
1.65 1.67 1%

Once the voltage rails were verified, individual circuit performance was verified. This included
the brake drive circuit, analog measurement circuit, serial communications, and other peripherals.
The brake drive was verified by applying a PWM signal of known duty cycle via a signal generator,
and the corresponding output current measured and verified. Analog measurement circuits were
verified by applying a known input and measuring the output voltage and comparing the results.
It was determined that both the load cell and torque transducer measurements were initially
incorrect, as the low input impedance of the measurement circuit was loading down the bridges
contained in both sensors leading to incorrect readings. The input impedance was increased from

39
1 kΩ to 1 MΩ eliminating this problem. Serial communications were verified by using an
oscilloscope to monitor data and clock lines to ensure accurate data transmission.

Software validation involved running the system in an open-loop configuration, reducing the speed
at which the software ran, and implementing features one by one. First, ADC communications
were tested. A known voltage was applied to each channel, and the corresponding output measured
to ensure accuracy. Following this, the PWM outputs for the servo and brake drive control were
verified. The software commanded a duty cycle which was then measured using an oscilloscope.
Figures X and X below show the resulting waveforms. The servo operates at a frequency of 50 Hz,
with an on-time of 700-2300 µs. The brake drive operates at a higher frequency of 1 kHz, with a
duty cycle varying from 0-100%.

Figure 40: Brake drive PWM waveform.

Figure 41: Servo PWM waveform.

40
Further brake drive verification was conducted, measuring the DC voltage at the base of the main
power transistor to ensure it was correct. The output waveform can be seen in Figure X. The
sawtooth nature is a result of insufficient filtering in the conversion of the PWM drive signal to a
DC voltage and can be mitigated by decreasing the 3 dB frequency of the filter or reducing the
frequency of the drive signal.

Figure 42: Brake drive DC drive signal.

At this point, a full system test was conducted since the most critical functions had been verified.
This test verified hall effect sensor performance, engine kill switch functionality, thermistor and
IR temperature sensor measurements, and load cell and torque transducer operation.

Software validation was performed to ensure the data being recorded was being logged correctly
on the system’s SD card for storage. Data from each test is written to a CSV file designed to work
with a MATLAB data processing script, which processes raw data and plots and saves it for the
user to analyze. Output data from a system test run without the hysteresis brake can be seen below
in Figures X through X.

Figure 43: Load cell data.

41
 Figure 44: RPM data.

Figure 45: Hysteresis brake current data.

7. Future Work
The current state of the project allows for easy implementation of the incoming hysteresis brake.
All critical mounting components have been designed with adjustability to allow for any slight
variation in product dimensions. Once the brake is integrated, testing can begin to verify
mathematical models and ensure all components operate as intended. The CVT case design will
be passed on to members of the Northeastern Baja team to fabricate and mount to the system. As
mentioned previously, the friction brake was a timely solution to misinformation regarding the
hysteresis brake’s maximum torque and ability to stall. Ideally a reduction between the secondary
and hysteresis brake would be used to bring the torque to a suitable range, however, there were no
plausible off the shelf options. Given more time and resources, a custom highspeed gearbox could
be designed and manufactured to achieve this goal and further simplify the control steps.

42
8. Conclusion
The Baja Capstone team is acting on a need to create a safer, more reliable dynamometer for testing
the SAE-supplied engine in dynamic drivetrain loading patterns. Doing so allows current and
future NU Baja teams to more accurately tune the transmission for optimal performance. A
magnetic hysteresis brake is the power absorption unit in the final design. One unit has been fully
fabricated, assembled, and tested including both mechanical and electrical systems. Software
development is complete for the control system as well as the data processing. The system is ready
for the arrival of the hysteresis brake; once it has arrived it can be installed, and regular use of the
dynamometer can begin. The project has been completed successfully, providing the team with a
tool which allows them to better understand operation of the CVT such that its performance can
be optimized for years to come. Additional testing, such as custom brake thermal testing and CVT
thermal testing can be performed, as well as engine performance analysis.

9. Intellectual Property

9.1 Description of Problem

Develop a custom dynamometer to accurately simulate drivetrain loading experienced in various

competition events.

9.2 Proof of Concept

An effective dynamometer will allow for the custom continuous variable transmission developed
last year to be tuned for the best performance in each loading scenario. The implementation of a
controllable brake to mimic varying torques will be able test the transmission for all dynamic
events rather than just a standard acceleration run as the current inertia dynamometer does. This
will allow the team to score better dynamically as well as in design, where validation testing is
often a weak point. Additionally, a dynamometer equipped with proper torque transducers will be
able to quantitatively measure drivetrain efficiency more accurately than on the car.

9.3 Progress to Date

The scope of the project was narrowed down and background research on dynamometer was
conducted. The gathered information on power absorbers were used in a decision matrix to
determine optimal brake type. The water brake and hysteresis brake were selected for further
exploration. Ultimately, the hysteresis brake was chosen. The schematics for the electrical and
controls system were completed. Initial designs for the chassis, belt tensioner, automatic throttle
and torque arm were started. A bill of materials was created and presented to advisors. A basic
MATLAB model was created to simulate the braking torque required for an acceleration run. Gantt
chart was updated to keep the group on schedule and determine critical components for future
work.

43
 9.4 Individual Contributions

All group members have contributed to the project thus far. The members meet weekly to present
research found and discuss plans for the next week. All members met with both advisors, Professor
Gouldstone and Professor Kumar, to discuss scope and ultimate goals for the project. Each member
has contributed to design decisions, CAD, and manufacture of the project. The schematics, wiring,
and software development for the electrical and controls system were completed by Kienan
Mooney. Max Gieraltowski designed and assembled the chassis and gas tank mounting. Ben
Lerman created the mathematical MATLAB model of the system dynamics as well as designed
the adjustable center to center mechanism. Savannah Page designed the automatic throttle and
friction brake assembly. Dylan Rogers designed the mounted torque arm for the hysteresis brake
assembly as well as updated the Gantt chart to keep the team on schedule. Furthermore, all
members have contributed equally to report and presentation.

9.5 Future Work

The missing hysteresis brake will be integrated and tested to confirm function and mathematical
models. Additionally, a CVT case will be manufactured.

10. References
[1] Nissan's Next Generation CVT. [Film]. Autoblog, 2011.

[2] Yamaha Motor Corporation, "Easy-to-Use CVT Equipped Engines," [Online]. Available:
global.yamaha-motor.com.

[3] “Chassis Dynamometer.” Banks Power, 2005,

http://assets.bankspower.com/mag_inline_images/1273/dyno-close.jpg. Accessed 9 Aug. 2018.

[4] “Engine Dynamometer.” Ierace Automotive, May 2014,

https://www.ieraceautomotive.com.au/wp-content/uploads/2014/05/Modular-1.jpg. Accessed 9
Aug. 2018.

[5] Tobias Düser, Hans Olms, Anita Haase, Roland von Gavel, Christoph Schmidt, Uwe
Schmidt, "Vehicle Chassis Dynamometer", Units under test, (Süddeutscher Verlag onpact,
Munich 2011) page 7.

[6] “Snowmobile Dyno Absorber.” DYNOmite Dynamometer,

https://www.dynomitedynamometer.com/snowmobile-dyno/snowmobile-dyno.htm. Accessed 9
Aug. 2018.

[7] M. Kilzer, “Data Acquisition Unit for A CVT Dynamometer ,” May-2013. [Online].
Available:
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7/mjk277_report_201305160224.pdf. [Accessed: Aug-2018].

[8] YouTube, 09-Feb-2011. [Online]. Available:

https://www.youtube.com/watch?v=GRwAmQ9WsaE. [Accessed: 13-Aug-2018].

44
[9] E. Payne, “Design of an SAE Baja Racing Off-Road Vehicle Powertrain,” 2015. [Online].
Available:
http://ideaexchange.uakron.edu/cgi/viewcontent.cgi?article=1146&context=honors_research_pro
jects. [Accessed: Aug-2018].

[10] “Principles of Hysteresis.” Magtrol, https://www.magtrol.com/wp-content/uploads/hb-

mhb.pdf. Accessed 9 Aug. 2018.

[11] Narayan Rao, N., "The Basic Theory of Hydraulic Dynamometers and Retarders," SAE
Technical Paper 680178, 1968, https://doi.org/10.4271/680178.

[12] “Toroid Siamese-Rotor Water-Brake Absorber.” DYNOmite Dynamometer,

https://www.dynomitedynamometer.com/absorber/dynamometer_water-brake_absorber.htm.
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[13] “Dynamometer Description.” SportDevices, 25 Aug. 2003,

http://www.sportdevices.co.uk/dyno/sp3_friction.htm. Accessed 9 Aug. 2018.

[14] “Eddy-Current Power Absorption Unit.” Super Street, 25 Jul. 2011,

http://www.superstreetonline.com/how-to/additional-tech/modp-1108-a-true-rolling-road/.
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[15] M.A. Heald (1988) "Magnetic braking: Improved theory", American Journal of Physics
56: 521–2

[16] Morgan, Evan. “Inertia Dynamometer with Steel Flywheel.” Morgan Dyno Testing,
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[17] Maitree N. and Kunanoppadol J., “Design of Inertia Dynamometer for Single-Cylinder
Engine,” in Proceedings of the 6th International Conference on Science, Technology and
Innovation for Sustainable Well-Being, August 28-30, 2014, Siem Reap, Kingdom of Cambodia
[Online]. Available: ResearchGate,
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gle-cylinder_Engine. Accessed 23 Jul. 2018.

[18] “AC Generator Dynamometer Coupled to a Small Engine.” DYNOmite Dynamometer,

https://www.dynomitedynamometer.com/ac_dynamometer/ac-dynamometer.htm. Accessed 9
Aug. 2018.

[19] Lutz, M., “DESIGN AND CONSTRUCTION OF ELECTRIC MOTOR

DYNAMOMETER AND GRID ATTACHED STORAGE LABORATORY”, Colorado State
University, 2011,
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.pdf?sequence=1

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[20] “ESP32 SoC Block Diagram.” ESP32,
http://esp32.net/images/_resources/ESP32_Function_Block_Diagram.svg. Accessed 9 Aug.
2018.

[21] Baja SAE Collegiate Design Series Rules. [Online]. Available:

http://www.bajasae.net/cdsweb/gen/DocumentResources.aspx. Accessed 27 Sept. 2018.

[22] Pepper, Robert. “Continuously Variable Transmission (CVT) Explained.” Practical

Motoring, 16 July 2015, practicalmotoring.com.au/car-advice/continuously-variable-
transmission-explained/.

[23] Polnerow, D., & White, M. (2016, September 2). Characterizing the Efficiency of a
Continuously Variable Transmission with Respect to Belt Tension [Scholarly project]. Retrieved
October 12, 2018.

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