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Mass Optimisation Of A connecting RodUtilising Composite Materials Matthew PowellMalcolm McDonaldSchool of EngineeringBEng Motorsport Engineering

Introduction

Powertrain development is vital tosucceed in the automotive industrydue to the demand for smallerengines with higher specific outputand efficiency to meet tougheremission standards. Greaterefficiency and higher specific outputis achieved by more efficientlytransferring force from combustion tothe rotational motion of thecrankshaft, thus, the forcetransferred through the piston to thecylinder walls needs to be reduced.One way to reduce the friction is toreduce the mass of the connectingrod which is typicallyoverengineered.

Aims

The project was based on a Ford 1.6GDI engine and had four mainobjectives with the overall aim toascertain whether a carbon fibreconnecting rod optimised for mass isa suitable replacement for thestandard steel connecting rod.

Objectives

1. Reverse engineer a 1.6 Ford GDI connecting rod

2. Reverse engineer a titanium Pankl rod

3. Perform tensile testing on UD carbon fibre to ascertain material properties

4. Design a connecting rod suitable for manufacture from carbon fibre

AcknowledgementsThe author would like to thank Andrew Tibbet,Dave Cooper, and Mark Fall for his assistanceduring this project. School of Engineering

Methodology

Cylinder pressure data from the GDIengine was used to calculate theforces that the connecting rod issubjected to throughout its lifecycle.The forces were used to calculate thecompressive and tensile stresseswhich are used to calculate:

• Static and fatigue Safety factors• Displacement from compression• Displacement from tension

The connecting rods was modelled inSolidworks and analysed using finiteelement analysis utilising themaximum forces calculated in Excel.This analysis was completed using:

• Solidworks• Siemens FEmap

Carbon fibre coupons were tested intension using a Denison test machine.Unfortunately the machine wasn’tcalibrated therefore the materialproperties calculated were incorrect.Multiple tests were performed toobtain a manipulation value, thesetests include:

• Aluminium fitted with strain gauges• Hounsfield dog bones• Image analysis software

A bladder mould carbon fibreconnecting rod was designed andFEA conducted using:

• Solidworks• Design Studio

ConclusionsUsing the cylinder pressure data itwas possible to successfully reverseengineer both connecting rods andanalyse the effect of mass reductionon friction.

From the research conducted itsknown to be possible to reduce massby the manufacturing the connectingrod from carbon fibre, unfortunatelydue to unforeseen circumstances itwas not possible to get to themanufacturing stage. Therefore it wasnot possible to work out the cost tomanufacture.

Table 1 connecting rod calculations

Results

Material properties, safety factors, displacements for both connecting rods are displayed in table 1.

Table 2 shows the reduction in friction from reducing the connect rod mass.

Connecting rod GDI PanklMaterial 4340 steel Ti6Al4V Grade 5UTS MPA 745 1000youngs modulus MPA 200000 110000Saftey Factor 2.95 3.96Comp dist mm 0.169 0.307Stretch mm 0.050 0.091

Table 2 friction

Table 3 displays the average Youngs modulus, after the extension value was divided by 2.5. this reduction factor was ascertained as an average from the GOM correlate image analysis software shown in figure 2.

Figure 1 Safety factor plot

Table 3 Youngs modulus

Figure 2 GOM Correlate

Fibre orientation E (Gpa)0⁰ 14290⁰ 30

Ez comp 0⁰ 160

NOx Modelling and Combustion Analysis Using Cylinder Pressure DataP146412Malcolm McDonald

School of EngineeringBEng (hons) Motorsport Engineering

Introduction

This project focuses on the formation of 𝑁𝑂 molecules during the combustion process inside a Ford 1L EcoBoost engine. Nitrogen Dioxide, 𝑁𝑂 , is an odourless, colourless gas, that inflames the lining of the lungs and can cause problems such as wheezing coughing, colds, flu and bronchitis.

Test Engine This work focuses the model around a Ford EcoBoost engine, particularly the 1L Fox variant. This engine is a compact, efficient, turbo charged, direct injection engine. Real test data for this engine is used as a comparison to the calculations. Below shows the real NOx PPM output across the rev range for full load.

Log P vs Log V diagrams, like the one above, are used to determine the polytropic index and thus the

start and end of combustion from which a mass fraction burned (below) can be established for each

degree.

The combustion pressure data is used to create a Two-Zone model assessing gas temperatures and volumes in an ‘unburned zone’ and a ‘burned zone.’

Acknowledgements

I would like to express my gratitude to Malcolm McDonald who really captivated me with this topic of combustion and NOx formation, and kept me on track throughout the project.

References1. “Air Quality in Europe – 2018 Report” European

Enviromental Agency.

2. Heywood, J. B. (1988). “Internal Combustion Engine Fundamentals”. New York, McGraw-Hill.

3. 30.Merker, G. P.; Schwarz, C.; Stiesch, G.; Otto, F. (2004). “Simulating Combustion”. Springer. 2nd Edition

Dissociation

At high temperatures during combustion, molecules split into their smaller elements. These smaller dissociated species can then recombine to form other compounds [2].

𝐻 +1

2𝑂 ↔ 𝐻 𝑂

𝐶𝑂 +1

2𝑂 ↔ 𝐶𝑂

𝑁𝑂 +1

2𝑂 ↔ 𝑁𝑂

School of Engineering

The graph above is from the European Environment Agency Air Quality 2018 report which shows that the transport sector is by far the biggest contributor of Nitrogen Dioxide. With the problem set, designers use NOx formation models to calibrate engines with emissions in mind.

Figure 1 - Air Quality Report 2018, biggest contributors to NO2 emissions [1]

Two Zone ModelNOx formation is dependant on the temperature. The below equations are used to determine the properties of each zone;

𝑇 = 𝑝 𝑥 𝑉

𝑅 𝑥 𝑚𝑎𝑠𝑠 𝑜𝑓 𝑎𝑖𝑟 𝑎𝑛𝑑 𝑓𝑢𝑒𝑙

𝑇 = 𝑇 (𝑃

𝑃)

( )

𝑉 =1 − 𝑀𝐹𝐵 𝑥 𝑀𝑎𝑠𝑠 𝑥 𝑅 𝑥 𝑇

𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒

𝑉 = 𝑉𝑜𝑙𝑢𝑚𝑒 − 𝑉𝑜𝑙𝑢𝑚𝑒

𝑇 = 𝑃𝑟𝑒𝑠𝑠𝑢𝑟𝑒 𝑥 𝑉𝑜𝑙𝑢𝑚𝑒

𝑀𝐹𝐵 𝑥 𝑀𝑎𝑠𝑠 𝑥 𝑅

Zeldovich Mechanism

The concentrations of 𝑁 and 𝑂 are used with the NOx formation rate equation [3];

𝜕[𝑁𝑂]

𝜕𝑡= 4.7𝑥10 [𝑁 ][𝑂 ] 𝑒𝑥𝑝 (

−67837

𝑇)

An Investigation into Flow Management Methods to Control Front

Wheel Wake on Open Wheel Race CarsAndrew NobleSupervisor: Tim Tudor


BEng (Hons) Motorsport Engineering

IntroductionThe aim of the project is to successfully characterise the generation and propagation characteristics of front wheel wake on open wheel cars in a computational domain (CFD), validated by an Ahmed Body study.

The initial focus is on the potential for utilising brake ducts, in a thermally deformable manner, to influence the flow around the front wheel assembly.

Secondly, the project focuses on the influence of upstream components on the wake management, looking at front wings, primarily the differing approaches seen between Formula 1 2018 and 2019 regulation changes.

AcknowledgementsJohn Iley of Iley Design and fellow student, Tiegen Lillicrap.

ReferencesAhmad, N. & Gaylard, E., 2010. Mesh Optimisation for

Ground Vehicle Aerodynamics. CFD Letters, 2(1), pp. 54-65.

Axereo-Cilies, J. & Iaccarino, G., 2012. An Aerodynamic Investigation of an Isolated Rotating F1 Wheel Assembly. Journal of Fluids Engineering, 134(12), pp. 101-121.

Lanfrit, M., 2005. Best Practice Guidlines for Handling Automotive Aerodynmaics with Fluent, Darmstadt: Fluent Deeutschland GmbH.


Brake Duct TestingIn conjunction with a project by Tiegen Lillicrap looking at thermal deformability of composites, studies were made into potential benefit from altering geometries.

The study yielded poor results, due to the additional turbulence induced by the geometry changes, forcing the decision to abandon this area of study.

Wheel WakeCFD testing found excellent correlation to published works of the wake structure when the wheel was modelled as a rotating entity.

Comparison of rotating (left) and static (right) wheel wake profiles from CFD testing

Investigated Front Wheel Wake of F1 car (Axereo-Cilies& Iaccarino, 2012)

Front Wing TestingGeometries based on current F1 designs and novel concepts, shown above, were tested in CFD. Full car testing yielded significantly varied results of Cl, Cd and CoP, with an outwash generating front wing proving the most effective and efficient philosophy to follow.

Full Car Front Wing Testing Results

Wheel wake was found to be far better managed by generating an outwash condition with the front wing.

Comparison of Wake Structures between outwash and non-outwash Designs

Testing found significant differences in the wake structures of the geometries based on the outgoing 2018 cars, and the intended 2019 design, highlighting the importance of upstream control over wheel wake. Outwash on the 2018 car is clearly visible, giving wider wake structure. Contrastingly, the reduced outwash, and less controlled front wheel wake on the 2019 car yielded a much narrower wake.

Comparison of Wake Structures and impact on following vehicle.

Front Wing Design Concepts

Wing design was found to have a significant influence of the effectiveness of the floor/diffuser, with up to a 10% CoP change seen.

Full Car Front Wing Centre of Pressure Testing Results

Testing was conducted to determine the loss of Cl and Cd values on a following car. Degradation of up to 20% on Cl and 16% on Cd was found.

2018 and 2019 Baseline Geometry Wake Comparison

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Weight Saving of a Sports2000 MCR Upright Krishna KatwaKelvin Lake



IntroductionThis project arose as the MCR currently weighs 527.5kg, 6.5kgs over the championship minimum weight of 521kg.

The aim was to make the new upright 0.5kg lighter, whilst being strong enough to ensure it wouldn’t fail on track. This would equate to 1kg across the axle and potentially lead to a 0.03 second lap time benefit. (McLaren, 2013)

This was done through the use of topology optimisation and finite element analysis (FEA).

ResearchWhen designing a new upright 2 key points must be considered (Staniforth, 1994) :

• The upright must not come into contact with the wheel rim

• The further outboard an upright can be placed, the less the wheel levers against the suspension links

• The upright will be exposed to ‘shock’ loads, such as hitting a kerb (Wong, 2007)

• Along with ‘shock’ loads, a ‘worst case’ scenario must be considered, this would be when the car brakes during cornering (Dhakar & Ranjan, 2016)

Compliance in the upright must be kept to a minimum as works from Smith, 1978 and Gillespie, 1992 show. As the upright ties the suspension together it will have a big influence on the path the wheel takes when disturbed. Therefore, if the wheel is not in predictable contact with the track then the driver will not be able to perform to their maximum.

Methodology

AcknowledgementsI would like to thank Paul Davies for assistance in designing and welding the twist rig.

I am also grateful to Team MCR for lending me the upright to test and for providing me the initial CAD model of the Upright.

ReferencesDhakar, A. & Ranjan, R., 2016. Force Calculation In Upright Of A FASE Race Car, Bamgalore: RV College of Engineering.

Gillespie, T., 1992. Fundamentals of Vehicle Dynamics. Warrendale: Society of Automotive Engineers.

International Organization for Standardization, 2011. Road Vehicles -Vehicle dynamics and road-holding ability - Vocabulary. [Online]

Mclaren, 2013. Formula One Race Strategy. [Online]

Smith, C., 1978. Tune to Win. Fallbrook: Aero Publishers

Wong, A., 2007. Design and Optimization of an Upright, s.l.: s.n.

ConclusionThe weight saving goal of this project (0.5kg) would equate to roughly 0.03 seconds per lap. However, with the proposed upright design being 26% lighter than the current upright, the weight saving that could be achieved was 0.95kg. This would lead to a potential lap time benefit of almost 0.06 seconds per lap. Therefore, the increased deformation is acceptable.


Sports2000 MCR(Photo courtesy of UWTSD).

The upright was workshop tested with 15kgs applied at each attachment point. In the X,Y and Z directions according to ISO standard 8855. (International Organization for Standardization, 2011)

Three DTI gauges were used to measure defection, one at the attachment point and one on each side of the rig to measure the deflection in the rig.

Workshop Test of Top Attachment Point in Y Direction.

The workshop testing setup and applied loads were used to form the basis of the topology optimisation. The result of the optimisation influenced the new uprights design.

To allow for valid FEA to be carried out on the new upright design, the results of the workshop test were replicated in FEA.

The new upright was put through the same FEA workshop testing to allow comparison with the current upright design. Both uprights underwent FEA using track data to calculate the forces the upright would see. A ‘worst case’ scenario was also tested.

ResultsThe result of the optimisation is shown below, the key areas where material needs to be are clear to see.

The results of the ‘worst case’ FEA testing of both upright designs can be seen below:

New Optimised Upright Design

Results of ‘Worst Case’ FEA

Optimisation Results

Aerodynamic Development & Optimisation of an MCR Open Sports Series Front Wing

John Michael HughesTim Tudor



The main ambition is to further maximise the generated frontal downforce, compared to the baseline splitter geometry, however, maintain aerodynamic efficiency and balance to increase the working window of the concept, thus making a more predictable vehicle.

References• Selig, M. S., Guglielmo, J. J., Broeren, A. P. & Giguere,

P., 1995. Summary of Low-Speed Airfoil Data, Virginia Beach: SOARTECH PUBLICATIONS

• Jung, J. H. et al., 2012. Endplate effect on aerodynamic characteristics of three-dimensional wings in close free surface proximity. InternationJournal of Naval Architecture and Ocean Engineering, 4(4), pp. 477-487.

Your Pic


JHTT02 Baseline Geometry

Isolated Main Plane TestingUtilising a design of experiment approach, the interaction between height above ground plane and angle of attack were investigated, finding that a 60mm height and 1.47° incline angle were optimal for the isolated main plane.

Post-processing results display an increased velocity with greater pressure differential compared to that of the baseline splitter.

DOE Variable Interaction Response Plot (Cl)

S1223 Main Plane Velocity Contours at Optimised Attitude

Isolated Multi-Element TestingThe investigation of a secondary element carries with it further variables of consideration, being, Height, Angle of Attack, Positive and Negative Overhang and Chord Length, relative to the main plane, as informed by the previous study.DOE was once again implemented to map the interaction between the given variables.

It was found that the increase in mass expansion allowed a greater negative pressure to be developed below the main plane, generating a greater gain in pressure differential, though a substantial increase was divulged, efficiency remained within an acceptable range.

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S1223 Multi-Element Velocity Contours at Optimal Attitude

S1223 Multi-Element Wing Pressure Distribution

Vehicle ImplementationAnalysis of initial full vehicle testing highlighted a pressure distribution issue. The optimised compound wing geometry as informed from the DOE studies was minorly modified to distribute the negative pressure with greater uniformity to allow a wider performance window when considering vehicle dynamic attitude changes.

S1223 Multi-Element Wing Pressure Distribution

To further optimise the working area of the wing, a study into end plate implementation was conducted.

Results from the study correlated well with (Jung, et al., 2012), concluding that redirecting the trajectory of the developed vortices proved beneficial. The finalised design has increased levels of downforce, though at the expense of increased drag force. However, the centre of pressure (Cp) location was favourably biased towards the front.

ConclusionThe findings from the project show that the compound wing design allows for superior control over Cp as well as a substantial increase in downforce. Studies also highlight the importance of end plate design in increasing the working area of a wing.

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Additional modifications were made to the nose cone and pontoon structures to accommodate the newly developed wing concept.

AcknowledgementsI would like to thank John Iley for taking time out of a busy schedule and providing guidance throughout this project.

Vehicle with Compound Wing Underside Pressure Contours

End Plate Vortex Formation (Jung, et al., 2012)

Front & Rear Downforce + Balance

IntroductionThe prominent utilisation of wings within motorsport has long been thought to be of a standard practise. Controlling the fluid flow to produce a downward vertical force.The project focuses on the design and optimisation of a multi-element front wing concept, using an S1223 high lift profile (Selig, et al., 1995)for an OSS sports prototype race car, through validated CFD numerical analysis.

JHTT02 Baseline Splitter

Determining the Relevance of the MIRA Reference Geometries to the Modern Automotive Design ProcessOscar Rigsby HardwickTim Tudor



Introduction

This project focused on the use ofsimple reference geometries, in thisinstance the MIRA referencegeometries (Fig 1), and determininghow relevant they are to themodern automotive design processthrough extensive CFD(Computational Fluid Dynamics)testing. A great deal of researchhas been carried out on both theMIRA geometries and other simplereference bodies in the past.Certain papers have focused onshape optimisation using CFD [1],whilst others have used referenceshapes as a starting point todevelop new and more modernreference geometries [2]. However,a gap exists in the literature wherein which these referencegeometries are looked at aspotential aids to actual automotivedesign. This project looks to explainhow suitable, if at all, the MIRAreference geometries are to acompany looking to develop anddesign a new vehicle. Byconducting CFD simulations on thevarious MIRA geometries, as wellas on some basic aerodynamiccomponents, a picture can beformed of how these geometriesact comparative to thecharacteristics seen in modernvehicles

References[1] Howell, J., Passmore, M.A. and Tuplin, S., 2013. Aerodynamic Drag Reduction on a Simple Car-like Shape with Rear Upper Body Taper. SAE International Journal of Passenger Cars – Mechanical Systems, 6(1), pp.52-60.

[2] 18. Heft, A.I., Indinger, T. and Adams, N.A., 2012. Introduction of a New Realistic Generic Car Model for Aerodynamic Investigations (No. 2012-01-0168). SAE Technical Paper.

[3] 25. Lienhart, H., Stoots, C. and Becker, S., 2002. Flow and Turbulence Structures in the Wake of a Simplified Car Model (Ahmed Model). In New Results in Numerical and Experimental Fluid Mechanics III (pp. 323-330). Springer, Berlin.

[4] 28. Palaskar, P.M., Kumar, V. and Vaidya, R., 2016. Methodology Development to Accurately Predict Aerodynamic Drag and Lift for Passenger Vehicles Using CFD (No. 2016-01-1600). SAE Technical Paper.


Project Aims & ObjectivesSpecific Aims:

1 – To develop a validated CFDmodel of the MIRA notchbackgeometry using methodspreviously determined through anAhmed body study.

2 – Compare the drag and liftcoefficients and air flowstructures of the different MIRAreference geometries.

3 – Design and attachaerodynamic components to thenotchback geometry to show howthey affect the lift, drag, and airflow.

Objectives to Achieve SpecificAim 1:

1 – Complete software calibrationusing the Ahmed body and otherrelevant parameters derived fromprevious studies.

2 – Apply these calibrationsettings to the MIRA notchbackgeometry, making necessaryalterations to achieve calibrationreflective of real-world values.

3 – Attain a complete andcalibrated simulationenvironment for use with thenotchback and other MIRAreference geometries.


1 – Run CFD simulations on allMIRA reference geometrieswithin the previously calibratedsimulation environment.

2 – Collate results fromcompleted runs.

3 – Compare and analyse theseresults in terms of the drag andlift coefficients of each MIRAgeometry.

4 – Compare and analyse thediffering air flow characteristics ofeach MIRA geometry.

MethodologyCalibration of CFD Software:Prior to testing the specific MIRAgeometries, CFD simulation can beconducted as the software itself needsto be calibrated so suitably accurateresults can be attained from thesimulated running. By using anothergeneric body, in this case the Ahmedbody, calibration of the software canbe completed.

Figure 2 – Target Cl and Cd values for Ahmed Body Simulation [3]

Once the Ahmed body matches thereal-world values (Fig 2), adjustmentscan be made to the simulationenvironment to better accommodatethe physically larger MIRA notchbackgeometry. Once the optimisation wascompleted a set of simulation settingscould be documented and used for theremainder of the project. These finalsettings can be seen in Fig 3.

ResultsMIRA Geometry Comparison:

Figure 6 – Mira Geometries Drag and Lift Coefficients. Drag Values are in bold.

The drag and lift coefficients of each ofthe four MIRA reference geometriesare compared in Fig 6. The calculatedvalues matched those detailed inexisting literature [4], and providedexpected differences in the geometrieslift and drag values.

The fastback geometry provided themost efficient air flow characteristicswith a near to zero, neutral lift value,as well as the lowest drag of anygeometry. This is due to a shallow rearwindow angle that keeps air flow wellattached compared to the othergeometries, thus forming less turbulentair behind the geometry. The estatelies at the opposing end of theefficiency spectrum, with high negativelift and a much larger drag coefficientthan any other shape. Both thenotchback and pickup performedsimilarly to one another, producingcomparable levels of aerodynamicefficiency.

Front Air Dam Results:

The front air dam running yieldedresults not analogous to real-worldinstances of the same element.

Figure 7 – 230mm Front Air Dam Air Velocity Contours

Fig 7 shows an example of how airflow structures form around thenotchback geometry with the 230mmfront air dam.

ConclusionsHaving gathered results for thedifferent MIRA geometries, alongwith the front air dam and rearspoiler studies, clear conclusionscan be drawn on the relevanceof the MIRA referencegeometries to the modernautomotive design process.

The way in which the MIRAgeometries are designed is fartoo angular when compared tocurrent automotive design. Thisangular form causes much moreturbulent air and separationacross all variants of the MIRAgeometries. Similar air flowstructures have been designedout of modern vehicles fordecades in favour of low drag,smooth curve designs. Becauseof this, the MIRA referencegeometries in their current formare not relevant to the modernautomotive design process andwill not be suitable as a designaid. In addition, the rear diffuserpresent on all of the MIRAgeometries causes differentresults compared to most real-world vehicles whenaerodynamic elements areadded and tested. For thisreason, the MIRA geometriesalso do not function as a suitabletest bed for aerodynamicelement design and testing.

Recommended FurtherWork• Wind tunnel validation

• Re-design of geometries

• Add new shapes e.g.hatchbacks and crossovers.

Figure 1 – 3D Representations of MIRA Reference Geometries


1 – Use suitable computer aideddesign (CAD) software to design andattach aerodynamic elements to theMIRA notchback shape.

2- Run CFD simulations on thenotchback geometry and addedaerodynamic elements within thepreviously calibrated simulationenvironment.

3 – Compare and analyse how theaddition of aerodynamic componentsalters the drag and lift coefficients andair flow characteristics of thenotchback.

Ahmed 25 Lift

Coefficient (Cl)

0.345

Ahmed 25 Drag

Coefficient (Cd)

0.299

Solution Method Coupled

Element Minimum Size 0.7

Element Scale 0.75

Prism Layers 5

Domain Size 3L Forward. 5L

Backward. 2H Up. 2W

Side.Turbulence Model K-e realizable

Wall Functions Scalable Wall

Wake Box Yes (0.5L Forwards. 1.5L

Backward. 0.5H and

0.5W)Underbody Box Yes

MIRA Geometry Comparison:Upon completion of the initialnotchback running and calibration, theother MIRA reference bodies were runusing the same settings. From theseruns a comparison was drawn betweenthe different geometries in terms oftheir drag and lift coefficients. Anassessment of how air flow differedbetween the different body shapes wasalso achieved, by utilising the pressureand velocity contour functions availablein ANSYS.

Aerodynamic Element Study:Two elements were tested at variousheights as a part of this project. First ofthese was a front air dam (Fig 4) andthe other a rear spoiler (Fig 5)

Figure 4 – Notchback Geometry with Air Dam

Figure 5 – Notchback Geometry with Rear Spoiler

For the front air dam a slightadjustment to the simulationenvironment was required. The prismlayers were not effective around theharsh angles of the air dam, and thushad to be removed. An increased meshdensity was introduced underneath theshape to compensate for this change.Once this adjustment was completed, afull set of results for air dam heightsbetween 200 and 250mm was attained,at 10mm intervals.

The rear spoiler did not suffer from theprism layer issues experienced with thefront air dam running. Therefore,simulation of the rear spoiler heightsbetween 25 and 50mm, at 5mmintervals, was completed without issueand a full set of results collected anddocumented.

Figure 3 – Summary MIRA Notchback CFD Settings

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This height sits in the middle of thoseused and shows the characteristicsthat cause the results to differ fromreal-world situations. The front airdam should cause air to flow morequickly underneath the body,lowering the air pressure belowcomparative to the air pressureabove, thus producing negative lift,or downforce. However, because ofthe angled diffuser found on theMIRA geometries, this does nothappen. The air flow has to movefurther to re-attach to the bodysurface underside, creating turbulent,low velocity air. A delta in airpressure above and below the bodyis therefore not present.Consequently, instead of negative liftbeing produced, the testing for thisproject produced positive lift as aresult of the MIRA geometry’sdesign.

Rear Spoiler Results:

Although the rear spoiler producedvalues closer to those expected,there were still subtle differencesbetween results and how the elementwould react in the real-world.

Figure 8 – 40mm Rear Spoiler Pressure Contours

Fig 8 shows how the air pressurechanges around the rear of thenotchback geometry with a 40mmrear spoiler attached. The small areaof high pressure that builds up infront of the spoiler is the textbookway in which this element shouldwork. By creating turbulent slow air infront of the spoiler, an increase inpressure is formed. This not onlygenerates a delta above and belowthe body that promotes negative lift,but also allows the air flow to attachabove the high pressure area off ofthe top of the body. Theoretically, thisreduces drag and turbulent air flowbehind the geometry.

Thermally Induced Effects on Carbon FibreTiegen LillicrapSupervisor: Kelvin Lake



Introduction(McBeath, 2015) discusses in his 2015 book, how motorsport manufacturers explore the limits of the regulations to achieve aerodynamic benefits, with certain benefits being achieved through thermal input. As such it was decided to explore the principle of exposing carbon fiber to varying heat treatment to determine two separate factors:

• The extent of expansion as a result of heating and whether an aerodynamic benefit within a brake duct application is achievable.

• How repeated thermal exposure effects the structural properties of carbon fiber.

For all investigations within this project MTC400 T800 UD carbon fiber was used. Deformation StudyTest ProcedureInitially tests using an aluminium block and design studio test with bi-metallic strips were carried out to validate both the test procedure and computer software.280mm x 280mm square test samples of carbon fibre were measured at ambient before being heated to 100°C where the dimension were measured again. Measurements were taken using a digital height gauge, shown in Figure 1. It is worth noting the test procedure does not account for the test piece cooling between removal from the autoclave and measurement of dimensions.

Summary of OutcomesAs shown by figures 4 and 5 the results of the testing show that after prolonged heat treatment (50+ cycles) the test samples begin to degrade which matches with research by (Daguang, et al., 2013) and (Ghasemi & Moradi, 2017). However issues with the tensile test equipment meant that a true value of the change experienced by the test samples cannot be determined.

Figure 2: (a) Test Samples with Thermocouples Attached in Autoclave for the thermal cycling tests. (b) Denison Tensile

Machine used for Tensile Testing

Figure 1: Photo of the measurement process used when recording the dimensions of the carbon fibre before and after the test sample has been exposed to heat (Lillicrap, 2019)

AcknowledgementsSpecial thanks to Andrew, Chris and my family.ReferencesMcBeath, S., 2015. Competition Car Aerodynamics: A Practical

Handbook. 3rd ed. s.l.:Veloce Publishing.

Ghasemi, A. R. & Moradi, M., 2017. Effect of Thermal Cycling and Open-hole Size on Mechanical Properties of Polymer Matrix Composites. Polymer Testing, Volume 59, pp. 20-28.

Daguang, L. et al., 2013. Effect of thermal cycling on the mechanical properties of Cf/Al composites. Materials Science & Engineering A, Issue 586, pp. 330-337.

Summary of OutcomesThe results of the testing are shown in table 1, The test results were used to determine the coefficient of thermal expansion. The vast variation in values is a result of errors within the test procedure due to it not accounting for the level of cooling that the carbon fiber experiences. As evident from the results, the deflection is not large enough to significantly affect the aerodynamics.

Discussion of ProjectThe results of both thermal studies proved that subjecting the carbon fiber test samples to thermal treatment can cause variation in the test samples. In terms of deformation the values achieved are not large enough nor is it viable to be utilized for an aerodynamic benefit. Further to this, thermally cycling the test samples does greatly impact the mechanical and structural properties of the carbon fibre although the exact effects are yet to be conclusively determined.


Thermal Cycling StudyTest ProcedureTest samples were exposed to 0, 10, 20, 50 and 100 cycles. One cycle meant that test samples were placed into the autoclave at ambient and heated to 100°C. Each sample was held at either temperature for 20 minutes. All test samples returned to ambient before another cycle was initiated. After cycling 20 samples of the 0, 50 and 100 cycled test samples were subject to tensile testing as well as 10 of the 10 and 20 cycled pieces. 8 of the 0, 50 and 100 test samples were also subject to non destructive testing.

TABLE 1: Achievable DeformationDeformation

Fiber MatrixTest 1 0.016 0.273

Repeat 0.026 0.143Autodesk 0.012 0.300

The results can be further summarized to two main outcomes:• The tensile test prove that the test

samples become weaker however it becomes increasingly difficult to determine an exact break load with 50 and 100 cycled test samples as such the predictability of the test samples has decreased.

• The non-destructive testing showed that deterioration of the epoxy only became evident after 100 cycles where microvoids and cracks began to become apparent.

Figure 3: Non-destructive Test Procedure using Thermography Camera

(a)

(b)

20

25

30

35

40

45

50

0 2 4 6 8 10 12 14 16 18 20 22

Load

(kN

)

Test No.

Break Load Vs Test No.

0 Cycle 50 Cycle 100 Cycle

(a) 0 Cycle (a) 100 Cycle

Star

tEn

d

Figure 3: Graph of Varying Break Loads for 0, 50 and 100 Cycle Tensile Tests

Figure 4: Example Results

of Non-Destructive

Tests. Comparison of 0

and 100 cycle results with

areas of intense heat shown in bright pink.

Aerodynamic Concept Testing Of a Sports 2000 MCR Using Driver In

The Loop SimulationJack B BridgelandSupervisor : Tim Tudor



Figure 1 – Project Plan


Computational Fluid Dynamics (CFD)CFD was used to predict the aerodynamic characteristics of each of the concepts (Lanfrit, 2005). The three things that are important to making an accurate simulation model is the Cl, Cd and CoP. Each model was tested and the results below were obtained.

SimulationThe simulator runs from software based on the ISI motor which was produced for use in motorsport and especially Formula One to optimize and test changes without having the extra cost of track time (Morse, 2016).The coding of the simulator has a main folder called the HDV file which is where the base of the physics is programmed.

Simulation ValidationThe simulator models needed to be validated to confirm that the physics engine was predicting the aerodynamic values accurately. An investigation was undertaken to validate the Cl, Cd and CoP of each simulation concept using industry relevant tests which are the constant speed test and a coast down test.

Practical TestingPractical testing was performed to program the physical figures of the vehicle, these are outlined below:

• Mass Distribution – using Intercompcorner weight scales.

• Engine power – using the MahaDynamometer.

• Spring rates – using a spring rate compressor.

These were programmed to compare the original simulation model to the real vehicle race data which made the model correlate with greater accuracy.Final Concept Lap TestingEach concept was tested by utilising two different tracks with two different drivers. The results are shown below (Graph 4). The Mk2 displays a small improvement and the MK4 shows the best outcomes, resulting in a faster lap time compared to the MK1 baseline model. Consequently, the MK4 being the most effective concept to produce.

Baseline modelA pre-existing simulation model exists of the MCR which was compared to the real MCR 2018 race data and was proven to not be representative.

AcknowledgementsI would also like to thank fellow students Andrew Noble, John Hughes and George Jones.

ReferencesMorse, P., 2016. Race car tuning with driver in the loop simulators.

Lanfrit, M., 2005. Best practice guidelines for handling Automotive External Aerodynamics with FLUENT.

Bridgeland, J. B. & Noble, A., 2018. Group Project Report - Simulation

IntroductionThe aim of this report is to investigate the dynamic characteristics of different aerodynamic concepts of a Sports 2000 MCR, which is owned by the university. The university's Base Performance simulator 4.8 was utilized to simulate the new concept designs previously produced in other projects within the university.

Figure 2 – Simulator File Structure(Bridgeland & Noble, 2018)

Graph 2 – Concept aerodynamic value comparison

Graph 1 – Speed Comparison of Standard and Real Vehicle Data

Graph 4 – Concept Lap Testing Results

Figure 3 – The Four Concepts Being Investigated

Graph 3 – Simulation Validation Test Results

Parametric Diffuser Development for the MCR S2000 with the use of CFDChristos David ZoisTim Tudor


BEng Motorsport Engineering


Project AimsA number of studies were conducted using CFD to develop a diffuser specification for the MCR S2000 car to compete within the OSSChampionship. The aims of the project were to increase aerodynamic performance and to bring the CoP further rearwards due to a new splitter design producing large amounts of frontal downforce. Initially the centre section of the diffuser was developed followed by the side tunnels. Finally, a study with the goal to reduce tyre squirt was conducted. Attitude studies were performed for the initial and final designs.

Baseline Results ComparisonCFD results compared to provided TotalSim data (60mm ride height)

• 0.467 Cd – with a 0.01 ΔCd to TotalSim data• 0.350 -Cl – with a 0.015 ΔCl to TotalSim data• 43.96% Balance (% front) – with a Δbalance% of 0.13% to

TotalSim data

Diffuser Centre Section Development• Diffuser angle study: 8˚ performed the best• Diffuser overhang study: 0mm performed the best• Diffuser kickpoint study: not performed due to packaging

limitations

Diffuser Side Tunnel Development• Diffuser angle study: 8˚ performed the best• Diffuser kickpoint study: 1000mm ahead of rear wheel axle

performed the best• Diffuser overhang study: 125mm performed the best

Strake StudiesStrake studies for the central section and side tunnels were performed separately.

• Centre section: 2 strakes equally spaced from each other outperformed the 1, 3 and 4 strake setups

• Side tunnels: 3 strake designs with 1 & 2 strake configurations were tested (6 in total), non of which performed better than the initial (empty) side tunnels

Tyre Squirt Reduction Study• Tyre shelf study: increased tyre squirt, reducing

diffuser performance• Wheel well cutaway study: reduced pressure in

wheel well (like louvres), reducing the effect of tyre squirt, enhancing overall diffuser performance

Final ResultsFinal optimal diffuser configuration results compared to initial model without diffuser at 35mm ride height

• 0.418 Cd – Increase of 0.002 Cd, equivalent to <2N of drag at 35m/s• 1.342 -Cl – Increase of 0.922 -Cl, equivalent 880N of extra downforce at 35m/s• 58.66% Balance (% front) – 11% further rearwards

Pressure contours

of underbody. (from

left to right, initial

model with no

diffuser, optimal

design after centre

section study,

optimal design after

side tunnel study)

Tyre

shelf

Wheel

well

cutaway

Vorticity comparison of design

before (left) and after (right) wheel

well cutaway. Red circle:

uninterrupted outer side tunnel wall

vortex. Yellow circle: Reduced

turbulence behind rear tyre

LMP1 & LMP2 underbody regulation boxes after the 2004 regulation change (left) and

side tunnel diffuser design inspired by these regulations working around the packaging

limitations (right). (Fuller, 2004)

ReferencesMcBeath, 2017Katz,2006ANSYS, 2012 Cooper, 1998 Lanfrit, 2005 MIRA, 2018 Toet, 2017 BRSCC, 2018 MotorsportUK, 2018

Project Title in Regular Font Size 48Jack HazlewoodMalcom McDonald



IntroductionThe project is based on engine tuning and mapping. There will be the aim of increasing the horsepower of the car while using a knock sensor to ensure the power delivery is safe. All parts of mapping will be adjusted, things such as fuel, timing and boost pressure.

The car being used is the Nissan 200sx with a quoted power output of 197 BHP. This is a 2.0 litre turbocharged engine. The turbo used is a T28 turbo. The car will be fitted with an aftermarket ECU to make tuning all aspects of the engine more efficient. The ECU being used is the Link G4+. This Plugs straight into the standard chassis harness.

Project Aims• Adjust the fuel table to get

optimum power from the fuel

• Adjust the timing table to produce max power with the consideration of detonation.

• Adjust the wastegate duty to allow changes in boost pressure.

• Look at throttle part loadings to see the effects.

AcknowledgementsI would like to acknowledge Mark Fall for all the dynamometer help and support. As well as Malcom McDonald for the inspiration and support throughout the project. Finally I would like to thank Morgan Kirkham-Jones for the support in completing Dynamometer runs.


MethodologyTo start the car needs to be strapped down on the dynamometer and the program turned on. The cars RPM needs to be set due to lack of OBD port and therefore a RPM driving trial needs to be completed. With the correct settings inputted into the program, the car can be started and the run started. Take the car to the RPM limit to get maximum power figures. Save the run on the program to the built in database. Make any relevant changes to the map and then complete a new run.

ResultsThe results of the project show that there was an increase of 75% power from the quoted power output. This was due to a variety of changes to the mapping of the car. From start to finish the car runs a lot smoother and keeps a consistent AFR. It showed that reducing the duty cycle of the fuel improved the engine performance, however with the engine going too close to stoichiometric meant the engine got too hot and therefore an AFR of around 12.5 showed best results. The ignition timing was altered using a knock sensor to pickup frequencies within the engine. More power was made with an advanced timing but the engine was knock limit. Finally the turbo showed an efficiency of around 75%, this was done with the wastegate fully shut to a RPM of 3500.

ConclusionTo conclude the project, more horsepower was extracted from the engine using boost, fuel and timing. The engine was monitored using AFR, boost sensor, knock sensor and thermocouples in the exhaust. The octane rating of fuel allows for a more advanced timing and therefore improves the performance of the engine. The project was a success, with knowledge being gained and the drivability of the car being improved.

Redesign of A Suspension Upright For Increased Volume production

For the Chinese MarketAlireza MahdiyezadehKelvin Lake


BEng Motorsport Engineering

IntroductionFor this project the front SuspensionUpright from the Zen Track has beenchosen to be analyzed.

The UK car manufacturing has beencompared to the Chinese carmanufacturing from low to highvolume to analyze the strategy andpoints that they are using to reducethe cost and increase the volumewith standard quality.

To take the production to the Chinesemarket and reduce the cost threefacts need to be analyzed:

1. Light weighting and using lessmaterial

2. Material choice

3. Manufacturing technique

Light weighting or weight reducingSteps to reduce the Upright weightand redesign the component:

• Original model physical static test

• Original model FE model

• Comparison between physicaland FEA test to find the originalupright material

• Create the packaging space

• Set the packaging space into theGENESIS soft wear and run

• Three different weight percentagehave been run at 30%, 13% and9%

• Import the result into the solidworks to design the new upright

• End up with two different designwith different shape and materialusage

• New designed upright FE model

• Comparison between the originalupright FEA test and new designFEA test

First Suspension upright design with complex shape and high cost of manufacturing

This figure is the result of topology optimization and it is the structure of the new upright that shows how much and where the material need to be to design the new upright.

AcknowledgementsWork shop assistances

Referencessun, I. y. (2017). the next factory of the world.

London.

L.Rooy, J. G. (2004). aluminium alloy casting. THE USA: ASM international & AFS.

I.Isayev, A. (1987). injection and compression moulding fundamental. New York: Marcel Dekker/ Inc.

Sigmund, D. t. (2003-2004). topology optimization. Lync by: Springer.

MaterialsAnalyse the three different possible material for the upright which is:

1. Aluminium and aluminium alloys

2. Magnesium

3. Cast iron

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Second and final design to reduce the cost of manufacturing

Original Zen Track suspension upright

Manufacturing Technique1. Lost-wax casting to manufacture both

of the designs2. Sand casting3. Centrifuge casting4. Squeeze casting5. Forging

Cost and

manufacturing

Sand casting Centrifuge

casting

Squeeze

casting

forging Lost-wax

casting

Unit cost £20 £22 £21 £27 £23

Units/hour 20 200 60 300 100

Tools cost £10 £100 £500 £3000 £45

Units

produced /

tool

10 90 100000 100000 8

Tooling cost /

unit

£1 £1.11 0.5p 3p £5.63

machining £15 £15 £11 £13 £21

drilling £8 £8 £8 £8 £8

threading £4 £4 £4 £4 £4

Unit cost £48 £50.11 £44 £52.03 £61.60

Material

compression

Magnesium VS aluminium Cast iron VS aluminium

density Lower Higher

stiffness Lower Higher

price Higher Lower

Edu pack, C. (2018). CES Edu pack. Swansea: UWTSD.

Braking and wishbone forcesBrake and wishbones forces have been calculated while measured the weight of the Zen Track and height from ground to the wishbones to create the FE model of the new upright design.

Conclusion• FEA test with real calculated forces

have been done and end up with excellent result

• 20% of the weight have been reduced• 100.000 upright plane to produce a

year so squeeze casting will be chose for the manufacturing technique with cost of £44 per unit

• Aluminium alloy-6061 is one of the best choice for the upright

Reverse Engineering Of An Automotive Wind Tunnel Composite Fan BladeGavin Spring-BenyonSupervisor: Kelvin Lake



IntroductionF1 Customer commissionedLentus Composites to perform areverse engineering investigationto determine design criteria andmanufacturing process for a likefor like replacement wind tunnelblade. This was entrusted to theauthor to fulfil the commission.

The project entailed carrying outstiffness and vibration dynamictesting of the current originalblade to identify its performanceand design targets. These areused to define the new bladedesign. FEA and designoptimisation was used todetermine a composite laminateand structure to match theperformance of the current blade.AimsA review of data from availableliterature, together with results fromtesting the original blade supporteda scheme of work devised withdesign targets to develop thereplacement blade ( Table 1).

AcknowledgementsA special thank you to NolanRichmond and Graeme Hyson forthe continued guidance over the pastyear.

ReferencesHyson, G. (2018, September 12). Fan Blade FEA Results. (G. Spring-Benyon, Interviewer)

Mattews, F. L., & Rawlings, R. D. (1994). Composite Materials Engineering And Science. North America: CRC Press LLC.

NASA. (1998). Design and Manufacture of Wood Blades for Windtunnel Fans. Gloucester: NASA.


MethodologyA whiffletree was designed to load, test and assess stiffness of the current blade (Figure 1).Graph 1 are the results of that testing and shows how the displacement defines the stiffnesscriteria of the new blade. To find the 1st mode shape and frequency of the blade, LDV testing wascarried out (Figure 2). From that testing, the design targets were determined. The FEA modelwas developed after carrying out parameter studies. The studies validated the results of the FEAmodel by matching results with coupon testing (Figure 3).

Final DesignThe final design comprised:1.Steel Foot2.Foam Core3.UD Laminate4.Full Blade Laminate5.Steel Sleeves6.Shroud Foam Core7.Shroud Composite Skin

Table 3 is evaluating the performance of the final designagainst the design targets.

However, further development is required to solve a composite bonding stress issue between the foot and foam core joint (see Figure 5). Conclusions

The new blade design achieves therequired targets. However, furtherwork is needed to solve the bondingstress issue. Also the performanceand reserve factors need to bediscussed with the customer priormanufacturing a prototype fortesting.

No. Task Description/Notes

1Create CAD model of the

current blade

2Calculate blade loading and

distribution

The methods developed in the literature review are used to

calculate both the aerodynamic and centrifugal loadings

3 Design testing rigThe loadings found from the

calculations are used to design a whiffletree stiffness testing rig

4 Stiffness testingCarry out the testing to find the

current blade stiffness

5 Tap testingUsing a combination of using LDV and a single accelerometer testing rig to find the current blade modes

6 Mass testingMeasure the current blade to find the total mass and the centre of gravity

7 Develop FEA modelDevelop the methodology of how to

model the blade8 Develop blade design9 Develop blade laminate

The principle tasks were• Investigate the current blade

loading• Identify blade performance

requirements• Test current blade performance• Identify achievable design

targets for the new blade• Build FEA methodology and

create FEA model• New blade design to achieve

design targets

Table 1 scheme of work

Figure 1 whiffletree rig testing blade stiffness

Figure 2 LDV & F&S results of the 1st mode shape

No. Target Value1 New Design To Match Current Blade Stiffness Match the values from testing2 Design To Cope With Centrifugal Loading At MAX Rotor RPM Value to be calculated3 Total Blade Mass To be the same4 New Design To Match 1st Mode Frequency To match the current blade5 New Design To Match 1st Mode Shape Bending Mode

6 The CoG 𝑍 distance𝑍 To Be No More Than Current

Blade7 Steel Foot Stress To Be Half Of Material Yield Point Depending On Material8 Composite Strain Be Below 3000 Microstrain

Table 2 design targets of the new blade determined from the methodology

Figure 3 blade FEA model and coupon for validation studies

No. Target Value Pass? Acceptable? Why?/Notes

1New Design To Match Current Blade Stiffness

Match the values from testing

No Yes

The blade stiffness was only at worst 9% stiffer. The performance

is to be discussed with thecustomer to reach an agreement.

2

The Design To Cope With Centrifugal

Loading At MAXRotor RPM

Value to be calculated

YesComposite not failing under load, but safety factors to be discussed

with the customer.

3 Total Blade Mass Same as current YesThe total mass came out as over. Mass is over but can be controlled

with back plate.

4New Design To Match 1st Mode

FrequencySame as current Yes

5New Design To Match 1st Mode

ShapeBending Mode Yes

6The CoG Z

distance

𝑍 To Be No More Than current

bladeYes

The 𝑍 came out below. The customers are aware that because this value is not the exact same the blades will need to be changed in

pairs.

7

Steel Foot Stress To Be Half Of Material Yield

Point

Depending On Material

No YesNot thought to have a major effect,

but to be discussed with the customer.

8 Composite StrainBe Below 3000

MicrostrainNo Yes

In one confined spot, to be discussed with customer.

Table 3 evaluating new blade performance against design targets

Graph 1 stiffness results of testing

Figure 5 composite interlaminor shear stress failure index

Please note that sensitive information has beenwithheld from this poster to not breach customer NDA

Combustion Analysis of Ford Fox Engine and Calculations for 5 Stroke CycleNoel WarlowMalcolm McDonald



IntroductionFor this project, a combustion analysis on a Ford Fox engine was chosen with calculations to see if a 5 stroke cycle is a viable option.

The problem in the UK and the also the world is pollution. Too combat this there is a lot of work to make cars less harmful to the environment.

The idea for the 5 stroke cycle calculations came from the Ilmor concept engine.

ReferencesSchmitz, G. (2011). Five Stroke Internal Combustion Engine. Belgium.

BBC. (2019, April 8). ULEZ: New pollution charge begins in London. Retrieved from BBC News: https://www.bbc.co.uk/news/uk-england-london-47815117


Project AimsThe aims for this project is to:

• Calculate how efficient the Ford Fox engine is

• Calculate the emissions produced by the Ford Fox engine

• Calculate a scenario where the Ford Fox engine is a 5 stroke engine

• Calculate the efficiency and emissions produced of the 5 stroke engine

Methodology

All of the work for this project either consisted of research or equations completed on Excel. The first step was to analyse and calculate how the Ford Fox engine is performing.

With that as a basis, a decision could be made on whether the engine is suitable enough to continue on with the 5 Stroke calculations.

ConclusionsThe 5 Stroke Cycle is a very viable option to use for improving petrol engines however it is a risky move considering the rules and regulations being placed on petrol and diesel vehicles.

Over Expansion or Atkinson Cycle is not a viable option for a standalone petrol engine but it has been proven by companies like Toyota that it is viable for use in Hybrid vehicles.

The Ford Fox engine is quite an inefficient engine and will need updating to keep up with the current need. The 5 Stroke cycle may be the best option for this but hybrid or electric options should be taken into consideration

Over Expansion principle or Atkinson Cycle was calculated at first but the increase was not significant enough.

5 Stroke engine was calculated and compared to normal engine to see how great the benefits were.

The temperature of the exhaust gases were considerably lower on the 5 Stroke engine and also the energy loss down the exhaust was considerably lower.

RPM ∑∆W (Over Expansion)

∑∆W (5 Stroke)

1000 0.811012351 42.72374681

1250 0.593033676 55.13951703

1500 0.636279444 66.8661967

1750 1.423545879 74.34678599

(Schmitz, 2011)

0

20

40

60

80

100

120

140

0 1000 2000 3000 4000 5000 6000 7000

Kws

RPM

Exhaust Energy Loss/Sec Across Exhaust

Normal

5 Stroke

(BBC, ULEZ: New pollution charge begins in London, 2019)

Design Considerations To Reduce Mass of Engine Internals. Robert EvansMalcolm McDonald



IntroductionThe project consisted of comparing two engines from different eras, with the aim of reducing internal engine mass by means of utilizing the lighter components such as crankshaft and conrods. The engines in question?

• An 80’s Toyota 1.6l (4A-GE)

• A modern Ford Ecoboost 1.6l

By using the Ecoboost Crank & Conrods and lightened flywheel gives a 35% less internal engine mass.

Project Aims

Investigate the viability of using the Ecoboost crank & rods

Model necessary components to aid with fitment and FEA

Give the author a thorough understanding of engine principles and design requirements.

MethodologyUsing engine data from Ford to initially setup an excel model to compare the both engines, pressure data was used from a sigma engine to provide a pressure log for the 4A-GE. The both engines were measured to find they had similar dimensions. CAD models were produced to prove fitment virtually and modifications carried out in CAD

ConclusionThe project gave a great insight in

Engine design and how engines have developed over time to make a more efficient and well packaged powertrain unit.

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Kg %Piston Mass 0.32 0.32 0.00 -1Piston Ring Mass 0.02 0.02 0.00 -5Gudgeon Pin mass 0.10 0.10 0.02 18Crank Mass 12.70 10.20 2.50 20Con-rod mass 0.35 0.27 0.09 25Con-rod cap mass 0.12 0.11 0.01 11Crod bolt & nut mass 0.06 0.03 0.03 45Big End Shells Mass 0.03 0.02 0.01 21Reciprocating Mass 0.63 0.49 0.14Flywheel Mass 6.80 3.30 4.40 65

TOTAL 20.50 14.86 7.19 3522.17

0.020.49

11.20

Difference

0.0810.200.270.110.03

4A-ECO(Kg)Engine Data EcoBoost (Kg) 4A-GE (Kg)

0.250.02

Project Title in Regular Font Size 48Jon C. LewisSupervisor: Malcolm McDonald



IntroductionIn Europe Ford is one of the largest motoring companies and is revered for there powertrains. For many years the ford Duratec engine series have propelled racing series such as MCR2000 and the ford Zetec and pinto are still being used to armature racing to this day, but as times change and government regulations change with it, demand for smaller more efficient engines that produce fewer CO2 and NOx emissions greatly increase. Procedures such as the world harmonized light vehicle test procedure which as of 1st of January 2019 enforces a limit of no more than 130g CO2/Km. Furthermore as of 2020 this limit will reduce to 95g CO2/Km [1]. Due to these restrictions companies such as ford have developed small turbo charged engines such as the ecoboost series.

ECOBOOSTThe 1.6 ecoboost one of the larger capacity engines in the ecoboost range available in Europe. It is redilyavailable as it come in a variety of cars such as the ever popular focus, fiesta and Mondeo models. Therefore it is a reasonable assumption that people will start using them for race/competition use.

The power an engine can create relies on two thing the engine capacity which dictates the torque and the operating speed. As the ecoboost range is a rather low engine capacity range increasing the power can be achieved by increasing the rpm limit.Power = (Torque*RPM)/radians per secA simple solution then is increasing the rpm but there in lies the problem. The higher the engine speed the greater the stress on the engine, this is where engines start to break.

J.Lewis 2019

A picture of a 1.6 ecoboost engine for reference.[2]

AcknowledgementsThank you to my lecturer and supervisor Malcolm McDonald.

A special thanks to Robert Evans and Rainbow Bartrem for all your help these last few years.

References[1] WLTP facts, [Online]. Available: http://wltpfacts.eu/from-nedc-to-wltp-change/. [Accessed 01 04 2019].

[2] Ford Sales, [PDF]. AVALIBLE: https://www.ford.co.uk/content/dam/guxeu/uk/documents/home/experience-ford/about-ford/ford-component-sales/specification-details-data-sheets/16-ecoboost-np.pdf

The first stage of developing high revving engines is to understanding its current capabilities. To do this simulations have to be made and calculations formulated. bellow is a table of the gas forces in a ecoboost cylinder.

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Conclusions

1.6 ecoboost conrod static tested at 6000 rpm pressures J.Lewis 2019

Once a model has been made of the engine and verified by calculations and simulations new component designs can be made.

New design of a large H beam 4340 forged steel connecting rod J.Lewis 2019

The final stage of production is to analyse the new components against the old ones to find strengths and weaknesses in a bid to continually improve performance and efficiency.

Changing connecting rod via size shape and material can lead to greater performance benefits. From my studies the best and easiest way to increase a conrods strength is to increase the area of the shank however it can be a catch twenty two situation as it increases the weight which effects the capability.

https://www.ford.co.uk/content/dam/guxeu/uk/documents/home/experience-ford/about-ford/ford-component-sales/specification-details-data-sheets/16-ecoboost-np.pdf

Improvements to an Inlet Ports Flow Coefficient by manipulation of

Port Shape, Seat Configuration and Combustion Chamber Design

Matt HuttonMalcolm McDonald



IntroductionIn a world where engine emissions and efficiency's are becoming more important that out right performance, a new focus is turning towards being able to improve these figures. The design of valves, valve seats, inlet ports and combustion chambers has a large effect on the combustion performance of an internal combustion engine. This study investigates how these individual parameters are able to aid or reduce the flow of air into the combustion chamber.

Project BackgroundWith the end of university in sight, it is time to turn towards projects at home. This mini has been sat on the driveway for 4 years and is in need for some attention. The plan is to restore it and to increase the power and efficiency of the engine.

Results

5 Different seat configuartions will be used with the following angles

1 cut at 45 DEG

2 cut at 30, 45 Deg

3 cut at 30 , 45, 60 Deg

4 Cut at 30, 45, 60, 75

5 Cut at 30, 45 ,60 ,75, 80 Deg

Different port geometry's were tested throughout the project, they are: • Standard mini port

• REDUCED CROSSSECTIONAL AREA

• REDUCED LONG TURNRADIUS

• REDUCED SHORT TURNRADIUS

• Smoothed valve guide

• Increased short radius

• Increased short radius, increased long turn radius

• an Increased short radius, increased long turn radius and smoothed guide

AcknowledgementsI would to thank my family for their support and assistance not only through the final year at university, but the last three years as well. Without their moral, physical and financial support the course would have much more challenging and would have been hard to complete throughout its entirety

ReferencesD, Vizard (2012). How to port & Flow test

cylinder heads . Minneapolis: Car Tech Inc . A

Heywood John B 1988 Internal Combustion Engine Fundamentals (St. Louis, MO: McGraw-Hill Book Company) 230-245

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Methodology

• Flow test standard cylinder head• Model 12G202 Inlet port in CAD • Model 12g202 seat geometry in CAD• Model 12g202 Combustion chamber by

CAD • 3D Print modelled parts • Flow 3Dprinted parts and compare to

original • Flow test printed parts through use of

CFD• Make changes to modelled port deign by

manipulating port floor and roof, long turn radius and short turn radius

• Gradually removing valve shrouding• Add multiple cuts to to the seat • Decide on best dimensions and

component configurations to most increase flow

• Flow test all improved designs with each other

• Flow test all improved designs with each other with the use of CFD

• Validate real world flow testing with CFDtest

• Conclude on best and worst design improvements to inlet port flow

4 different combustion chamber shapes will be tested. These will each have 0.5mm of valve shrouding removed from each design.

0.371162317

0.416173175

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oef

fici

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Valve Lift (mm)

Comparison Of Standard Port and most effective Modified Port

Standard port

Port 8 Seat 5

0

0.05

0.1

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0.2

0.25

0.3

0.35

0.4

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Seat 4

Seat 5

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