UMAINE MECHANICAL ENGINEERING SENIOR DESIGN PROJECT

FSAE2010

James Fisk, Michael Guevara, Gregory Henrikson, Brian Hayes, Adam Mitchell, Curtis Muse, & Joshua Waite

5/7/2010

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Table of Contents ABSTRACT ................................................................................................................................................. 2

INTRODUCTION ...................................................................................................................................... 2

Background .......................................................................................................................................... 2

Design Goals ......................................................................................................................................... 3

DESIGN PROCESS .................................................................................................................................... 3

The Baseline Engine .......................................................................................................................... 3

Dynamometer Test Cell and Ventilation System ................................................................... 4

Dynamometer & Dynamometer Test Stand ............................................................................. 5

Engine Test Stand, Mounting Brackets & Chain Guard ....................................................... 8

Engine Control Console .................................................................................................................... 9

Air Intake System ............................................................................................................................ 11

Fuel Tank ............................................................................................................................................ 12

DESIGN DETAILS .................................................................................................................................. 12

Engine .................................................................................................................................................. 12

Dynamometer Test Cell ................................................................................................................ 13

Dynamometer Ventilation System ........................................................................................... 15

Dynamometer & Dynamometer Test Stand .......................................................................... 17

Engine Test Stand, Mounting Brackets, and Chain Guard ............................................... 19

Engine Control Console ................................................................................................................. 22

Air Intake ............................................................................................................................................ 22

Fuel Tank ............................................................................................................................................ 23

RESULTS OF DYNAMOMETER TESTING TO ESTABLISH BASELINE ENGINE PERFORMANCE .................................................................................................................................... 24

AREAS OF IMPROVEMENT ............................................................................................................... 28

FUTURE PROJECTS .............................................................................................................................. 29

Appendix A: Raw Data from Data Acquisition System .......................................................... 30

Appendix B: Reduced Data ............................................................................................................... 31

Appendix C: Reduced Data and Graphs for Corrected Horsepower and Torque Graphs ...................................................................................................................................................... 34

Appendix D: Sample Calculations .................................................................................................. 37

Appendix E: Team Members & Contributions .......................................................................... 38

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ABSTRACT The University of Maine Formula SAE Senior Design Team (FSAE) has established a test cell within Crosby Laboratory for the purpose of testing engine performance with a dynamometer. The cell is equipped with a ventilation system to supply the test area with cool, fresh air and is sided with shatterproof Lexan for safety in the event of mechanical failure. The dynamometer is equipped with a water brake and can be used to test the power output and torque of the Clean Snowmobile engine and the Formula SAE engine. An external console has been constructed for students to safely operate and control the engine from outside of the cell, and the dynamometer readout can be viewed on a laptop connected to a wall-mounted LCD television. An Aprilia RXV 550 dirt bike engine was selected by the team to be used in the FSAE competition car, which is being constructed by undergraduates. The engine was broken in over a period of 12 hours to allow for reliable operation during testing. The engine and dynamometer are connected to a dynamometer data-acquisition computer, which collects and presents engine performance parameters such as horsepower, torque, air consumption, engine temperature, and exhaust gas temperature to the user. Several test runs over the full scale of the engine speed were conducted to gather this information from the dynamometer. A fuel additive was added and more test runs were conducted to determine how the additive affects performance. This data is being collected to provide next year’s design team with baseline engine performance data to be compared to future engine modifications.

INTRODUCTION

Background Every year the Society of Automotive Engineers (SAE) holds a competition for college

undergraduates to design an automotive vehicle. This will be the University of Maine’s

first effort at creating such a vehicle in several years, with part of the project incorporated

as the senior design capstone experience for mechanical engineering seniors.

Undergraduate members of the Formula SAE Club will be responsible for the design,

construction, and implementation of the vehicle chassis, suspension, steering, braking

systems, and vehicle aerodynamics.

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The ultimate goal of the 2009 – 2010 Formula SAE Senior Design Team is establishing a

solid base for future mechanical engineering seniors to build and improve upon for their

own capstone experiences. Because this is a start-up project, much of the necessary work

involved establishing a workspace within Crosby Laboratory. Future classes will focus

their efforts on making the University of Maine Formula SAE Team more competitive.

Design Goals The first goal of the 2009 – 2010 project was the establishment of a workspace within Crosby Laboratory, and involved the development and installation of a Lexan test cell enclosure. This test cell serves two purposes: a safety shield in case of mechanical failure, and a ventilation system to be used whenever the engine is running, such as when tuning the engine while it is interfaced with a dynamometer. A second goal of the project was to determine the amount of air required by the stock engine configuration in order to produce the stock power and torque output. A third goal of the project was to test effects of a fuel additive on power, torque, and exhaust gas temperature. Finally, the group was to design fuel and coolant reservoirs and exhaust systems for the car, but will not be installing or ordering them. Additionally, the team was originally to design and implement a new engine control unit, but due to time constraints only the wiring harness for the new unit was completed.

DESIGN PROCESS

The Baseline Engine Reducing the total weight of racecars is a large focus of concern throughout the entire racing industry, as it improves dynamic potential. The 2007 Aprilia RXV 550 engine was chosen due its uniquely high power-to-weight ratio. Producing 70 hp while only weighing 72 lbs, this V-twin engine offers high-power at a minimal cost of weight. The power-to-weight ratio is not the only factor that aided the engine selection process. Additionally, the Aprilia RXV 550 offers high amounts of low-end torque, which is ideal for the sharp, winding turns that will be seen in the Formula SAE competition. The small footprint of the engine allows for extended freedom to orient the engine in the actual racecar. In addition, as a fuel-injected engine, it will yield more reliable engine response during the quick throttle changes of typical formula car races.

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The team purchased a complete dirt-bike from TRi-SPORTS, Inc. in Topsham, ME. Purchasing a complete dirt-bike provided several advantages. First, it allowed the team to break in the engine over a period of 12 hours as intended. The team obtained permissions from University of Maine Facilities Management and University Police to ride the dirt bike on the ¼ mile long Crossover Road between Hilltop parking lot and Whitter Farm, using the break-in procedure detailed in the Aprilia RXV 550 operator’s manual. A complete dirt bike also had all the components needed to set-up a test area, such as throttle components, shifting apparatus, coolant and lubricant reservoirs, fuel tank and pump, and stock engine control unit (ECU). The team spent three days disassembling the dirt bike after break-in, categorizing parts, and labeling the wiring harness from the ECU.

Dynamometer Test Cell and Ventilation System The primary function of the dynamometer test cell is to provide Crosby Laboratory an environment to safely conduct engine dynamometer testing, as no other suitable facility exists. Several factors were considered when designing the test cell, such as ventilation, size, possible uses, and safety. When designing the test cell, the first considerations were size and safety. The cell needed to be able to accommodate the FSAE car engine as well as the Clean Snowmobile engine, and needed to be large enough to allow for proper air circulation. The cell is 8’x8’x8’, with a total interior volume of 512 cubic feet. This size was determined upon learning that Lexan is available in 4’x8’ sheets. The structural frame is constructed with 1” square stock steel tubing, welded together. Initially, the frame was intended to be welded as a complete unit. The team realized that a welded frame would be difficult to disassemble, if ever required. Once the size and shape was determined, SolidWorks models were used to design the framework for the cell. These models can be found in the design details section of this report. An important consideration for the frame construction was to minimize the need for cuts and holes in the Lexan, as these stress concentrations would reduce the efficacy and lifespan of the cell. One notable design aspect of the dynamometer test cell was the employment of gooseneck hinges on the doors. The use of these hinges allows for no external hinge hardware, and greatly improved the aesthetics of the dynamometer test cell. These hinges provided a smooth, sleek exterior appearance, in keeping with the smooth Lexan and minimal hardware used elsewhere in the cell. The hinges were designed and tested using SolidWorks, then built to the drawings. The dynamometer and engine test tables were constructed from slotted steel angle, which was readily available within Crosby Laboratory. The slotted steel allowed for ease of construction with the ability to easily modify table height and location. Additional cross-bracing was added to improve structural integrity from the

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vibrations induced by engine and dynamometer operation. The table top is ¾” thick plywood, in which it was easy to drill the holes necessary for mounting the bearings supporting the dynamometer drive shaft. The dynamometer test cell ventilation system was designed based on the maximum horsepower capacity of the dynamometer, which is 300 hp. Based on a dynamometer test cell volume of 512 cubic feet, it was calculated that 5120 CFM is required, using a standard value of 10 fresh charges of air per minute. In ventilation systems, a fresh charge refers to completely replacing the existing air in the test cell. The exhaust fan is capable of 5750 CFM at its highest speed, which is more than the desired value. This allows the dynamometer test cell to be used with different engine applications without any problems. The dynamometer cell location – against an east wall in Crosby Lab - was determined based on the ventilation requirements for the cell. The team chose to remove an existing window in the wall and place the intake and exhaust unit in the resulting opening. Design of the intake and exhaust system was done in consultation with members of the University of Maine Facilities Management HVAC (FM HVAC) department. According to them, the unit needed to incorporate the intake louvers and the exhaust fan and fit within the window opening. It was determined that a sheet metal duct would be affixed to the window opening and then divided to allow one side for intake and one side for exhaust. FM HVAC then out-sourced the fabrication of the duct to Mid Maine Ventilating in Ellsworth, ME. Upon installation, it was determined that a weather shield needed to be incorporated outside the duct to prevent precipitation from entering the test cell. A simple aluminum panel was attached to the outside of window frame with a piano hinge, and then two latches were added to keep the panel closed. The team decided that it would be more convenient for the panel to be opened from inside the cell, so a slot was cut in the duct and a chain was run through the slot and attached to the panel. This would allow the team to open and close the panel from inside. The final step in the ventilation duct was to cut a hole and add an exhaust pipe so the exhaust system of the motor could be directed straight outside.

Dynamometer & Dynamometer Test Stand Part of the establishment of a work area in Crosby Laboratory involved the purchase and installation of an engine dynamometer for the purposes of engine tuning and performance testing. After some discussion with Professor Michael “Mick” Peterson it was decided that a snowmobile dynamometer would be purchased and connected to a test stand for use. This dynamometer can be utilized for multiple projects and enable the University of Maine SAE Clean Snowmobile Team to also conduct dynamometer testing of the engine. The dynamometer was purchased from Land-and-Sea in New Hampshire after consultation with their sales representatives. A data acquisition system was also purchased to record and display data from the dynamometer and accessories. In order to measure volumetric flow

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rate, a turbine air flow meter was purchased which interfaced directly with the DYNO-Mite data acquisition system. Exhaust Gas Temperature (EGT) probes were also purchased in order to measure the actual temperature of the gas leaving the exhaust valves. One probe for each cylinder was purchased, and they were screwed into the existing probe adapters that were on the exhaust pipes. Part of the design process included determining how to interface the dirt bike engine with a snowmobile dynamometer. A motorcycle dynamometer typically consists of a large friction wheel mounted in a platform, while a snowmobile dynamometer connects directly to the crank shaft of a snowmobile engine. The motorcycle is driven onto the platform with the rear tire sitting on the friction wheel; the front tire is then strapped into a retaining bracket so that the operator can run the engine without the bike moving. The project required that the engine be removed from the dirt bike and mounted on a custom-built engine test stand. The engine crank gear could only be interfaced with the dynamometer via a gear attachment. For this reason, a precision-machined absorber shaft was included with the dynamometer purchase. The team then ordered a drive gear to connect absorber shaft and engine crank via chain. The original idea of the 2009 – 2010 Design Team was to attach the dynamometer and engine on separate tables to allow for easy relocation, if necessary. Arthur Pete, the lab manager of Crosby Laboratory, provided the team with a 26 inch by 34 inch slotted steel angle table, topped with plywood. This slotted steel made for simple construction coupled with the ability to easily adjust height, cross-bracing, and any attachments. The slotted steel angle was also used because it was durable enough to support the weight of the dynamometer, engine, and hardware. The ¾-inch plywood table top provided enough strength while still allowing for plenty of freedom in terms of hole location for mounting the dynamometer. The engine table was made in the same way as the dynamometer table for the same reason, but additional steel slotted bracing under the wood was used to provide a stronger surface to bolt the engine stand to. The engine table was made 3 feet by 4 feet to allow adequate room for the engine stand and other components like gas tank and battery. The engine stand was bolted on the corner of the engine table closest to the dynamometer table to reduce the required chain length and reduce chain vibration. Also being on the corner, it was easier to bolt the engine stand to the slotted metal. The two tables were bolted through the slotted metal so that the output gear and dynamometer shaft gear would line up. This proved difficult to achieve because the slotted metal didn’t line up well and had to be drilled out. The two tables needed offset heights in order to allow room for the engine output shaft to line up with the dynamometer shaft and allow clearance for the chain. For stability purposes the team decided to bolt the dynamometer table to the wall. In order to maximize the space of the dynamometer cell, the team chose to bolt the

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table in the corner of the cell near the ventilation system. The table was secured to the wall using anchor studs, which bolted through the table legs. This location proved to be ideal, as it allowed for simple exhaust routing and provided the most direct route to the control console on the cell’s exterior when reconnecting all necessary wires, gages, and data probes. When mounting the dynamometer on the table, the provided shaft had to be parallel with the longitudinal direction of the table. Additionally, proper set-up required the dynamometer shaft to be rotated in the same direction as the output shaft on the engine. A system of chain-driven gears were used to connect the engine to the dynamometer properly. The dynamometer is pressed fitted onto the shaft and bolted. Also, it mounts off the side of the table to allow its torque arm and body to clear the table. Square 2” tubing was used to elevate the bearings on the shaft had to be elevated off the dynamometer table so the gear on the dynamometer shaft would clear the table top. The initial gear ratio from the engine to the dynamometer shaft was thought to be 1 to 2 with the engine gear having 15 teeth and the dynamometer shaft gear having 30 teeth. It was later determined that the gear ratio required to operate the dynamometer correctly was 3 to 1, which lead the redesign of the test stand. With the original test stand configuration, and the engine running in second gear, the RPM of the dynamometer was not high enough to generate accurate horsepower and torque values. After looking on a chart in the owner’s manual it was found that the dynamometer had to spin around 6000 RPM to produce the correct torque and horsepower numbers. With this new information the team came up with a way to connect the engine and dynamometer together, resulting in the current test stand configuration. It was also determined that bolting the tables together provided a pivot point for the engine table to rotate in relation to the dynamometer table under operational loads. The team found it best to have the dynamometer shaft, secondary shaft, and engine output shaft on the same frame to solve the rotation between the tables. The secondary shaft was needed to obtain the proper gear ratio, as the output gear on the engine could not be changed. The gear ratio is now 3 to 1, where the dynamometer shaft spins 3 times the speed of the engine output shaft. In order to achieve this, the secondary shaft had two gears on it. The first is a 15 tooth gear connected to a 15 tooth gear on engine output shaft. The second is a 45 tooth gear connected to a 15 tooth gear on the dynamometer shaft. The new frame is made out of two 2 inch box tubing that runs the length of the dynamometer table to the end of the engine stand. This length was chosen to provide firm support of the frame on the dynamometer table and enough area to weld to the existing engine stand. The 2 inch tubing spacing was controlled by the collar length on the dynamometer shaft and where the bearing pillows would sit. The tubing was used because it was the same width as the bearings to allow attachment and enough clearance to drill slots, along with surface area for welding to the engine stand.

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Slots were made in the tubing to provide adjustability of where the bearings were mounted in order to tension the chains. The secondary shaft had to be level with the engine output shaft to allow the chain to clear the engine mounting location. In order for it to be level, the secondary shaft bearings were elevated using more 2 inch tubing welded on top of the existing tubing. A space was left between the raised tubing to allow a wrench to hold the nut for the bolts of the secondary shaft bearings. The engine stand had to be built up with spare 1inch tubing to meet the raised dynamometer table. Slots were cut in the 2 inch tubing to allow attachment to the dynamometer table with adjustability between the two tables. The dynamometer requires water in order to load the brake. The water was routed in through the dynamometer cell and connected to the dynamometer. First, the inlet hose from supply source is routed to a load valve, which is needed to control the amount of water that is supplied to the dynamometer. The water is then routed out of the dynamometer, back through the dynamometer cell and outside. The dynamometer also has a water vent line that is routed out through the ventilation system.

Engine Test Stand, Mounting Brackets & Chain Guard The engine test stand is a frame that was specially designed to hold the engine during dynamometer testing. When designing the engine test stand, several design criteria were considered. The stand had to be stable enough to withstand vibrations caused by the engine, it would need to be attached to the engine test table via bolts, and it must be large enough so that other accessories could be attached in the future, if needed. Initial designs required a stand that was freestanding and able to handle lateral loads. This led to a design with two rectangular side sections which increased the width and stability. The two side sections also allowed the stand to have more locations in which it could be bolted to the table. The spacing of the stand was based on the engine dimensions and the need to be able to work around the engine. The engine rests off the table a few inches to allow drain pans to be placed underneath in case of a leak or the need to change one of the fluids. The spacing of the bolt holes to attach the engine mount was done in a way such that each hole was spaced evenly in hopes to distribute the load equally. One-inch square stock steel tubing was selected for its strength, size, and ease of assembly. The engine mounting bracket is loosely based on the engine maintenance mount designed for shop-use available from Aprilia. The bolt holes are not on the same plane on the bracket from Aprilia. In order to save money and be able to manufacture the bracket on-site, the bracket design had the bolt holes on the same plane and required spacers to be used.

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An issue encountered early on was that the bolt holes on the engine are on the same plane, making it difficult to mark hole locations on a mock-up. To solve this problem, the engine was relocated to the Advanced Manufacturing Center and Jonathan Hollenbeck located the holes with a FARO Gage. The FARO Gage is an instrument used for dimensional analysis. It consists of an arm with three joints, all of which are able to rotate 360° to give the instrument an unlimited range of mobility. At the end of the arm is a pointer that is connected to a computer. This pointer is used to precisely locate points in 3-D space. The FARO Gage located the holes and exported the data into a spreadsheet. The X- and Y-Coordinates were used to draw the holes in SolidWorks. After several measurements on the engine to ensure clearance around the holes, a basic model of the mounting bracket was created in SolidWorks. In order to limit cost, the team used a water-jet cutting tool from the Advanced Engineered Wood Composites Center to cut the bracket from ½” thick 6061 aluminum plate. In order to operate the water-jet, the SolidWorks model had to be imported into AutoCAD and then from AutoCAD to FlowPath (the program used by the water-jet computer). In FlowPath, the user must specify the order in which to path the shape. The path information was then uploaded into the water-jet computer, and the water-jet manufactured the piece. As expected, the water-jet cut the shape with great precision. The only modification that had to be made was the holes had to be smoothed out with a file after so that the bolts would fit properly. The chain guard had to be designed for easy removal and so it would be sturdy enough to contain a chain failure while retaining its shape. Eighteen-gauge sheet metal was selected for its strength, malleability, and ease of machining. The inside edge of the chain guard had to have two slots cut to allow the rotating shafts to fit without hindering them. The guard does not have a symmetrical shape because an angle had to be put into it so that the inside edge would clear the sprockets and shafts. The rear panel of the guard is not completely necessary, but it helps to retain the shape of the overall chain guard, gives more protection, and acts as a grease shield.

Engine Control Console The team designed and manufactured a console to allow for engine operation from the exterior of the test cell. The engine control console is a rectangular frame with a sloped front mounted on a stand. The frame was made from ½” square steel stock and welded together. The frame was then covered with a sheet metal panel which the controls were mounted to. A rectangular stand was also fabricated from the same steel so that the console would be at the correct height for operation.

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The console contained all the necessary engine controls that were found on the actual dirt bike but in a more user-friendly layout for testing. The original display console was salvaged from the dirt bike to display specific information about engine operation. Originally the dirt bike employed a turn-key style ignition which also acted as the master power switch. For ease of operation, the turn-key ignition was replaced with a toggle switch to act as the master power for the motor. The original kill switch was a push button switch on the handle bars and was replaced with a toggle switch on the panel. Two led lights were also wired to the kill switch to indicate its position: a green and red light were wired and activated when the switch was in the run or kill position, respectively. The dirt bike originally incorporated a momentary push button start switch; on the control panel the same style switch was employed. A momentary push button switch was also placed on the control panel to replace the scroll switch that was originally on the handle bars of the bike. The scroll switch allows the operator to cycle through the different display options on the display console. It also was used to reprogram the shift light on the display console allowing the operator to rev the engine to higher RPM values to allow for more complete data sets. The stock wiring harness was modified so that all the controls on the panel connected directly into the harness. Additionally, the original clutch handle was mounted to the console as well as a throttle control. Lastly, a longer clutch cable and throttle cable were added to allow the operator full control of the engine. The need for a method to remotely shift the gears on the engine’s gearbox from outside the dynamometer cell was discussed early on. Work on such a system was put on the back-burner until the engine was in place and running on the dynamometer stand. Once preliminary testing was under way, it was rapidly apparent that a shifting mechanism was needed. In motorcycle drag racing, it is common to use what is known as an air-shift. This consists of a double-acting pneumatic piston attached to the shift arm, and solenoid valves to control its movements. This premise was used in our dynamometer test stand. The lab supervisor in Crosby Laboratory provided the necessary hardware. The system was designed so that the engine operator could shift up and down through the gears using a simple toggle switch mounted to the control panel. The components included the toggle switch; two solenoid valves; a 6” stroke, double-acting pneumatic cylinder; some air lines and fittings; and a regulator. Using the regulator, the shop compressed air pressure in Crosby Laboratory was reduced from about 120psi at the wall to 45psi at the solenoid valves. The solenoid valves were wired and plumbed so that when neither solenoid is energized, no air flows to the piston and both ports vent to atmosphere. When the toggle switch is pushed into the “Up” position, the first solenoid is energized, and pressure is applied to the bottom port of the cylinder and the shift lever is moved upward. In the “Down” position the switch energizes both solenoid valves and causes the top port to be pressurized, and the cylinder moves the shift lever down.

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In the middle position, the neither solenoid valve is energized, and the cylinder ports are vented, allowing the shift arm return spring to return the shift arm to the middle position. The throttle control on the engine employs a “pull-pull” cable arrangement, meaning that there are two throttle cables: one that pulls the throttle plates open, and one that pulls them closed. This method was used to ensure that the user maintains the full control of the throttle, without depending on a spring to close the throttle when needed. The cables that were best suited for the engine control console were pull-only or push-pull. Both of these are single cable arrangements. A push-pull throttle control was chosen; it has a stiff wire and a lever with a friction bushing, so it stays where the user sets it. In order to interface the push-pull system with the engine’s throttle, the original twist throttle control from the dirt bike was modified to play intermediary. The handle was removed from the twist grip, and a lever arm was added; and the assembly was then mounted to the engine stand. The push-pull cable from the dynamometer control box actuates the lever arm on the modified throttle control, which then moves the throttle on the engine as it was originally intended.

Air Intake System The Official 2010 Formula SAE Rules, Section B8.6.1 state:

“In order to limit the power capability from the engine, a single circular restrictor must be placed in the intake system between the throttle and the engine and all engine airflow must pass through the restrictor”

The Aprilia RXV 550 throttle bodies on each cylinder empty directly into the engine combustion chamber. This, along with the aforementioned rule, means that the entire air intake system must be redesigned. The team members determined that completing the construction of the test cell, redesigning the intake system, designing and implementing the aftermarket ECU, and tuning the engine to stock configuration performance would be significantly more than could be completed in a single academic year. To adequately design the intake system next year, however, it will be necessary for the 2010 – 2011 team to know the volumetric flow rate of the air through both throttle bodies with respect to variations in the speed of the engine. As part of MEE 443 Mechanical Laboratory III, an analysis of the existing air intake system has been conducted, and data from the experiments has been included in the ENGINE TESTING section of this report to be used as a resource to next year’s team.

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Fuel Tank The gas tank was a moderate challenge to design because it had to fit in a specific place in the chassis, had to have a volume large enough for the car to compete without having to be refueled, but could not hold too much fuel for weight and sloshing reasons. The SolidWorks model of the car’s chassis was studied to get dimensions and angles that restricted the size and shape of the tank. It was determined that the easiest way to build the tank would be to have it run along with back side of the firewall, which is at the back of the driver’s seat. The firewall is angled at 115°, which would end up being the largest restricting factor for size of the tank. The next challenge was determining how tall the tank could be so that it would not contact the engine. This was a significant issue, as no entirely accurate SolidWorks model of the engine exists. An approximate model has been created, but Aprilia will not release the factory model. A reasonable judgment call had to be made on how far the heads stuck out based on measurement from the actual engine. There was great flexibility in deciding how wide the fuel tank could be, as the design’s only limitation was the width of the chassis. After designing the general shape of the tank and calculating the volume within, a method to reduce fuel sloshing had to be determined. The best method was to add four baffles inside the tank. The baffles are just under half the length of the tank so that when they are evenly offset from each other, it creates a small space running down the middle of the tank to allow fuel to easily flow into the fuel pump. The final capacity of the fuel tank will be based on the fuel requirements of the engine. In order for this to be accurately determined, the 2010 – 2011 FSAE Design Team will need to purchase a fuel flow transducer to connect to the data acquisition system of the dynamometer. This transducer will provide them with the brake specific fuel consumption (BSFC) through the entire RPM speed. Once the BSFC of the engine is determined, the 2010 – 2011 team can determine the final volume of the fuel tank. Due to budget restrictions, the 2009 –2010 team could not purchase the transducer.

DESIGN DETAILS

Engine Table 1 below provides the specifications of the 2007 Aprilia RXV 550 engine in its stock configuration as provided by the manufacturer.

Table 1: 2007 Aprilia RXV 550 Engine Specifications

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Engine Type V-Twin 4-Stroke Engine Displacement 549cc Bore & Stroke 80 x 55 mm Compression Ratio 12:1 Cooling Liquid Fuel System EFI w/40mm throttle bodies (on per cylinder) Ignition Electronic Starting System Electric Transmission 5 – speed Final Drive Chain drive Fuel Capacity 2.06 US Gal. Serial Number Aprilia 55RX *02151*

Figure 1: 2007 Aprilia RXV 550 Engine in Stock Configuration (mounted in test stand)

Dynamometer Test Cell Figure 2 shows the dynamometer test cell. The cell is made from 1-inch tube steel that has been welded together to form a frame. The frame bolts together into two pieces. The frame is then covered in ¼ inch thick 4x8 ft Lexan sheets. The Lexan sheets slide into slots that were made in the frame. The slots were made from 1 inch angle steel that was welded to the tube steel and offset by ¼ inch so that the panels would slide in and be held in place tightly. Where the panels meet in the middle there is a 1 inch strip of steel that bolts to the frame to hold the panels in place. The overall dimensions of the cell are 8x8x8 ft.

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Figure 2: Dynamometer Test Cell

The doors of the test cell are each 3 ft wide and 8 ft tall. They open along the edge, and with both doors open, the opening into the cell is 6X8 ft, allowing for a large amount of versatility as to the use of the cell. The doors are also supported by small wheels in the bottom corner that are designed to help support the weight of the doors as they swing and to make it easier to open and close them. As was mentioned in the design process section, the hinges for the dynamometer test cell doors, shown in Figures 3, were manufactured in Crosby Laboratory from 1 inch flat steel.

Figure 3: Dynamometer Test Cell Door Hinges

As part of the hinge design, ¼ in. flat washers were used as bearing surfaces for the hinges to rotate on. Using the washers provides for a wearable part that can easily be replaced as they wear out.

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In order to bolt the two sections of the test cell together, the heads of 1/4 x20 bolts were cut off, and the studs were welded into the frame. This allowed for easy alignment of the two sections in relation to each other and provided a more aesthetically pleasing look.

Dynamometer Ventilation System The ventilation system consists of the intake louvers to allow fresh air into the dynamometer test cell, the exhaust fan to remove the fumes and heat from the cell, and an weather shield on the outside of the building to keep inclement weather from entering the test cell. Figure 4 shows the ventilation system as seen from inside the test cell with the weather shield closed.

Figure 4: Ventilation System from inside the test cell (weather shield closed).

In addition to the intake louvers and the exhaust fan, a pipe connects to the muffler of the engine in order to direct most of the exhaust outside. A vent line from the dynamometer also passes through the panel. The vent line releases excess pressure from the dynamometer outside. Figure 5 shows the ventilation system from the outside of Crosby Laboratory while the exhaust fan is running.

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Figure 5: Ventilation System from Outside Crosby Lab (exhaust fan running)

Figure 6 shows the ventilation system from the outside of Crosby Laboratory with the weather shield closed. The shield is attached to a chain that can be pulled from inside the test cell allowing it to be opened or closed from inside. The shield is also equipped with two latches to keep it tightly secured during periods of inclement weather or when the test cell is not in operation for long periods.

Figure 6: Ventilation System Weather Shield, as seen from outside Crosby Lab

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Dynamometer & Dynamometer Test Stand Table 2 below gives the specifications of the dynamometer used by the 2009 – 2010 Formula SAE Senior Design Team to test the engine. Table 3 provides the specification of the data acquisition system that was connected to the dynamometer. All of the information in the tables came from Land & Sea, who manufactured both the dynamometer and the data acquisition system.

Table 2: Dynamometer Specifications Dynamometer Style Snowmobile Engine Dynamometer Diameter 9” toroid flow single-rotor, direct PTO mount (fits

standard 3o and 4o tapers) Brake Style Water brake Horsepower Capacity 15 – 300+ Torque Capacity 5 – 200 lb-ft RPM Capacity 1,000 – 12,000+ Torque Transducer Environment seal strain gauge ½% full scale

accuracy, moment arm length independent, temperature compensated

Engine Tachometer 0 – 32,000+ RPM display Load Control Manual Knob (Auto-Load Servo optional)

Table 3: Data Acquisition Board Specifications Mounting Style Surface Mount Power Requirements 120-volt AC or 12-volt DC Channels 28, 56, or 112+ channel board Wiring Harness Quick disconnect data harness Reading Capability Up to 1,000 recordings per second (per channel) Storage Ability Over 1 hour Output Options RS-232 or USB Software Dyno-Max 2010 Pro

Figure 7 shows the dynamometer mounted to the test stand with all of the hoses and wire connected to it.

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Figure 7: Dynamometer Mounted on Test Stand

Table 4 below provides the specifications of the flow meter used to measure volumetric flow rate.

Table 4: Low-Inertia Turbine Air Flow Meter Specifications Diameter 4 in Range 3 – 100 CFM Output 60 Hz at 37.3 CFM Flow Factor .120 Power .9 Multiplier .1 Figure 8 shows the actual flow meter mounted to the engine.

Figure 8: Low-Inertia Turbine Flow Meter mounted to engine

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Engine Test Stand, Mounting Brackets, and Chain Guard Figure 9 below shows the frame of the engine table. The table is made from slotted steel which allowed for unlimited adjustability and mounting points.

Figure 9: Engine Table Frame

The engine test stand, mounting brackets and chain guard were all manufactured by the team in Crosby Laboratory. The engine test stand was designed to hold the engine during operation and to provide a place to mount engine components. As with the dynamometer test cell, the stand was made from 1 inch tube stock which was welded together. Figure 1 on Page 14 shows the engine mounted into the test stand. The mounting brackets are what actually hold the engine into the stand. As discussed in the design details section, the brackets were modeled after the maintenance brackets that can be purchased from Aprilia. Figure 10 on the following page shows the solid works drawing of the bracket that was used to actually cut the bracket out. Figure 11 shows the actual finished bracket before it was bolted to the engine test stand and connected to the engine.

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Figure 10: SolidWorks drawing of Engine Mounting Bracket

Figure 11: Completed Engine Mounting Bracket

The engine test stand and the dynamometer test stand are welded together as one stand. The idea behind welding the two stands together was so that any deflection between the engine and the dynamometer would occur in the same plane, there is also no possibility of the engine leveraging independently of the dynamometer during operation. Additionally with the two stands welded together, any vibration of the motor or dynamometer is transferred through the same bolts into the dynamometer table and ultimately to the wall. Figure 12 shows the SolidWorks assembly view of the engine complete test stand.

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Figure 12: SolidWorks Assembly view of Test Stand

Figure 13 shows the gearing used to drive the dynamometer. Each of the bearings are bolted through slots so that the shafts can be positioned relative to each other and allow for chain adjustment. In addition to the slots, threaded rods screw through nuts that are welded to the frame. The rods provide for fine adjustment of chain tension and keep the bearings from moving during operation.

Figure 13: Gearing used to drive dynamometer

The chain guard can also be seen in Figure 13. The guard is made for 18-gage sheet metal and was designed to contain the chain in the event of catastrophic failure.

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Engine Control Console The Engine Control Console was designed in SolidWorks to provide a single area for all of the engine controls to be mounted. The console also allowed the operator to operate the engine from outside the dynamometer test cell. The console was made out of ½ inch tube steel and covered in 18 gage sheet metal. The console then mounts on stand which is also made out of ½ inch tube steel. Figure 14 shows the control console as it looks to the operator while the engine is operating.

Figure 14: Engine Control Console

Air Intake Due to the geometry of the intake system, the 2009 – 2010 Formula SAE Senior Design Team was not able to redesign the engine intake system. Figure 15 shows the throttle bodies used on the 2007 Aprilia RXV 550 motor. There is one throttle body for each cylinder. The issue is in the way the competition rule is written, which states that all air must pass through a 20mm restrictor and no throttling is allowed after the restrictor. The redesign of the intake will be the primary focus of the 2010 – 2011 Formula SAE Senior Design Team.

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Figure 15: Throttle Bodies on the 2007 Aprilia RXV 550

Fuel Tank The initial fuel tank design has been done in SolidWorks and is shown in Figure 16. The fuel tank is designed to tuck up behind the firewall of the car and sit below the cylinder head of the engine. Baffles in the tank will prevent fuel sloshing. The final design size of the tank has not yet been determined. Once a fuel flow transducer is purchased and connected to the data acquisition system, the break specific fuel consumption can be determined. With that data, the 2010 – 2011 team can then finalize the size of the fuel tank.

Figure 16: SolidWorks Drawing of Gas Tank

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RESULTS OF DYNAMOMETER TESTING TO ESTABLISH BASELINE ENGINE PERFORMANCE In preliminary test runs, the engine was ignited, put in gear, and throttled to approximately 7000rpm. The throttle and load valve were then opened simultaneously to hold the speed of the engine approximately steady with increasing load. These tests were performed to ensure that our data acquisition system was collecting good data and to be certain that our dynamometer setup was safe and stable at high engine speeds. More recently, we have performed tests in which the engine is ignited, put in gear, and then throttled to approximately 6500-7000 rpm from idle with high load and at or near wide open throttle. From here, the loading was slowly reduced so that the engine could speed up to red-line in a controlled manner. This allowed us to collect and plot horsepower (HP), torque, exhaust gas temperature (EGT), and volumetric flow rate (CFM) data for a range of engine speeds that are representative of the maximum output range, or power band, of the engine. At the request of Professor Shahinpoor, the 2009 – 2010 team has been testing a fuel additive provided by Dean Wiseman. Mr. Wiseman claims that just a few drops of his proprietary fuel additive will increase fuel efficiency and provide a more complete combustion within the engine to reduce the emission of pollutants. Several test runs with the fuel additive were conducted in the same manner as described above. Tables 5 and 6 below show the maximum values of horsepower, torque, air flow and average exhaust gas temperature obtained during each dynamometer test run.

Table 5: Maximum Values Obtained (Straight Gas) Run Horsepower (hp) Torque (lb-ft) Air Flow (CFM) Average Exhaust

Temperature (°F) 1 57.31 37.89 124.6 972.4

2 57.28 36.68 125.2 1009

3 58.18 37.9 125 973.9

4 62.38 39.11 125 1452

5 60.18 34.7 122.8 1441

6 57.5 34.8 123.4 1135

7 54.51 39.33 123.6 1427

8 54.66 38.46 123.5 1424

9 53.48 36.37 123.3 1465

10 57.33 48.04 122.8 1427

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Looking at average exhaust gas temperatures in rows 1 through 3 the values look odd. This is because one of the EGT probes was not in the correct spot in the exhaust pipe, causing it to read low. When that low value was averaged with the other probe value, it caused the average to be low.

Table 6: Maximum Values Obtained (with Fuel Additive)

Run Horsepower (hp) Torque (lb-ft) Air Flow (CFM) Average Gas Temperature (°F)

1 61.13 38.28 124.4 1441

2 57.84 39.03 124.5 1441

3 55.66 34.99 124.9 1422

4 56.98 36.05 124.9 1423

5 54.54 33.89 123.1 1459

6 53.57 35.42 123.8 1456

7 56.52 35.97 122.3 1475

8 63.1 41.97 123.4 1438

9 61.53 39.2 122.4 1397

10 58.89 38.96 122.7 1413

11 63.46 38.32 123 1410

The reduce data that was used to generate these maximum value tables is shown in Appendix B. Appendix A shows the raw data that was collected by the data acquisition system during engine testing. Figures 16 and 17 below show the horsepower and torque curves for the 2007 Aprilia RXV 550 engine with and without the fuel additive. The graphs are based on the average data at each RPM from every run that was completed. The graphs are corrected to provide nice smooth curves of the performance. The data sheets and corrected graphs showing the non-corrected data are shown in Appendix C.

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Figure 17: Horsepower and Torque Straight Gas

Figure 18: Horsepower and Torque with Fuel Additive

Figures 17 and 18 show values of horsepower and torque that are fairly similar for runs performed with and without a fuel additive. The results of the additive are inconclusive due to the accuracy of the data acquisition system and the variability of engine operation for test to test.

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Figures 19 and 20 below show the average volumetric flow rate of air into the engine during test for runs done with and without fuel additive.

Figure 19: Average Volumetric Flow Rate Straight Gas

CFM = 1E-13(RPM)4 - 3E-09(RPM)3 + 3E-05(RPM)2 - 0.0589(RPM)

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Figure 20: Average Volumetric Flow Rate with Fuel Additive

Based on 100% volumetric efficiency the volumetric flow rate was determined to be 97.645 CFM at 10,000 RPM. Tables 5 and 6 and figures 19 and 20 show values in excess of 120 CFM at 10,000 RPM. After some discussion with Dr. Justin Poland, it was determined that this is due to shock wave generation and propagation.

AREAS OF IMPROVEMENT One of the areas in need of improvement is in the general knowledge and capabilities of the dynamometer and its accessories. Land & Sea – the manufacturer of the dynamometer – sells accessories to test for several different engine properties, ranging from fuel consumption and emissions to electronic throttle control servos. The ability to plug-and-play several different devices played a large role in the team’s decision to use this dynamometer. The team has barely scratched the surface of what this dynamometer is capable of. Purchasing several additional accessories to gather additional useful data would certainly improve knowledge of the engine and its capabilities. Because of a lack of instrumentation due to

CFM = -1E-17(RPM)5 + 4E-13(RPM)4 - 4E-09(RPM)3 + 2E-05(RPM)2 - 0.0313(RPM)

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budgetary reasons, the team was not able to test definitively the effects of the fuel additive provided by Dean Wiseman. One major improvement would be to purchase a throttle servo from Land & Sea. The 2009 – 2010 team tried to use the auto-load servo controller to control the dynamometer load, and obtain terrible results. This is because the engine operator was not able to match the load that the computer was applying. If a throttle servo is incorporated with the auto-load controller, then the results of the test will be better. The graphs will have smoother curves showing more accurate data. The dynamometer test stand system could also be improved. The team chose the slotted steel angle tables to use due to the low cost, ease of assembly, and interest of time. However, the tables vibrate profusely when the engine is running with the dynamometer water brake engaged. This surely results in some power loss, and a more stable table might produce better power results. Additionally, the bearings used to support the dynamometer shafts were not designed for such high rpm. Again, these bearings were chosen due to their low cost and availability in Crosby Laboratory. Future teams would benefit from investing in proper bearings.

FUTURE PROJECTS Work on the engine can progress in several different areas. As stated in the DESIGN PROCESS section, the air intake system will need to be completely redesigned including the throttle system. All air must pass through a 20 mm diameter restrictor. The restrictor must be downstream of the throttle, and no throttling of any kind can take place downstream of the restrictor. Several possibilities exist for how to approach this problem. A team could also begin design work on switching the engine from chain-driven to a shaft-driven. Another suggestion from Mick Peterson was to incorporate paddle shifting in the steering wheel. In order for this to happen, a significant amount of work will have to done with the electrical and ignition systems of the engine. With the introduction of the new MicroSquirt ECU, the electrical portion will be easier than with the stock ECU. This year’s FSAE team has purchased a wiring harness to be used with MicroSquirt and MegaTune for engine control development. Future teams could benefit from designing, wiring, and implementing a new ECU, and tuning the engine for several different modes of operation.

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Appendix A: Raw Data from Data Acquisition System

Figure 101: Graph of Raw Data from DYNO-mite Pro Software

0 10.000 20.000 30.000 40.000 50.000 60.000 70.0000

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DYNOm ite test "My test nam e here on 2010-04-12 @ 14-12-37" by University of Maine

Torque* and Hp* vs. Time

Run Tim e (Sec)

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* Correction Method: Standard

Notes: Type any notes about your test here. Peak Power: 57.39 Hp @ 10153 RPM

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Torque

Avg-EGT

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Appendix B: Reduced Data

Table 7: Reduced Data over RPM Range RPM (RPM) Hp (Hp) Torque (ft-lb) ACFM (CFM) A/F (A/F) FuelMass (lb/hr) BSFC (lb/Hp-hr) Avg-EGT (Degree F)

5000 20.3804 21.4120 34.9260 159.9700 0.0000 0.0000 1059.7200

5100 22.0566 22.7180 34.8140 159.4660 0.0000 0.0000 1097.0800

5200 22.0668 22.2825 56.8950 260.6075 0.0000 0.0000 1246.2500

5300 26.2150 25.9825 76.3650 349.7750 0.0000 0.0000 1287.7500

5400 23.0966 22.4563 72.3957 331.6143 0.0000 0.0000 1172.7000

5500 24.4969 23.3773 73.6800 337.4857 0.0000 0.0000 1173.9429

5600 28.6700 26.8800 84.8157 388.4857 0.0000 0.0000 1175.8429

5700 31.6886 29.1886 85.8800 393.3857 0.0000 0.0000 1163.3571

5800 32.0700 29.0514 87.3500 400.0857 0.0000 0.0000 1165.2714

5900 32.9500 29.3271 88.7829 406.6714 0.0000 0.0000 1168.3000

6000 34.4243 30.1371 93.8929 430.0714 0.0000 0.0000 1202.6286

6100 33.5457 28.8629 95.3629 436.8000 0.0000 0.0000 1205.1000

6200 34.6957 29.3657 96.3500 441.3143 0.0000 0.0000 1210.9857

6300 35.2157 29.3729 94.4900 432.8000 0.0000 0.0000 1186.8286

6400 37.8986 31.0486 92.2271 422.4286 0.0000 0.0000 1162.9857

6500 39.3900 31.7663 94.9688 434.9875 0.0000 0.0000 1198.8375

6600 40.5188 32.2500 98.0663 449.1750 0.0000 0.0000 1216.0750

6700 43.1725 33.8613 98.8713 452.9250 0.0000 0.0000 1225.4500

6800 42.5378 32.8533 91.2078 417.7222 0.0000 0.0000 1182.5000

6900 44.1520 33.6120 93.6290 428.8200 0.0000 0.0000 1162.5600

7000 45.4610 34.1100 94.5590 433.1200 0.0000 0.0000 1163.5400

7100 49.1610 36.3700 103.4900 474.0500 0.0000 0.0000 1171.7400

7200 50.0530 36.5110 104.4400 478.3800 0.0000 0.0000 1172.8000

7300 50.5450 36.3670 105.3100 482.3600 0.0000 0.0000 1176.9000

7400 50.7260 36.0000 106.1000 485.9700 0.0000 0.0000 1178.2700

7500 50.2570 35.1860 106.8200 489.2700 0.0000 0.0000 1180.1000

7600 49.7840 34.4010 107.4900 492.3300 0.0000 0.0000 1181.7500

7700 50.1720 34.2210 108.0400 494.8000 0.0000 0.0000 1183.4100

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Figure 22: Graph of Horsepower vs. RPM from Reduced Data

HP = 4E-18(RPM)5 - 8E-14(RPM)4 + 6E-11(RPM)3 + 5E-06(RPM)2 - 0.0178(RPM)

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Figure 23: Graph of Torque vs. RPM from Reduced Data

T = 5E-14(RPM)4 - 1E-09(RPM)3 + 1E-05(RPM)2 - 0.0209(RPM)

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Appendix C: Reduced Data and Graphs for Corrected Horsepower and Torque Graphs

Table 8: Data sheet for Horse Power and Torque Corrected Graphs ACFM (CFM) A/F (A/F) FuelMass (lb/hr) BSFC (lb/Hp-hr) Avg-EGT (Degree F)

34.9260 159.9700 0.0000 0.0000 1059.7200

34.8140 159.4660 0.0000 0.0000 1097.0800

56.8950 260.6075 0.0000 0.0000 1246.2500

76.3650 349.7750 0.0000 0.0000 1287.7500

72.3957 331.6143 0.0000 0.0000 1172.7000

73.6800 337.4857 0.0000 0.0000 1173.9429

84.8157 388.4857 0.0000 0.0000 1175.8429

85.8800 393.3857 0.0000 0.0000 1163.3571

87.3500 400.0857 0.0000 0.0000 1165.2714

88.7829 406.6714 0.0000 0.0000 1168.3000

93.8929 430.0714 0.0000 0.0000 1202.6286

95.3629 436.8000 0.0000 0.0000 1205.1000

96.3500 441.3143 0.0000 0.0000 1210.9857

94.4900 432.8000 0.0000 0.0000 1186.8286

92.2271 422.4286 0.0000 0.0000 1162.9857

94.9688 434.9875 0.0000 0.0000 1198.8375

98.0663 449.1750 0.0000 0.0000 1216.0750

98.8713 452.9250 0.0000 0.0000 1225.4500

91.2078 417.7222 0.0000 0.0000 1182.5000

93.6290 428.8200 0.0000 0.0000 1162.5600

94.5590 433.1200 0.0000 0.0000 1163.5400

103.4900 474.0500 0.0000 0.0000 1171.7400

104.4400 478.3800 0.0000 0.0000 1172.8000

105.3100 482.3600 0.0000 0.0000 1176.9000

106.1000 485.9700 0.0000 0.0000 1178.2700

106.8200 489.2700 0.0000 0.0000 1180.1000

107.4900 492.3300 0.0000 0.0000 1181.7500

108.0400 494.8000 0.0000 0.0000 1183.4100

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This graph is based on the average data of all runs on straight gas.

Figure 24: Non-Corrected Horsepower & Torque Graph on Straight Gas

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Figure 25: Non-Corrected Horsepower & Torque with Fuel Additive

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Appendix D: Sample Calculations

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210000( ) 3.531467 10

5 97.645

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Appendix E: Team Members & Contributions James Fisk

1. Designed & constructed frame for dynamometer test cell; 2. Developed pneumatic shifting device; 3. Reconnected stock ECU to engine; 4. Constructed door hinges for test cell; 5. Operated engine during dynamometer testing.

Michael Guevara

1. Constructed dynamometer test cell; 2. Designed, constructed & installed control console for dynamometer; 3. Reconnected stock ECU to engine; 4. Constructed engine & dynamometer test tables; 5. Project lead.

Gregory Henrikson

1. Researched dynamometer & placed order; 2. Researched & installed ventilation system; 3. Learned how to operate the DYNO-Max software; 4. Developed expo posters.

Brian Hayes

1. Developed experiment for MEE 443; 2. Researched methods of data collection; 3. Primary author for all MEE 443, MEE 487/488 documents; 4. Designed website.

Adam Mitchell

1. Researched dynamometer & ventilation system; 2. Designed & implemented both dynamometer gearing configurations

described in report; 3. Constructed engine & dynamometer test tables.

Curtis Muse

1. Designed & constructed engine mounting brackets; 2. Designed & constructed engine test stand.

Joshua Waite

1. Researched dynamometer & ventilation system; 2. Developed expo posters; 3. Assisted with report writing.