Senior Design Final Project Presentation

Team FSAE Powertrain Presented By: Michael Honeychuck, William “Jay” Kistler, Nick Piacente, Adam Stager

December 13th 2010

Supervisors

Team Sponsor:

Mr. Paul Schwarz Mainline Porsche, Newtown Square, PA Team Faculty Advisor:

Dr. Steve Timmins University of Delaware, ME Department

General Project Info

To aid in the production of the powertrain for the 2010-11 SAE car to compete in the annual FSAE competition next summer in California.

What is the Powertrain?

Constraints/Needs

Must spend less then $1000

Must adhere to all 2011 FSAE Competition Rules

Must complete objectives prior to semester end (December 17th)

Finish all dynamic events at FSAE competition

Overall Customer Wants

Minimize Weight

Maximize Durability/Reliability

Enhance Aesthetics/Neatness/Workmanship

Maximize Performance

Final Project Scope

As the SAE Powertrain Team, we are responsible for designing and developing reliable support systems for the engine and transmission on the 2010-11 UD SAE car.

The other main project goal was to develop detailed plans and procedures for continued development within the UD SAE club.

Our project was divided into 3 subsystems:

1. Drivetrain

2. Air System

3. Engine Cooling

Final Project Deliverables

Drivetrain

Limited slip differential with custom housing and mounting

2 rear axles

2 rear hubs

2 aluminum axle/hub spacers

Air System

Prototype air intake

Prototype exhaust

Engine Cooling

radiator

electric pull fan

Plans for radiator/fan duct work

Final Product Overview

Project Aspect 1: Drivetrain

Transfer engine’s torque through differential, axles, and hubs, to drive wheels

Differential: Final Product

Purchased Honda TRX ATV limited slip differential

Used stock geometry and mounting locations

Manufactured aluminum carrier, uprights, connectors, adapters

Differential: Exploded View

10

12 8 2

2

3 3

1

3

6 5

4

4

9 7

6

6 5 11

11

12

6

7 9

6

1. Honda TRX Limited Slip Differential 2. Differential Housing 3. Housing O-ring Seals 4. Drain Bolt and Seal 5. Hardware Seals 6. Hardware

7. Press Fit Adapter 8. Sprocket 9. Bearing 10. Upright Connections 11. Axle Seals 12. Uprights

Differential: Validation of Metrics

Method Target Metric

Old New Savings

Cost --- <$600 $628 $534 $94.00 (14%)

Weight Scale <7 lbs 7.75 lbs 6.10 lbs 1.65 lbs (21%)

Total Assembly Length

Calipers <10 inches 10.25 inches 4.96 inches 5.29 inches

(51%)

Durability Evaluation No

Leakage present

not fully tested

---

Differential: Testing and Validation

17,700.4

14,225.4

13,275.3

10,325.3

8,850.2

7,375.2

5,900.2

2,950.1

0.1

Upright Stress Test (Bearing Seize)

Initial Filling and Spin Test -More than 25% of total internal volume filled -Spun for 50 turns

Factor of Safety Greater than two

Differential: Path Forward

Final testing will take place during Winter Session 2011

Mimic conditions of 45-minute endurance event

Check for oil leakage

a: Application specific seals

b: O-ring face seals

c: Press fits

Rear Axles: Final Product

(2) 18”Honda TRX ATV axles (Purchased)

Axles cut, 4130 Steel extensions added for length

ATV axles press fit into extension using an acetylene torch for thermal expansion

Welded at four points over the press fits of each axle

Rear Axles: Testing and Validation

Manufacture four test axles, and testing apparatus

Apparatus fixed to platform in the Instron machine in Spencer Laboratory, tension force applies to wire rope, which creates a moment through the lever arm to the test main shaft

Rear Axles: Testing and Validation

Find maximum allowable torque input, failure mode

Torque before failure: 335 ft-lbs (target 168 ft-lbs)

Failure Point – press fit and weld points – axle shaft slips relative to the extension

Rear Axles: Validation of Metrics

Target Metric

Old New (Left

Axle

New (Right Axle)

Savings

Cost <$1,000

as a team $1775.60 $122.47 $122.47 $1,530.66

Weight 6.9 lbs 6.9lbs 6.3 6.9 lbs 0.6lbs

Deflection @ 20 ft-lbs

Less than 1 degree

0.68 degrees

0.61 degrees

0.82 degrees

Insignificant

Allowable Static Torque

168 ft-lbs --- 335 ft-lbs 335 ft-lbs ---

Rear Axles: Path Forward

Can be permanently pressed into differential and rear hubs once hubs are completed

Rear Hubs: Geometric Constraints

Hubs: Final Product

(2) Machined and welded 4130 steel

hubs, 3 part assembly

(2) Machined aluminum wheel

guides

(2) Purchased Taylor Racing Products

64mm wheel bearings

Hardware

FEA Simulation Static Stress Tests: Fatigue Tests: Braking Mode 2 – Failure after 33hrs Cornering – Failure after 28hrs Cost Minimized: $130 (after splining and heat treating) Weight Minimized: 3.1lb each

Resting Acceleration Braking Mode 1 Braking Mode 2 Cornering

Factor of Safety 19.4 5.83 7.37 2.78 2.64

Rear Hubs: Validation

Rear Hubs: Path Forward

Have hubs heat-treated and broached (internally splined) at

RCV Performance over Winter Session 2011

Press lug bolts and wheel bearings in place

Complete upright assemblies

with components from

suspension

Install on car and observe performance

Project Aspect 2: Air System

Allows engine to “breath” via air intake and exhaust

Intake must include 20mm restrictor to limit power

Intake must be inside blue pyramid

Exhaust must maintain engine noise <110dB

Air Intake: Final Product

(1) Prototype air intake with adjustable plenum and runner tube

Double Conical Air Filter

Velocity Stack

Mandatory 20mm Restrictor

Throttle Body With Throttle Actuator and

Position Sensor

Expandable Plenum

Mass Air Flow Sensor Port

Expandable Runner

Fuel Injector Mount

Engine Mount Flange

Air Intake: Validation

Post Restrictor Component Order

Fuel Injector Position

Minimized Cost: $110

09-10 Car New Prototype

Air Filtration Area 17.69in2 43.24in2

Plenum Volume 2.5*511cc [2.5*511cc:5*511cc]

Runner Length 13.3in [11.3in:17.3in]

Air Intake: Path Forward

Utilize adjustable intake for tuning/performance tests on dyno during winter session 2011 examining Horsepower and Torque versus RPM to find optimum plenum volume and runner length.

Use CFD software to optimize design

Manufacture final air intake

Install on car and observe performance

Exhaust: Final Product

Expandable Exhaust Prototype

Stainless Steel Expandable Main Tube (1-5/8” OD)

Expandable from 27” – 35” (Total Exhaust Length)

Uses copper insulating wrap to reduce heat in the engine bay.

FMF Q4 muffler

Exhaust: Final Product

Noise – Function of airflow out of exhaust valve, length of primary tube, outer diameter and thickness of the tube, number of bends, size and efficiency of the muffler

All materials for prototype were given from FSAE

Exhaust: Future Testing and Validation

Noise Test:

Test for exhaust noise following the guidelines of the FSAE noise test, at optimal air intake size and proper engine tuning

Noise readings taken in decibels at 10,500 RPM

110 dB constraint

Previous Exhaust – 28” primary length, passed noise test last year at competition

Expandable Exhaust – 27” – 35” primary length

Compromise between noise and power based on length of primary tube

Exhaust: Path Forward

Increase muffler sound dampening qualities - repack muffler gauze

Perform noise tests at varying main tube lengths once the final air intake is manufactured and the engine is properly tuned

Project Aspect 3: Cooling

Must use plain water as engine coolant

Engine Cooling: Final Product

2004-05 Yamaha YFZ450 radiator

Derale Cooling Products 7” Tornado Push/Pull Fan

4 feet of 1” OD rubber heater hose

Pressure relief valve on engine

Radiator bolted to right side of chassis

Engine Cooling: Testing

2009-10 car

Let car reach operating temperature

Inlet/outlet temperature readings were taken from radiator

Readings taken at idle (3,500 RPM), half throttle (6,500 RPM), and full throttle (10,500 RPM)

Performed with 2009-10 electric fan 0.375 inches behind radiator

Inlet Port

Outlet Port

Engine Cooling: Validation of Metrics

Target Metric Old System New System Savings

Cost <$15 --- $9 ---

Total Weight <5 lbs 4.75 lbs 4.25 lbs 0.5 lbs (12%)

Volume Space < 1,872 cubic inches

(8”x13”x18”)

500 cubic inches

(10”x10”x5”)

1,465 cubic inches

(7.4”x11”x18”) none

Heat Dissipated >17,000 W 16,861 W 20,753 W 3,892 W (23%)

Fan Amperage Draw <5 A --- 4.8A ---

Engine Cooling: Path Forward

Detailed ducting designs are available for composite material manufacturing over Winter Session 2011

Special Thanks

We would like to give a special thanks to the following people and businesses:

Ernie Martelli, Martelli’s Metal Fabrication—Ivyland, PA

Adam Kinzey and Doug Brunner— UD fuel cell laboratory

Steve Beard—UD ME student machine shop

PowerSports East—Bear, DE

RCV Performance—Loves Park, IL

CMX—Ivyland, PA

Dale Cherry, Injection Connection—Horsham, PA

Thank you for attending our presentation. What questions can we answer?

Applicable 2011 FSAE Rules

Must use a 4-stroke engine, up to 610 cc piston displacement

Air intake must lie within space defined by top roll hoop and outside edges of tires

A maximum 20-mm restrictor must be placed inside air intake between throttle and engine

Must use water as engine coolant

Exhaust components must be less than 45 cm behind rear axles and less than 60 cm above the ground

Maximum permitted exhaust level is 110 dB

Starting Point: 2009-10 UD SAE Car

Single Cylinder, 511-cc Yamaha YFZ450 ATV engine, rear mounted, chain drive

High Power-to-Weight Ratio