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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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 NyePrimary Customer: RIT Formula SAE Racing Team
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
ContentsTables..........................................................................................................................................................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
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Table 7: Turbocharger Compliance....................................................................................................14
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
TablesTable 1: Project Information........................................................................................................................5Table 2: Customer Needs............................................................................................................................6Table 3: Specifications Review.....................................................................................................................7Table 4: Specifications, Continued...............................................................................................................8Table 5: Induction System Compliance......................................................................................................10Table 6: Intercooler Compliance................................................................................................................13Table 7: Turbocharger Compliance............................................................................................................14Table 8:Boost Control System Compliance................................................................................................18Table 9: Risk Items.....................................................................................................................................22Table 10: Risk Items, Continued................................................................................................................23
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration FiguresFigure 1: Simplified Block Diagram..............................................................................................................9Figure 2: Spike Geometry Comparison......................................................................................................11Figure 3: CFD Analysis of Spike/Restrictor.................................................................................................12Figure 4: Restrictor Geometry...................................................................................................................12Figure 5: GT Power Simulation Schematic.................................................................................................15Figure 6: GT Power, Efficiency Results.......................................................................................................15Figure 7: Solenoid Details..........................................................................................................................20Figure 8: Solenoid Cross Section................................................................................................................20
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Table 1: Project InformationProject # 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 Group of students that design and build
a small open wheeled racecar Vehicle must satisfies the safety
requirements Limitations: 20 mm diameter, maximum
displacement of 610 cubic centimeters. Fuel economy emphasis: 10% of total
points Best balance between power and fuel
efficiency with significant physical limitations
Problem StatementSuccessfully integrate a turbocharger into the Yamaha WR450F engine package on the Formula SAE race car.
Objectives/Scope1. Develop accurate engine simulation2. Increase generated horsepower to 60
HP and torque to 45 ft*lbs3. Electronic boost control to maximize
power and fuel efficiency 4. Package components into vehicle using
3D CAD software5. Correlate simulation results to
dynamometer performance6. Robust mounting to withstand extreme
vibration and thermal environment
Deliverables Engine Simulation, Dyno Data Induction/Exhaust System Turbocharger/Mounting System Boost Control System
Expected Project BenefitsIncrease power output of the lightweight single cylinder engine without excessive fuel economy penalty. Increased power will allow for faster acceleration, higher top speed, and the ability to use additional aerodynamic downforce.
Core Team Members: Kevin Ferraro Phil Vars Tyler Peterson Aaron League Brian Guenther Ian McCune
Assumptions & Constraints1. Single cylinder engine: 2010 Yamaha
WR450F2. Complies with all Formula SAE rules
a. 20mm restrictorb. Throttle->restrictor-
>compressor 3. Maximum weight gain: 15 lbs
Issues and Risks1. Increased power generation will
negatively affect fuel economy of engine if not properly tuned
2. Improperly operating turbocharger can either be inefficient or damaging to engine
3. High exhaust temperature and severe vibration will require robust mounting scheme
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Customer Needs ReviewThe following shows the customer needs for the implemented turbocharger package.
Table 2: Customer NeedsCustomer
Need #Importance Description
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
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Specifications Overview
Table 3: Specifications Review
Source Function Specification (metric)Unit of
MeasureIdeal Value
Comments/Status
S1CN1 Engine Peak Power Output Hp and ft-lbs >= 60hp
45 ft-lbs General increase overall can also compensate
S2CN1, 2 Intake
Mass Air Flow g/s >=40 Maximize for restrictor, based on restrictor
geometry
S3CN1, 2, 9, 13 Intake Plenum Volume cc >=1000 Proper plenum size required for acceptable
throttle response and resolution
S4CN3 Sensors Sensor Voltage V 5 Proper voltage and grounding provided to each
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
S8
CN1, 7, 9 Turbo Intake Manifold Pressure psi >=20 Amount of "Boost": Map of boost pressure vs. load/throttle position determined through engine simulation
S9 CN7, 9, 13 Turbo Peak Compression by RPM (specified) rpm <=6000
S10
CN1,2, 3, Sensors Air Fuel Ratio Range 12.6<x<17.6
Controlled by ECU, necessary for proper engine operation, possible through wideband lambda sensor
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Table 4: Specifications, Continued
Source Function Specification (metric)Unit of
MeasureIdeal Value
Comments/Status
S11CN1, 3 Sensors Manifold Air Pressure Range psi 0-30 Sensor operates across expected pressure
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
S17CN7,11,18 System Overall Maximum Weight Increase lbs <=15 Maximum acceptable weight gain, based on
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
S21CN1,3,13 Engine
Max Spark Advancedeg 40-45 Exact value determined through empirical
testing
S22 CN4,16,18 Funding Cost to Formula Team $$$ <100 Funding/Sponsorship will be required
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration System Architecture
The following shows a simplified block diagram for the components of the system:
Figure 1: Simplified Block Diagram
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Compliance with Requirements
InductionThe 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 Diameter
<=20 mm Design Measure
Plenum Volume >=1000cc CAD, 3D modeling Volume measurement
Air temperature reduction
>= 50°F CFD, heat transfer analysis
Thermocouple measurement
Intake manifold pressure range
0-30 psi Design, component selection
Component pressure capacity will be tested during dyno data collection
Throttle Modulation
Near linear, Throttle position vs flow
CFD analysis Dynamometer measurement
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Throttle/RestrictorThe 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.
0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100%0
10
20
30
40
50
60
0
20
40
60
80
100
New Linear Spike Results
Mass Flow Rate [g/s] Orig Mass Flow [g/s]Outlet Pressure [kPa] Orig Pressure [kPa]
Mas
s Flo
w R
ate
[g/s
]
Out
let P
Ress
ure
[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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration 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/RestrictorThe 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
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration IntercoolerThe 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
Specification Value Compliance Verification
Air Temperature reduction
>=50°F Thermal analysis Thermocouple measurement
Manifold air temperature
<=100°F Thermal analysis Thermocouple measurement
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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
TurbochargerThe 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
Specification Value Compliance Verification
Peak Power Output
60 hp, 45 ft*lbs
GT Power simulation DC Dynamometer measurement
Peak efficiency Efficiency maps,
GT Power simulation
DC Dynamometer measurement: Fuel consumption vs. power
Pressure to Actuate Wastegate
20 psi Purchased part Test stand measurement
Max Temperature of Turbo
<800°F Assumption: no modification from production part
Thermocouple measurement
Supplied Oil Pressure
170 kPa (24.7 psi)
Tapping into oil return line of engine
Oil pressure sensor, tapped into oil return line
Mass flow rate, compressor
>=40 g/s Compressor efficiency map
DC Dynamometer measurement
Mass flow rate, turbine
>=100 g/s Turbine efficiency map
DC Dynamometer measurement
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration 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
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Exhaust SystemThe 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.
Specification Value Compliance Verification
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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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 ControlElectronic 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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Table 8:Boost Control System Compliance
Specification Value Compliance Verification
Peak Power 60 hp, 45 ft*lbs
GT Power DC Dynamometer measurement
Pressure to actuate wastegate
20 psi Purchased part Bench-top testing
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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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
EngineThere 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.
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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.
Specification Value Compliance Verification
Turbo axis of revolution orientation
Normal to gravity, ±10° 3D CAD Visual/Inspection
Oil outlet direction Parallel to gravity, ±35° 3D CAD Visual/Inspection
Connections to chassis Compliance for CTE mismatch, vibration
Design and analysis Assembly, testing in operating conditions
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Risk Assessment
Table 9: Risk Items
ID Risk Item Effect Cause
Like
lihoo
d
Seve
rity
Impo
rtan
ce
Action to Minimize Risk Owner
1 Poor Fuel Efficiency
Low Fuel Economy
Score
Engine not tuned properly for endurance
1 3 3 Create separate fuel maps for each individual event Powertrain Engineer
2 High Car CGReduced
Cornering Ability
Turbo location not optimized 1 2 2 Turbo placed within crash structure, allows for lowest placement
possible according to rules
Chassis Engineer/Stru
ctures Engineer
3 Insufficient Oil Flow
Blown Turbo/Short Turbo Life
Poor analysis of oil pressure
source2 3 6 Test oil pressure and flow of source prior to turbo implementation,
follow manfr's recommendations on oil supplyPowertrain
Engineer
4 Thermal Management
Chassis, engine, seat, or fuel over allowable
temperature
Unexpectedly high heat
generation 2 1 2 Analyze chassis airflow and design for cooling, design in flexibility for
additional cooling mechanisms
Chassis Engineer/Thermal Engineer
5 Engine Vibration
Turbo Mount Failure
Insufficient structural analysis
1 2 2 Design with vibration in mind. Verify components are constrained properly
Structures Engineer
6Thermal
Expansion Stresses
Additional stresses on mounting
components
Thermal CTE mismatch
between exhaust components and
mounting components
1 2 2 Design compliance into mounting system to relieve thermal expansion stresses, ie bellows
Thermal/Structures engineer
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
Table 10: Risk Items, Continued
ID Risk Item Effect Cause
Like
lihoo
d
Seve
rity
Impo
rtan
ce
Action to Minimize Risk Owner
7Improperly
Tuned Engine
Poor overall engine
performance
Lack of time to properly tune
engine on dyno2 3 6 Schedule must include plan to have plenty of engine testing time on
the dynomometerPowertrain
Engineer
8
Lack of Available Space in Chassis
Heavy plumbing
and inefficient
routing
Not all locations analyzed for
optimal routing2 1 2 All project members agree with location and plumbing plan prior to
implementation
Chassis Engineer/Structu
res Engineer
9 Improper Turbo Size
Poor overall engine
performance
Inaccurate initial analysis and data
acquisition1 3 3 Use accurate and realistic parameters in engine simulation to make
best selection
Powertrain Engineer/Project
Manager
10 Welded Joint Failure
Structural failure of exhaust
plumbing, release of exhaust gasses
Cracking/fracture of welded joints within exhaust
plumbing
1 2 2 Use proper welding techniques to assure high quality weld. Mounting system not to rely on support through welded sections.
Structures Engineer
11 Engine Failure
Destroyed Engine
Overboost, internal
component failure1 3 3 Use high-performance aftermarket components, reduce friction
through coatings, control boost to acceptable levelsPowertrain
Engineer
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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 MaterialsBill of Materials
Assembly Item Qty DescriptionTurbocharger Garret GT-06 1 Turbo Manifold Ti 1.5" .020" wall tube 10 ft Exhaust tubing Ti bellows 1 Exhaust bellows
Ti .125" thick plate2
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 temperatureMuffler
Ti .062" thick plate2
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 tubeIntake 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 bungTurbo Mount Mounting tube 3 ft .5" OD .035" wall 4130 tube MM-2 rod ends 3 6-32 rod ends
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Detailed Design ReviewKGCOE MSDP13222: FSAE Turbocharger Integration
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.
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