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ABSTRACT capacity must not exceed 610cc. It also states that all the
air entering through the intake system must pass through
The use of inlet-restricted engines is commonplace in a 20mm restrictor that is downstream of the throttle.
many motor sport applications and is particularly relevant
for FSAE or Formula Student teams. The study outlined Most of the teams who participate in the dynamic events
in this paper uses an engine simulation package, Virtual employ four-cylinder motorcycle engines [2, 3, 4].
4-Stroke, to predict the propagation of unsteady gas flow However, some choose single-cylinder angines [5, 6] and
through an inlet-restricted 600cc four-stroke FSAE some have even designed and manufactured bespoke
engine and hence optimise its geometry to maximise units [3]. The Queens Formula Racing (QFR) team have
torque output. decided to use a 1999-02 Yamaha YZF R6 to power its
formula student cars. This unit, the specification of which
The Automated Design feature of the Virtual 4-Stroke is given in Table 1, is compact and reliable with a high
package uses an intelligent Design-of-Experiments power-to-weight ratio.
approach to obtain the optimum combination of a given
set of geometric variables. This feature was used to find Table 1: Yamaha YZFR6 Engine Specifications
the engine configuration that maximises the torque
output over the speed range 4000rpm to 12,000rpm. Engine: Yamaha R6 inline-4-cylinder, 4-
The variables investigated included the inlet pipe length, stroke, DOHC, 16-valve, liquid
inlet plenum volume, inlet and exhaust camshaft opening cooled
8
time, duration and lift, with a total of 10 possible Displacement: 599cc
combinations. Provided there is an accurate baseline Bore and 65.5mm x 44.5mm
model, Virtual 4-Stroke can accurately predict the effect Stroke:
of a changed profile on the unsteady gas dynamics Compression 12.4:1
within the engine, and the resulting torque output. Ratio:
Max. Power: 120 @ 13000 (bhp @ rpm)
It was found that one of the most significant factors to Max. Torque: 68.1 @ 11500 (Nm @ rpm)
affect the torque output was the duration of the intake Fuel System: Keihin CVRD37 Fuel Injection
camshaft. Based on the model predictions, a modified
intake camshaft profile was therefore manufactured.
In order to negate the effects of the 20mm restrictor on
Dynamometer testing provided good correlation with the the intake system, many teams turn to forced induction
simulations and improvements of 8% were found over by either turbo-charging [7, 8] or supercharging [9] their
the useable engine speed range from 5500rpm to engines. There are several disadvantages associated
10,500rpm. Details of the model inputs, optimised with forced induction, including cost, development time,
camshaft profile and dynamometer test results are reliability, packaging and added weight. It is for these
included and discussed. reasons that QFR have decided to develop a reliable
naturally aspirated configuration.
INTRODUCTION
The objective for the simulation study outlined in this
The Formula Student competition challenges university paper was to develop a naturally aspirated engine that
students to design, build and compete in a small single delivered the maximum torque possible over the wide
seater racing car. useable engine speed range of 3000rpm to 12,000rpm.
The engine speed range selected for this optimisation
The Formula SAE series rules [1] dictate that the engine was significantly larger than that of previous projects and
used must operate on a four-stroke cycle and that the it was hoped that this would provide a flatter torque curve
that would make the car easier to drive. In addition, a are expected to be slightly lower than the engine torque
smoother torque curve would allow the driver to use a readings due to transmission losses in the gearbox.
higher speed range which, in turn, would remove the Exhaust emissions and AFR were recorded using a
need for one gear change during the 75m acceleration Horiba MEXA 7000 Exhaust gas analyser. The engine
event and hence reduce the time recorded. QFR feels was fitted with custom fuel injection and ignition systems
that the standard engine can be tuned specifically to suit controlled by a DTA engine management system. This
the FSAE rules and competition [10] and that the allowed adjustments to be readily made to the fuel and
optimisation of engine geometry is best performed by ignition maps.
using engine simulation software.
Comparisons of engine performance under full load was
VIRTUAL 4-STROKE the primary focus of this investigation, and as such only
the wide open throttle (WOT) points of the engine
Virtual Engines (V.E.) is the dedicated engine simulation management system were mapped for each test. The
software package used to optimise the Formula Student fuel mapping cells were changed to achieve an air/fuel
YZFR6 engine. It was developed by Optimum Power ratio of 13:1. The ignition was then adjusted to the
Technology [11] and uses fundamental unsteady gas minimum advance for best torque. Cycle-averaged
dynamics theory [12] to predict the propagation of performance and emissions data were collected over the
pressure waves throughout the intake and exhaust usable speed range of 3000rpm to 12,500rpm at
systems. A design interface allows the user to enter the intervals of 500rpm. All measurements were corrected to
geometry and combustion characteristics of the engine take account of varying atmospheric pressure,
under investigation, while the post-processing facilities temperature and relative humidity using the correction
allow cycle-averaged and crank angle-resolved data to factor recommended by SAE J1349.
be presented and interpreted.
BASELINE MODEL
Understanding unsteady gas dynamics is key to
predicting changes in engine performance and is thus an At the beginning of the study, it was decided to test the
essential tool for the engine tuner [12, 13, 14]. The production setup in unrestricted form on the
parameters that are known to have a significant effect on dynamometer. A baseline virtual model was created of
the performance of an inlet restricted engine include: this setup for comparative purposes. As the standard
setup consists of four individual intake runners and
x Valve timing and lift throttles, it was relatively simple to simulate. The flow
x Inlet plenum volume diagram for this setup can be seen in Figure 1.
x Inlet runner lengths
The air enters the engine from a predetermined
Previous work carried out on the QFR FSAE engines atmospheric pressure in the top left of the flow diagram.
had focused on optimising the runner lengths and It then passes through a bell mouth into a short pipe
plenum volume. Consequently, this study focuses on leading to the plenum. From here it passes down the four
optimising the profile and timing of the camshafts. individual runners, past a throttle, intake ports and valves
into the cylinder. The exhaust gas leaves the cylinder
The geometry and timing of the valve events are through the valves and ports, and passes through a 4-2-
optimised for the unrestricted R6. However, the 1 exhaust system with silencer until it reaches the exit
restrictor required by the FSAE rules means that the atmospheric conditions.
engine is essentially operating at part load even when
the throttle is wide open. The camshaft geometry is
therefore no longer ideally suited to an intake system
fitted with a restrictor. There have been numerous
studies performed that investigate the effect of valve lift
profiles on engine performance, of which references [15,
16] are but a sampler.
EXPERIMENTAL APPARATUS
Dial
gauges
Figure 8 shows the measured torque curves resulting The backflow during valve overlap in a restricted engine
from the standard and modified camshafts. It is clear evidently has a negative effect on engine performance
that optimising the intake valve profile and timing has as it results in a lower mass of trapped air and fuel at the
been very successful in improving the torque output, with end of the intake process. It is clear from the engine test
an increase of almost 5Nm over the entire engine speed results that the reduced valve overlap, resulting from the
range and an impressive 44% increase at 3000rpm. The modified camshaft profile and timing, has significantly
peak torque output of the engine improved by 3.8% to reduced this effect and provided significant increases in
54Nm at 10,500rpm and the torque curve was enhanced torque output. This can also be seen using the post
further by the smoother progression from 8000rpm to processing Dynoscope function in Virtual 4-Stroke.
11,000rpm which is desirable for novice drivers. Figures 9 and 10 show the results of the simulated mass
flow rate past the intake valve during the valve overlap
65
period of the standard and modified intake camshafts.
60
40
55 IVO EVC IVC
Corrected Torque (Nm)
3000rpm Standard
Engine Speed (RPM)
50 30 C
Modified Intake Camshaft
45
Standard Intake Camshaft Valve
Mass Flow Rate (g/s)
20
40
overlap
35
10
30
25 0
-64 -14 36 86 136 186 236
20
3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000 -10
Corrected Torque (Nm)
Engine speed (RPM) Reverse flow through inlet valve
-20
Crank Angle (Degrees)
Figure 8: Engine test results comparing engine
performance using the standard and modified camshafts
Figure 9: Mass Flow Rate past the intake valve with the
The restrictor required by the FSAE rules means that the standard camshaft setup
engine is essentially operating at part load even when
the throttle is wide open. Reducing the duration of the These simulations were completed at an engine speed of
intake cam profile and retarding the IVO angle has 3000rpm, where the modified camshaft provided the
resulted in a decrease in the valve overlap phase by most significant torque improvements. Figure 9 clearly
o
46 CA, or 45%. shows the negative mass flow caused by the standard
intake camshaft between IVO and EVC.
With the unrestricted engine operating at its peak torque
speed, the gas pressure at the exhaust valve is slightly The improved engine breathing can be seen in Figure 10
lower than the cylinder pressure during the valve overlap which shows the simulated mass flow rate past the
period due to the expansion wave generated at the intake vale using the modified intake camshaft. This
collector returning to the exhaust valve at precisely the graph shows almost no backflow between IVO and EVC
correct time in the cycle. In addition, the pressure at the which provides the substantial improvements in torque
intake valve is higher than both the cylinder pressure and produced.
exhaust pressure due to the returning ramming wave
generated at the bellmouth end. The combination of the
tuned inlet and exhaust manifold geometries therefore
generates a pressure gradient across the engine which
40 Performance, Four-Cylinder, Four-Stroke Motorcycle
IVO EVC IVC
Engine into a Snowmobile Application SAE Paper
30
No. 2005-01-3678
3000rpm Pipercams
4. Renee T. Jameson, Patrick A. Hodgins,
Mass Flow Rate (g/s)
20
NOMENCLATURE