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Gobert 1
Abstract:
The objective of this project was to design a 610cc 4-stroke 4-cylinder Formula SAE engine that
maximized brake power at 7000 RPM. From an initial engine design, four parameters: bore-stroke
ratio; intake valve close angle; intake length and air-fuel ratio were modified to achieve the desired
performance. A final engine design led to maximum brake power increasing from 17.3 kW to 23.0
kW and peak brake power shifting from 4500RPM to7000RPM.
Introduction:
The objective of this engine design was to develop a 4-cylinder 610cc Formula SAE engine with
maximum brake power in an operating range of 6000-8000RPM, preferably 7000RPM. This RPM
range was selected because a characteristics of racing engine is high operating RPMs, indicative
of gear ratio set-up and fuel mixture selection. In order to achieve the desired results four
parameters were test: bore-stroke ratio; intake valve close angle; intake length and air-fuel ratio.
When testing design features the focus was how each change affected the brake power output
performance in maximizing this value and shifting this value in the RPM range. Engine
modifications where tested over a RPM range of 1000 to 10000RPM.
Initial Design:
The initial design of the engine was based off the Kia engine from the SAE Paper 970917. Key
parameters for closed cycle efficiency, friction model, atmospheric conditions, piston dimensions
and timing were used from this Kia engine. Modifications to the valve dimensions, intake and
exhaust dimensions, and cylinder were taken from the Kia engine and then modified to meet the
requirements of a 610 CC 4 cylinder engine. Table 1 provides all of the engine characteristics that
were selected for the initial engine, with shaded regions denoting the tested parameters where
eventual improvements and modifications where applied.
The engine cylinder setup was chosen to be a standard inline 4-cylinder with a firing order of1-34-2. The bore to stroke ratio was selected to be 1 with a compression ratio of 10.5 as it was a good
baseline to test performance. The intake and exhaust valve dimensions were derived from the Kia
engine, simply a ratio reduction of the dimensions was conducted so that the valve dimensions met
the requirements of the intake and exhaust piping. The requirements of the intake pipes required
only a 20mm restrictor plate be open to the atmosphere. Three intake sections were developed;
open to the atmosphere is short initial intake connected to a cylindrical manifold that splits to four
intake pipes that taper down before reaching the cylinder. The dimensions of the intake design
chosen for the relative small design that allows for high operating speeds. The intake and exhaust
systems are tapered to maximize the rate of air-fuel mixture into and out of the cylinders. Special
attention was given to the Mach number in the intake and exhaust system as not to exceed .6 for
choked flow. The parameters chosen for the initial design are detailed in Table 1 with the engine
set up depicted in Figure 2. The initial engine design was tested and resulted in peak brake power
of 17.3 kW at 4500RPM.
Gobert 2
4-stroke standard
4 cylinder
610 cm3
Inline-4
1-3-4-2
Compression Ratio
Bore
Stroke
10.5
57.91mm
57.91mm
Friction Model
Parasitic loss constant
Parasitic loss factor
4-stroke SI
1 bar
.0035 bar
Head
4-stroke, standard
Ignition Advance
Combustion Efficiency
Air-Fuel Ratio
Burn Delay
Ignition Duration
Wiebe A
Wiebe M
Fueling Option
-30CA
.85
14.6
10 CA
45 CA
6
2
Gasoline Carbureted/ Indirect fuel injection
Length
110mm
Piston Height
Piston Compression Height
Piston Wrist Pin Offset
Initial Piston Temperature
80mm
40mm
0mm
250C
Type
Open angle
Close Angle
Ramp Up Period
Ramp up Ratio
Ramp Down Period
Ramp Down Ratio
Max Lift Dwell
Peak Lift Offset
Dimensioned
6 deg BTDC
46 deg ABDC
40
.2
40
.2
0
0
Count
Stem Diameter
Manifold Diameter
Port Diameter
Inner Seat Diameter
Outer Seat Diameter
2
5mm
15mm
12mm
13.5mm
14.5mm
Cylinder
Friction
Head
Close Cycle
Connecting Rod
Piston
Valves
Intake
Timing
Dimensions
Gobert 3
Seat Angle
Max Lift
45DEG
3.6mm
Type
Open Angle
Close angle
Ramp Up Period
Ramp up Ratio
Ramp Down Period
Ramp Down Ratio
Max Lift Dwell
Peak Lift Offset
Dimensioned
50 BBDC
10 Deg ATDC
40
.2
40
.2
0
0
Count
Stem Diameter
Manifold Diameter
Port Diameter
Inner Seat Diameter
Outer Seat Diameter
Seat Angle
Max Lift
2
5mm
20mm
22.5mm
25mm
27mm
45DEG
8.1mm
Exhaust
Timing
Dimensions
1
60mm
20mm
20mm
Shape
Length
Diameter
Cylinder
50mm
20mm
Count
Length
Entrance Diameter
Exit Diameter
1st Exhaust Pipe(CylinderManifold)
Count
Length
Entrance diameter
Exit Diameter
Exhaust Manifold
Shape
Length
Diameter
2nd Exhaust Pipe(ManifoldAmbient)
Count
Length
Entrance Diameter
Exit Diameter
4
100mm
20mm
15mm
Intake Manifold
4
150mm
20mm
25mm
Cylinder
50mm
25mm
1
75mm
25mm
25mm
Gobert 4
BrakePower in kW
16
14
12
10
8
6
4
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 5
Listed in Table 4 are the parameters tested to improve the engine; the objective of the tests were
to increase peak performance and move the peak performance into the operating range of 6000 to
8000 RPM. Four tests were performed in the following order: bore-stroke ratio; intake valve close
angle; intake length and air-fuel ratio. Each investigation into a parameter displays the effect that
an engine modification had on the brake power vs engine speed curve. Each test concluded in an
optimum parameter value selected that was then applied to the engine and present for the remaining
tests.
Gobert 6
Large values of bore to stroke ratios are common in performance race vehicles while small bore
to stroke ratios are common in hauling vehicles; shorter strokes can operate at high engine speeds.
Therefore testing on this engine involved increasing the bore to ratio from 1 to 1.25 and then 1.5.
The expected performance would be highest with 1.5 BS ratio and testing concluded that
assumption. Figure 4 displays the result of testing and that the 1.5 BS ratio increased performance
from 17.3 kW to 17.9. The BS ratio did not have as much of an effect on engine performance until
the remainder of tests were concluded; because only the BS ratio was changed the remaining
untested engine parameters had not been fully optimized at this point.
Bs Ratio=1.25
BS Ratio=1.5
18
16
BrakePower in kW
14
12
10
4
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 7
25
BrakePower in kW
20
15
10
0
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 8
25
BrakePower in kW
20
15
10
0
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 9
AF Ratio 11.6
AF Ratio 12.6
AF Ratio 13.6
AF Ratio 14.6
AF Ratio 15.6
25
BrakePower in kW
20
15
10
0
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 10
25
BrakePower in kW
20
15
10
0
0
2000
4000
6000
EngineSpeed RPM
8000
10000
Gobert 11