1. No category

Simulation and
Implementation of
Turbocharging a 600cc
Engine for Formula SAE
Mario Farrugia
Nicholas Grech
Marlon Chircop
Jean Paul Azzopardi
1
Introduction
•FSAE restrictor
•Turbocharging PST vs CPT
•Garrett Honeywell GT 15V vs GT 12
•Kawasaki 600cc engine
2
Objectives
•Simulations in Wave of
Turbocharged engine
•Implementation of turbocharger
• Dynamometer testing of
turbocharged engine
3
Choice of Turbocharger
•Garrett donate GT 12 fixed geometry
•And also GT15V variable geometry
•Choice of GT 15 V because some
experience was gathered at Oakland
University (Michigan) on GT 12, so
now took the variable geometry
challenge
4
Variable Geometry Turbine
•
5
The vane mechanism
•
6
1D engine Simulation
Wave®
7
Simulations
•Simulations in Wave of
Turbocharged engine
•Started from naturally aspirated
simulations SAE papers 2005-010025 and 2006-01-3651
8
Compressor Map
GT 15V
donated by
Garrett
Honeywell
9
The Variable Geometry Turbine Map
FULL RANGE TURBINE MAP - ISOWORKLINE N°4
TURBINE: GT15V (7.9 mm shaft) - T109(39) - 58 Trim - 0,42 A/R
W T / 519
W  1T
P1T / 2992
.
*
m
rp
45
0
78
9
0,
at
%
m
8rp
27
89
%
,9 %
at 0
rpm
8
2
4
100
rp
111460
m at 1,2
Nphy
T1T /519
%
0.45
at
1,1
55
60
8rp
m
7
corrected mass flow (lb/min)
%
66
84
5r
pm
at
1
%
8
0,9
at
NT 
0.4
122550rpm at 0,9 %
0.5
0.55
6
0.6
Open
4/5 open
5
0.6
3/5 open
4
2/5 open
0.55
0.5
3
1/5 open
0.45
1/10 open
2
0.4
Closed
1
open
4/5open
3/5open
2/5open
1/5open
1/10open
closed
0
1
1.5
2
2.5
Turbine Expansion Ratio
3
3.5
10
Wave Model
PST with Intercooling, Kawasaki 600cc WAVE model
11
Effect of Compression Ratio on Knock
0.12
Knock Magnitude
0.1
CR 11
0.08
CR 10
0.06
CR 9
CR 8
0.04
0.02
0
2500
4500
6500
8500
10500
12500
Engine Speed (rpm)
12
Effect of Compression Ratio on Torque
70
65
60
Torque (Nm)
55
50
45
40
Naturally Aspirated
CR 11
CR 10
CR 9
CR 8
35
30
25
20
2500
4500
6500
8500
10500
12500
Engine Speed (rpm)
Kawasaki 600cc engine with GT 15V
13
Various PST turbocharging setups
75
65
Torque (Nm)
55
45
Boost 1.5bar
Boost 1.5bar, intercooled
35
Boost 1.5bar, intercooled, modified valve timing
Boost 1.5bar, intercooled, modified valve timing, tuned exhaust length
25
Final model, CR 7
Naturally Aspirated
15
3000
4000
5000
6000
7000
8000
9000
10000
11000
12000
Engine Speed (rpm)
14
Exhaust Setup
15
Inlet Manifold
16
Throttle Body and Restrictor
17
Timing Chain Length Inspection
18
Machined Decompression Plate
CNC machined decompression plate, 3mm aluminium sheet
19
Mechanical Seal on Compressor Side
CNC machined compressor back plate and the chosen mechanical seal components
20
Scavenge Oil Pump and Breaking Oil Siphon
Turbo
Oil Pan
Turbo
Oil Pan
21
Cam Sensor Novel Implementation
•A strong, 250gr rated pull force, magnet
was inserted into a bolt and swage
locked in the bolt.
•Magnet has north and south on the axis
•The bolt was installed in one of the cam
sprocket OEM holes
•Cam signal is trace 1, crank signal is
trace 2
22
Scavenge Oil Pump and Breaking Oil Siphon
•Oil supply taken from highest point, and also a
point that has connection to atmosphere when
engine is stopped so that siphon is broken
23
Dynamometer Testing
24
Exhaust Gas Temperature variation with Spark Timing
• EGT drops with more advanced timing
25
Air Temperature and Manifold Absolute Pressure
• Air temperature increase with rise in boost pressure as expected
26
Charge Air Cooler
•Direction 1 is shorter than direction 2 , so direction 2 was used to have more
effectiveness of the heat exchanger.
27
TPS Compensation On Fuel Quantity
TPS %
Compensation
0
45
5
45
15
50
25
55
50
100
75
100
100
100
•The TPS compensation
effectively generates a low
throttle map or sometimes
called zero throttle map.
•Engine was with MAP as the load parameter but due to large cam overlap high
exhaust residuals exist at idle which result in high MAP Values at idle as discussed
in SAE 2005-01-0025 .
28
Torque measurements
•Measurement of Torque on dynamometer with increase in RPM and
resulting boost pressures
29
Steady State: Variation of Electrical Power Input with
Frequency
• Limited capability to
control rpm and MAP
30
Conclusion
31
Concluding Remarks
•Engine was successfully run
•Oil problems solved by mechanical seal and breaking of siphon
•Charge air cooler controlled temperature well
•TPS compensation to counteract High MAP values at idle
•External Wastegate implemented in ongoing project to have a
stable system on dyno.
Thank you
Questions ?
32