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A High Performance, Continuously Variable Engine Intake Manifold

A High Performance, Continuously Variable Engine Intake Manifold. Adam Vaughan The Cooper Union Albert Nerken School of Engineering 2010 Master’s Thesis SAE Papers 2011-01-0420 & 2010-01-1112. Goals. Improve drivability and increase engine performance: Variable runner length intake

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A High Performance, Continuously Variable Engine Intake Manifold

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  1. A High Performance, Continuously VariableEngine Intake Manifold Adam Vaughan The Cooper Union Albert Nerken School of Engineering 2010 Master’s Thesis SAE Papers 2011-01-0420 & 2010-01-1112

  2. Goals • Improve drivability and increase engine performance: • Variable runner length intake • Wider power band • Easier for non-professional drivers • Increase low end torque • Keeps top end power • Simpler and safer than turbo / variable valve timing • > 60% of cars Do Not Finish • Failure mode is a static intake • Develop calibrated 1D model

  3. Constraints • 20 mm diameter flow restriction • Always at part load • Packaging envelope • Throttle before restriction • Engine displacement < 610 cc • Modified Suzuki GSXR-600® • 599 cc, SI, 4-stroke, inline 4-cylinder • DOHC, 16-valve, pent roof • 13.5:1 compression ratio • MicroSquirt® Port Fuel Injection

  4. A New Continuously Variable Half-Tube Design Short Runner Length (measured from back of valve) Long Runner Length

  5. Overall Layout Restrictor © 2009 FSAE® Rules Variable Runners Fuel Rail Static Runner Servo Rubber Moldof Intake Port

  6. 1D Simulation Contours of Torque (N·m) % Difference From Baseline Not Packageable 2010-01-1112

  7. 2D Axisymmetric Steady State Restrictor DoE Restrictor Variables ❶ Inlet diameter ❷ Inlet taper angle ❸ Outlet taper angle ❹ Outlet diameter D o Inlet taper angle E Inlet diameter Outlet diameter symmetry axis Outlet taper angle Gambit® Mesh Fully automated generation of meshed geometries through custom Matlab® script or C# GUI Fluent® Simulation Batch simulation of meshed geometries controlled through custom Matlab® script or C# GUI Choked flow Selected design

  8. Contours of Mach Number 3D Steady State Velocity Vectors (m/s) (Along Mid-Runner Plane) Velocity Contours (m/s) (Along Mid-Plenum Plane)

  9. Fabricated Intake (using both CNC and 3D printed molds)

  10. Controller Area Network • Greatly simplifies the wiring harness → only two wires (CANH & CANL) + GND • Used to send and receive data amongst different controllers (e.g. engine speed) • Up to 1 Mbit/s & noise immune

  11. Intake CAN Integration • MicroSquirt™ Engine Controller • Executes code for injection and spark timing • Includes built-in injector and coil drivers • Provides CAN interface for real-time engine status & engine control parameter modification CAN bus • Dashboard dsPIC® CAN Node • CAN for signals (e.g. coolant T) • Tachometer / idiot LEDs & LCD • Gear position segment LED • Traction dsPIC® CAN Node • Traction control algorithm • Measure wheel speed encoders • Retard spark over CAN • Aft PCB dsPIC® CAN Node • Variable intake control • WiFi™ Telemetry • Power control (e.g. fan PWM) Fabricated Aft PCB Fabricated Front PCB

  12. Aft PCB • Intake servo control using CAN provided engine speed • Fan / coolant pump PWM using CAN provided coolant temp. • Provides gear position over CAN • Centralizes the car’s electric power distribution • Simple point-to-point wiring harness • Provides fuses and relays • WiFi™ telemetry

  13. Front PCB • Dashboard dsPIC® • Using CAN, it displays through the LCD and LEDs: • Engine speed from MicroSquirt™ • Coolant temperature from MicroSquirt™ • Current gear from Aft PCB, etc… • Traction control dsPIC® • Measures wheel encoders and can modify MicroSquirt™ spark timing over CAN

  14. Torque & Power Curves at WOT Measured Torque(N·m) preliminary engine calibration, unoptimized cams Measured Power (kW) preliminary engine calibration, unoptimized cams

  15. Torque Contours at WOT Simulated Torque(N·m) before experimental data were available Measured Torque (N·m) preliminary engine calibration, unoptimized cams

  16. Transient Response at WOT Measured Torque at 9,500 RPM preliminary engine calibration, unoptimized cams Measured Torque (N·m) preliminary engine calibration, unoptimized cams

  17. Summary • Designed, analyzed and fabricated a functional variable intake • >22% peak power improvement over previous team’s unoptimized static intake • Empirically demonstrated the ability to shift resonance peak real-time • “More-drivable” engine • <1% increase in powertrain weight • Implemented a CAN microcontroller network • Intake control, dashboard and traction control • Developed platform for automated Fluent® studies • Gained experience working with carbon fiber • Quasi-isotropic FEA for relative improvements

  18. Future Work • Optimize intake cam profile • Additional dynamometer testing • Fix test stand cooling issues • Measure volumetric efficiency directly • Refine engine calibration • Part load operation & BSFC • Expand CFD studies • Calibrate Ricardo WAVE® model against dyno data • Perform coupled transient simulations with Vectis®/Fluent® • Integrate gradient based design optimization • Improve CFRP FEA simulations • Gather actual track data

  19. Acknowledgements • Friends & Family • Formula SAE® • Ricardo®, Inc. • Agilent Technologies®, Inc. • Albert Nerken School of Engineering • Cooper Union Student & Central Machine Shop • Cooper Motorsports FSAE® team

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