Presentation is loading. Please wait.

Presentation is loading. Please wait.

P13222: FSAE Turbocharger Integration Kevin Ferraro, Phillip Vars, Aaron League Ian McCune, Brian Guenther, Tyler Peterson.

Similar presentations


Presentation on theme: "P13222: FSAE Turbocharger Integration Kevin Ferraro, Phillip Vars, Aaron League Ian McCune, Brian Guenther, Tyler Peterson."— Presentation transcript:

1 P13222: FSAE Turbocharger Integration Kevin Ferraro, Phillip Vars, Aaron League Ian McCune, Brian Guenther, Tyler Peterson

2 Introduction Turbocharger integration to improve scoring potential of 2013 car GT-Power simulation – Used to select turbocharger – Assisted with intake and exhaust design – Used to simulate torque and fuel consumption map for Lap Time Simulator Lap Time Simulator – Used to compare vehicle parameters to determine scoring tradeoffs – Shows that performance gain of turbocharging is worth the fuel efficiency and weight penalties

3 Project Goals Select appropriate turbocharger for engine package Design engine peripherals to maximize efficiency and power of powertrain Utilize electronic boost control to enable tuning of fuel efficiency and power for each event via different engine maps Comply with FSAE and FSG rules Design and test for reliability and relatively easy maintenance

4 Customer Needs Review ImportanceDescriptionWas It Addressed? 5Overall Power and Torque Gains:Yes, verified with simulation, needs to be verified on dyno 5Optimized ECU Map for Best PerformanceOptimized with simulation, will be finalized on dyno 5Consistent Engine PerformanceWill be addressed with repeated dyno testing 5Necessary Engine Internals are Included with SystemYes-Carillo Rods and Swain Tech coated parts 4Adequate System CoolingYes-intercooler and radiator sized properly 4Sufficient Dyno Testing and ValidationWill be completed once fully assembled on dyno 4Optimized Turbo Size for ApplicationYes-Chosen using simulation results to avoid surge 4Meet FSAE Noise RegulationsWill be determined once dyno testing begins 3Quick Throttle ResponseSimulated, will be validated by dyno testing 3Easy to Access in CarYes-CAD shows this 3Compact Design in CarYes-CAD shows this 3Fit Within Constraints of Current ChassisYes-CAD shows this 2Easy to DriveWill be tested once on car 2Drivetrain Components Designed for Power Increase Yes, designers have used simulated values as design parameters 2Design for Intercooler Location (if required)Yes-CFD analysis confirms location is apt 1Readily Available Replacement PartsSome will have to be manufactured in house 1Simple Interface with Current EngineYes – No modifications are required to interface 1Maximized Use of Composite MaterialYes-Plenum, intercooler parts

5 Important Specifications FunctionSpecification Unit of Measure Ideal ValueComments/Status EnginePeak Power OutputHP and ft-lbf >= 60HP, 45 ft- lbf 62 HP Peak with 45 ft-lbf (GT-Power Model) IntakeMass Air Flowg/s>=40 58 g/s Peak (GT-Power Model) SystemOverall Weight Increaselbs<=15 Expected powertrain weight increase of <7 lb FundingCost To Formula Team$$$<1000Funding/sponsorship required System Compliance With FSAE Rules N/ANo InfractionsRules Compliant

6 System Architecture Induction Turbocharger Boost control Engine Exhaust system Mounting

7 Final Design

8 Final Simulation Model GT-Power is a 1-D engine simulation software Allows engine flow components to be modeled as 1-D approximations Very good at simulating flow transients and resonances Good at modeling Turbocharger system Must be validated thru testing GT-Power is a 1-D engine simulation software Allows engine flow components to be modeled as 1-D approximations Very good at simulating flow transients and resonances Good at modeling Turbocharger system Must be validated thru testing

9 Turbo Selection Comparison of GT0632 VS GT1238. GT12 is close to surge line until 6500 RPM. GT06 is near maximum efficiency until higher engine speeds.

10 Turbocharger Efficiency GT06 turbine operates close to peak efficiency over most of operating range Compressor is near peak efficiency until higher engine speeds This is acceptable since boost will be reduced at higher engine speeds anyway GT06 turbine operates close to peak efficiency over most of operating range Compressor is near peak efficiency until higher engine speeds This is acceptable since boost will be reduced at higher engine speeds anyway

11 Results From Simulation Comparisons with Turbocharged (Red) and naturally aspirated powertrain (Blue) Top Left: Power Top Right: Torque Bottom Left: Manifold air pressure Bottom Right: BSFC Comparisons with Turbocharged (Red) and naturally aspirated powertrain (Blue) Top Left: Power Top Right: Torque Bottom Left: Manifold air pressure Bottom Right: BSFC

12 Transient Data GT Power allows the simulation of transient flow characteristics Can be used for simulation validation by making similar measurements on the Dyno Can also be used to identify performance limitations Cam profile is not ideal, however stock cams are better than Hotcam alternatives GT Power allows the simulation of transient flow characteristics Can be used for simulation validation by making similar measurements on the Dyno Can also be used to identify performance limitations Cam profile is not ideal, however stock cams are better than Hotcam alternatives PV DiagramMass Flow Thru ValvesStatic Pressure in Restrictor

13 Lap Time Simulation Lap Time Simulator used to find scoring potential of possible configurations Shows that performance gain of turbocharger outweighs fuel efficiency and weight penalties Lap Time Simulator used to find scoring potential of possible configurations Shows that performance gain of turbocharger outweighs fuel efficiency and weight penalties

14 Turbocharger Modifications Flange modifications: Weight savings of 883g Allowed mounting to single port for single cylinder engine (designed for two cylinder diesel) Flange modifications: Weight savings of 883g Allowed mounting to single port for single cylinder engine (designed for two cylinder diesel)

15 Turbocharger-Mounting Needs: – positioned and constrained robustly – allow for thermal expansion – isolate from vibration to maximum degree possible – follow turbocharger specs for proper lubrication to ensure longevity Structural analysis Modal analysis Verification through testing

16 Intercooler Size-based off intake flow rate and packaging constraints GT Power model simulated effect on overall system – Needs to be verified with test data CFD analysis-ensure proper airflow based on full car location CFD analysis-shroud design for maximum efficiency

17 Intercooler-Modification Material removal from intercooler core resulted in 192.2g weight reduction Additional weight savings with carbon fiber end tanks

18 Intake/Fuel Delivery Intake shape-packaging constraints, desired volume, runner length – Utilized DOE within GT Power for iterative analysis – Plenum diameter varied 3-8 inches-5.5” chosen-packaging/performance compromise – Runner varied 5-12 inches-9” chosen- packaged better than slightly better 12” length CFD analysis-verify no unusual flow patterns Cone geometry of injector spray based on data from Delphi 2 stage injection system – Primary (near intake port) improved starting, low speed operation – Secondary (plenum) maximize atomization at high speeds, minimize wall wetting

19 Intake/Fuel Delivery Cont’d

20 Electronic Boost Control Needed to allow tuning flexibility-boost varied for different events Three-way solenoid in-line between manifold pressure and wastegate diaphragm, vented to atmosphere Solenoid controlled via PWM from ECU according to a PID control algorithm to achieve desired boost level

21 Exhaust DOE utilized within GT Power Header length varied.5-3.5” – 3.5” best, 2.5” chosen- packaging Exhaust length varied.5-8” – Minimal effect on performance Header bomb simulated – Minimal effect on performance-not adopted Thin walled (.020”) Commercially Pure Grade 2 Titanium chosen for exhaust – High working temp – Low density

22 Exhaust Cont’d

23 Engine

24 Budget

25 Testing Testing to begin on DC Motor Dynamometer as soon as remaining components are manufactured Dyno setup modified to accommodate intake and exhaust systems Testing/tuning with actual components-delayed start, but save manufacturing time/cost, more accurate validation, calibration Measurements will include: – Torque – Engine Speed – Crank Angle – Cylinder Pressure Temp and Press will be measured at: – Intake Before Intercooler – Intake After Intercooler – Intake Plenum – Exhaust Near Exhaust Port – Exhaust After Turbine Data logging will be once per degree of crank angle to verify transients

26 Lessons Learned Engine simulation allowed for single iteration of manufacturing-saves time/resources-depends on simulation accuracy Simulation results sensitive to input parameters- many initially unverified Power generated is knock-limited (no feasible way to simulate) Scoring potential trade-off between fuel efficiency and lap time depends on performance of fastest car at competition

27 Future Work Finish manufacturing Complete testing Verify simulation, change parameters if necessary to ensure accurate future simulations Make multiple ECU maps for different events Install in car Tune based off driver feedback Ensure noise level meets regulations Win at competition


Download ppt "P13222: FSAE Turbocharger Integration Kevin Ferraro, Phillip Vars, Aaron League Ian McCune, Brian Guenther, Tyler Peterson."

Similar presentations


Ads by Google