p13222: fsae turbocharger integration thursday, november 8 th, 2012 kevin ferraro, phillip vars,...
TRANSCRIPT
P13222: FSAE Turbocharger Integration
Thursday, November 8th, 2012Kevin Ferraro, Phillip Vars, Aaron League
Ian McCune, Brian Guenther, Tyler Peterson
Detailed Design Review
Agenda
• Customer needs review • System architecture• Specifications overview • Review of compliance with requirements• Updated risk assessment • Testing Plans• Bill of Materials• Timeline/Schedule
Customer Needs Review
Customer Need # Importance Description
CN1 5 Overall Horsepower and Torque GainsCN2 5 Optimized ECU Map for Best PerformanceCN3 5 Consistent Engine PerformanceCN4 5 Necessary Engine Internals are Included with SystemCN5 4 Adequate System CoolingCN6 4 Sufficient Dyno Testing and ValidationCN7 4 Optimized Turbo Size for ApplicationCN8 4 Meet FSAE Noise RegulationsCN9 3 Quick Throttle Response
CN10 3 Easy to Access in CarCN11 3 Compact Design in CarCN12 3 Fit Within Constraints of Current ChassisCN13 2 Easy to DriveCN14 2 Drivetrain Components Designed for Power Increase
CN15 2 Design for Intercooler Location (if required)CN16 1 Readily Available Replacement PartsCN17 1 Simple Interface with Current EngineCN18 1 Maximized Use of Composite Material
Specifications Table
System Architecture
• Induction• Turbocharger• Boost control• Engine• Exhaust system• Mounting
Induction
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
Spike Throttle
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
]
Intercooler
CFD and GT-Power Simulation• Inlet, hot side: max spec
temp from turbine outlet• Inlet, cold side: ambient
environment
N=number of cells
Thickness
Width
TurbochargerSpecification 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
Turbocharger
Boost Control
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
Maximum Boost level
30 psi Solenoid selection, flow rate calcs
Manifold air pressure sensor reading
Boost Control
Boost Control
Exhaust System
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
Header Design
GT-Power Simulation
Mounting System
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
Mounting
Risk Assessment ID Risk Item Effect Cause Likeliho
odSeverit
yImport
ance 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 CG Reduced Cornering Ability Turbo location not optimized 1 2 2Turbo placed within crash structure, allows for lowest placement possible
according to rules
Chassis Engineer/Structures
Engineer
3 Insufficient Oil Flow Blown Turbo/Short Turbo Life
Poor analysis of oil pressure source 2 3 6
Test oil pressure and flow of source prior to turbo implementation,
follow manfr's recommendations on oil supply
Powertrain Engineer
4 Thermal ManagementChassis, 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
properlyStructures Engineer
6 Thermal Expansion Stresses Additional stresses on mounting components
Thermal CTE mismatch between exhaust
components and mounting components
1 2 2Design compliance into mounting
system to relieve thermal expansion stresses
Thermal/Structures engineer
7 Improperly Tuned Engine Poor overall engine performance
Lack of time to properly tune engine on dyno 2 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 routing 2 1 2
All project members agree with location and plumbing plan prior to
implementation
Chassis Engineer/Structures
Engineer
9 Improper Turbo Size Poor overall engine performance
Inaccurate initial analysis and data acquisition 1 3 3
Use accurate and realistic parameters in engine simulation to
make best selection
Powertrain Engineer/Project
Manager
10 Welded Joint FailureStructural failure of
exhaust plumbing, release of exhaust gasses
Cracking/fracture of welded joints within exhaust
plumbing1 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 failure 1 3 3
Use high-performance aftermarket components, reduce friction through coatings, control boost to acceptable
levelsPowertrain Engineer
Testing Plans
• Purchasing: Ti tube• Manufacturing: Throttle, plenum, plumbing• Initial setup/baseline• Dyno data collection, RPM sweeps:
Horsepower, torque, AFR, BSFC, throttle position, etc
• Labview: Dyno Controller software
Testing Plans
0.700000000000001 1.2-5
0
5
10
15
20
25
30
Torque vs. Lambda @ 7000 RPM
10%Polynomial (10%)20%Polynomial (20%)50%Polynomial (50%)100%Polynomial (100%)
Lambda (100 Octane)
Torq
ue (ft
*lbs
) @ V
aryi
ng Lo
ad
4000 5000 6000 7000 8000 9000 100000
10
20
30
40
50
WR450F Initial Power Curve
TQ (ft*lbs) HPHP_Post_Ign_Tune TQ_Post_Ign
RPM
Torq
ue (ft
*lbs
), Po
wer
(HP)
Bill of Materials
Bill of MaterialsAssembly Item Qty Description
Turbocharger Garret GT-06 1 Turbo Manifold Ti 1.5" .020" wall tube 10 ft Exhaust tubing Ti bellows 1 Exhaust bellows Ti .125" thick plate 2 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 plate 2 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
Timeline/Schedule