Build, Test, Document
Table of Contents
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Meeting Week 1
Reviewed requirements for quarter
Review feedback from guide, customer, and peers
Head not back yet
Waiting on some stock
Plan of MSD II and Gantt Chart
Discussed possibility of additional injection timing and injector placement research
Meeting Week 2
Phil got new gaskets for the head
John needs exhaust cam info
Chris updated on initial research of injector timing and placement
GT Power needs to be fixed, Taylor is the contact on this
Wiring is close to done on Dyno
engine hopefully in tomorrow, maybe later
coil and plugs on order
new toning wheel on dyno, runs smoother
taylor finalized most of cooling with phil
Evan and Brittany to provide plumbing knowledge and design
John says exhaust pressure sensor would be advantageous
Gantt chart updating as engine is delayed
Combustion model is good with low pumping losses, could be improved
Need to look into a fogger and the dynamics of that system (two stage injectors)
Meeting Week 3
John - Engine simulation works - getting around 42 HP@8500 RPM, peak torque at 7000 RPM, talk to Alexi about proper gearing
Jones - reading a paper on injection timing vs spark timing
Taylor - working on CFD, starting with fan shroud soon.
Stan - working with the encoder, got the wires, just need to connect everything
Friday meeting 10:30-12:30 in MSD conference room to review team dynamics, coming down to the shop afterwords, Formula team (customer) will be making a list for us to work on by then
Phil is working on getting the engine back together and the dyno set up - fuel and cooling is plumbed. as long as timing gets set up correctly should be good to go
Then just troubleshooting within MOTEC configuring all the sensors
Test Plans & Test Results
The goal of this Senior Design project is to increase the fuel efficiency of a single cylinder engine. Testing of the engine is crucial to its modeling and characterization. The main variables under test are torque, speed, cylinder pressure and crank angle. These parameters are important because they demonstrate what kind of improvements, if any, need to be applied to the engine to increase performance. Several sensors are going to be used in conjunction with a DC Dynamometer to obtain results. Data acquisition is based on three main sensors: a fuel flow sensor, a pressure sensor, and a magnetic encoder. The fuel flow sensor under use is the FT-210 Series from Gems Sensors & Control. It is shown in Figure 1. It has a flow range of 0.1 to 2.5 liters per minute and is accurate to within 3%. The sensor is going to measure how much fuel is flowing into the engine. The data acquired is going to be used to determine if the engine’s fuel efficiency meets the group’s specifications.
To measure cylinder pressure the senior design group is going to use a transducer and in-line charge converter from PCB Piezotronics. As shown in Figure 2, the transducer is connected to the spark plug so that it can measure the pressure applied by the piston inside the cylinder at any given time. The output of the transducer is fed into an in-line converter shown in Figure 3. The converter converts the transducer charge output into a voltage. This voltage is then passed through an amplifier and measured. The resultant voltage should be, therefore, a direct indication of how the pressure changes inside the cylinder.An absolute, rotary, magnetic encoder is used to measure crank angle and determine the position of the piston at any given time. The encoder shown in Figure 4 is the sample kit RMK4 from RLS. It works by sensing the changes in magnetic field as the magnet above it rotates. The encoder outputs position in several ways including incremental, analogue sinusoidal, and linear voltage. The senior design group will have to develop a casing for the encoder so that it can accurately measure the crankshaft angle.
The DC dynamometer is a key component of the test plan. The main test performed on the Dynamometer is Torque vs. Speed but several others are going to be performed on it such as cylinder pressure measurements. It is controlled by the ECU shown in Figure 5. One of the group’s main concerns so far is that the ECU does not have a fast enough data acquisition rate to cope with the engine’s high speed and pressure. Therefore, a new serial port card, the NI-PCI6024E, is going to be installed in the ECU. This PCI card is going to be solely dedicated to handle the fast input data.
Once the test plan is completed and all desired tests are performed the group should have a good understanding of how well the engine is performing and if it meets specifications. Several graphs are going to be formulated from the data acquired to model the engine. These include torque vs. speed, horsepower vs. speed, cylinder pressure vs. crank angle, and Pressure vs. Volume graphs.