SAE PT-155-2012 Engine Design Concepts for World Championship Grand Prix Motorcycles (To Purchase Call 1-800-854-7179 USA Canada or 303-397-7956 Worldwide).pdf

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1、Boretti PT-155 Edited by Alberto A. Boretti Progress In Technology s er Ies The World Championship Grand Prix (WCGP) is the premier championship event of motorcycle road racing. The WCGP was established in 1949 by the sports governing body, the Fdration Internationale de Motocyclisme (FIM), and is t

2、he oldest world championship event in the motorsports arena. This book, developed by motorsports engineering expert Dr. Alberto Boretti, provides a broad view of WCGP motorcycle racing and vehicles, but is primarily focused on the design of four- stroke engines for the MotoGP class. The book opens w

3、ith general background on MotoGP governing bodies and a history of the events classes since the competition began in 1949. It then presents some of the key engines that have been developed and used for the competition through the years. Technologies that are used in todays MotoGP engines are discuss

4、ed. A sidebar discussion is included that covers calculating brake, indicated, and friction performance parameters. Future developments of MotoGP engines, including the use of biofuels and recovery of thermal and braking energy, are presented. The introduction concludes with a chart that details the

5、 winners of the various classes of WCGP motorcycle racing since the competition began in 1949. The bulk of the book consists of eight previously published SAE technical papers that were expressly chosen by Dr. Boretti to provide greater insight to the relationships between engine parameters and perf

6、ormance, namely the influence on friction and mean effective pressure of traditional spark ignited four stroke engines tuned for a narrow high power output. About the editor Alberto Boretti is a research professor of mechanical engineering at the Missouri University of Science and Technology. After

7、he received his PhD from the University of Florence, Italy, in 1988, he was a senior researcher and project and team manager in the automotive industry for 17 years. Within the FIAT group, he has been involved in many racing engine projects, mostly with Ferrari, Alfa Romeo, and Fiat Auto Corse. His

8、last position in industry was manager of four-stroke engines for Aprilia racing in 2006. Within the university setting, he supports teaching and research in motorsport. During his career he has worked on many different racing engines, including F1, F3, super touring, rally car, and super bike and Mo

9、to GP motorcycle engines. Engine Design Concepts for World Championship Grand Prix Motorcycles Engine Design Concepts for World Championship Grand Prix Motorcycles Progress In Technology s er Ies Engine Design Concepts for World Championship Grand Prix Motorcycles Edited by Alberto A. BorettiEngine

10、Design Concepts for World Championship Grand Prix MotorcyclesOther SAE books of interest: We Were The Ramchargers By David Rockwell (Product Code: R-384 for book; R-384CD for audiobook) Hell-Rider to King of the AirGlenn Curtisss Life of Innovation By Kirk House (Product Code: R-314) Hands-On Race C

11、ar Engineer By John H. Glimmerveen (Product Code: R-323) For more information or to order a book, contact SAE International at 400 Commonwealth Drive, Warrendale, PA 15096-0001, USA phone 877-606-7323 (U.S. and Canada) or 724-776-4970 (outside U.S. and Canada); fax 724-776-0790; e-mail CustomerServi

12、cesae.org; website http:/store.sae.org.Warrendale, Pennsylvania, USA Engine Design Concepts for World Championship Grand Prix Motorcycles Edited by Alberto A. Boretti Copyright 2012 SAE International eISBN: 978-0-7680-7808-4400 Commonwealth Drive Warrendale, PA 15096-0001 USA E-mail: CustomerService

13、sae.org Phone: 877-606-7323 (inside USA and Canada) 724-776-4970 (outside USA) Fax: 724-776-0790 Copyright 2012 SAE International. All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, distributed, or transmitted, in any form or by any means without the pr

14、ior written permission of SAE. For permission and licensing requests, contact SAE Permissions, 400 Commonwealth Drive, Warrendale, PA 15096-0001 USA; e-mail: copyrightsae.org; phone: 724-772-4028; fax: 724-772-9765. ISBN 978-0-7680-7799-5 Library of Congress Catalog Number 2012939985 SAE Order Numbe

15、r PT-155 DOI 10.4271/PT-155 Information contained in this work has been obtained by SAE International from sources believed to be reliable. However, neither SAE International nor its authors guarantee the accuracy or completeness of any information published herein and neither SAE International nor

16、its authors shall be responsible for any errors, omissions, or damages arising out of use of this information. This work is published with the understanding that SAE International and its authors are supplying information, but are not attempting to render engineering or other professional services.

17、If such services are required, the assistance of an appropriate professional should be sought. To purchase bulk quantities, please contact: SAE Customer Service E-mail: CustomerServicesae.org Phone: 877-606-7323 (inside USA and Canada)724-776-4970 (outside USA) Fax: 724-776-0790 Visit the SAE Bookst

18、ore at books.sae.orgV1 Introduction1 The Oldest Motorsport World Championship1 The Four-Stroke Excellence from the 1950s to the Early 1970s3 The Four-Stroke Design During the Two-Stroke Era Early 1970s to Early 2000s4 The Four-Stroke MotoGP Era5 Design of Todays MotoGP Engines6 Eight Suggested Paper

19、s on Engine Design7 Where Should MotoGP Go in the Next Few Years?8 References9 World Championship Grand Prix Riders and Manufacturers World Champions 15 SAE International Technical Papers 15 Estimate of Total Engine Loss and Engine Output in Four Stroke S.I. Engines (910347)Shizuo Yagi, Kazuo Fujiwa

20、ra, Nobuhiko Kuroki, and Yoshio Maeda 27 Output and Fuel Consumption of Motorcycle Multi- Valve Engines (1999-01-0283)Hiroyuki T suzuku and Naoki T suchida 37 Parametric Design of FIM WGP Engines (2002-01-3317) Alberto A. Boretti 53 Changes to Fim-Motogp Rules to Reduce Costs and Make Racing More Di

21、rectly Relevant to Road Motorcycle Development (2008-01-2957)Alberto A. Boretti and Harry C. Watson 61 57 2- (3)-Cylinder Concepts for High Output Motorcycles and Commuter (2002-32-1826)Franz J. Laimboeck, Christian Spanner, and Andreas Mair 87 Comparison of Four Stroke MotoGP Engines(2004-01-3559)G

22、. Cantore and E. Mattarelli 101 Practical Use of the Engine Testing Dyno with the Vehicle Simulation for the MotoGP Race Engine Development (2007-32-0043)Kimihisa Matsuyama, Masamitsu Sugi, and Noboru Y abe 107 Development of Elliptical Piston Engine for Motorcycle (930224)Suguru Kanazawa, Masatoshi

23、 Akagi, Masatoshi Fukamachi, and Masatoshi Suzuki 119 About the Editor Table of Contents1 Introduction Design Concepts for MotoGP Engines The Oldest Motorsport World Championship The World Championship Grand Prix (WCGP) is the premier championship of motorcycle road racing. The WCGP was established

24、in 1949 by the sports governing body, the Fdration Internationale de Motocyclisme (FIM), and is the oldest motorsport World Championship. The commercial rights of the WCGP are now owned by Dorna Sports, with the FIM only remaining as the sport- sanctioning body. The Grand Prix Commission is made up

25、by the International Road Racing Teams Association, the Motorcycle Sport Manufacturers Association, FIM, and Dorna Sports, with this latter entity casting a tie- breaking vote. There were four classes when the championship started, 500cc, 350cc, 250cc, and 125cc. The 50cc class was introduced in the

26、 1962 season. The 350cc class was discontinued in 1982; two years later the 50cc class was replaced with the 80cc class, which was discontinued in 1989. In addition to the various classes of motorcycles based on engine size, there was also one class for sidecars, which was changed from being part of

27、 Grand Prix motorcycle racing to functioning as support events for the Superbike World Championship in the 1990s. In 2010, 250cc two-strokes were replaced by the new Moto2 600cc four-stroke class. In 2012, 125cc two- strokes were replaced by the Moto3 250cc four-stroke class, and the engine capacity

28、 for MotoGP increased from 800cc to 1000cc. WCGP is now divided into three classes, MotoGP , Moto2, and Moto3. All the three classes use four-stroke engines. Starting in the 2012 season, the maximum displacement is limited to 1000cc, maximum cylinders are limited to four, and maximum bore is capped

29、at 81 mm. Currently, four-cylinder engines appear to offer the best compromise among weight, power, and fuel consumption, as all competitors in the 2009 series use this solution in either V or inline configuration. The MotoGP class is now the only class in which manufacturers compete against each ot

30、her in designing the engine and the bike; in the past, there were up to five different classes. All the Moto2 bikes use a mandatory 600cc regulation engine made by a single manufacturer. The new Moto3 bikes use new 250cc four-stroke single- cylinder engines. Despite that, there is no regulation engi

31、ne made by a single manufacturer for the entire field; to ensure that the engines are leveled downwards, any team has the option to buy an engine that another team has made. This book is focused on the design of four-stroke engines for the MotoGP class. The design of an engine for a WCGP has always

32、been an activity integrated with the design of the bike, given that the engine is much more relevant to motorcycle handling than in racing cars. Furthermore, the design of a MotoGP engine has always been made considering in addition to parameters as the top power output also the maximum torque limit

33、ed by the tire grip, the shape of the torque curve for drivability and bike control, the engine response in part load operation, and finally the brake specific fuel consumptionthe fuel flow rate per unit power outputmaking the design of such devices certainly more interesting than the design of an e

34、ngine for a racing car. The Four-Stroke Excellence from the 1950s to the Early 1970s Up through the 1950s and most of the 1960s, four-stroke engines dominated all classes. In part this was a result of rules that allowed a multiplicity of cylinders permitting smaller pistons, shorter strokes, and hig

35、her revolutions and a multiplicity of gears thus permitting narrower power bands and higher tuning of engines. In the 1960s, two-stroke engines began to take root in the smaller classes. In 1969, the FIM brought in new rules restricting all classes to six gears and most engines to two cylinders, wit

36、h the only exception of four cylinders in the case of the 350cc and 500cc classes. By the beginning of the 1970s, two-strokes completely eclipsed the four-strokes in all classes. The Italian manufacturers dominated the World Championships during the 1950s, reflecting the strength of the countrys mot

37、orcycle industry at the time. In the 1950s, Moto Guzzi, along with the Italian manufacturers Gilera and Mondial, led the world of Grand Prix motorcycle racing. With lightweight 250cc and 350cc bikes, the firm dominated the middle-weight classes. The factory won five consecutive 350cc World Champions

38、hips between 1953 and 1957. The Moto Guzzi V-8 500cc engine is one of the most challenging engines in the history of World Championship Grand Prix. Moto Guzzi withdrew, along with the main competitors Gilera and Mondial, from racing after the 1957 season because of escalating costs and diminishing m

39、otorcycle sales. The Moto Guzzi V-8 (the Otto Cilindri) of 1955 was a water-cooled, 499cc V-8, double overhead camshaft (DOHC), a bore x stroke of 44 x 41 mm, and a separate carburetor 20 mm for each of the eight cylinders. Lightweight and with all the miniaturized components tightly packaged, the e

40、ngine produced an unprecedented 78 hp at 12,000 rpm. Bike technology lagged behind the powerful engine, making testing 2 difficult and racing dangerous. In addition, the engine was expensive, and durability was an issue. MV Agusta was particularly prolific late in the decade, taking a clean sweep of

41、 world titles across all four categories for three seasons from 1958 to 1960, and its dominance in the 500cc class was unbroken for 17 years from 1958 until 1974. During the 1960s the Japanese motorbike industry began to boom, and Japanese manufacturers arrived to pick up their first World Champions

42、hip title wins across the 125, 250, and 500 categories and in the 50cc category introduced in 1962. From the late 1960s MV Agusta dominated the 350cc and the 500cc classes, with the championship legend Giacomo Agostini the most successful rider in the history of WCGP competition. In the late 1960s s

43、everal Japanese firms withdrew from competition because of the higher costs of technical development, with only Yamaha remaining. FIM then limited its bikes to single-cylinder engines in the 50cc class, two cylinders in 125cc and 250cc, and four cylinders in 350cc and 500cc to reduce costs. In the p

44、eriod that followed, the level playing field titles were then won mainly by Italian and Japanese firms, with the Japanese finally breaking MV Agustas predominance in the premier class by the mid-1970s. The premier class was then dominated by Japanese firms with two-stroke engines until the MotoGP er

45、a. Fig. 1 MV Agusta 500 “Bialbero” four-cylinder, 1952 to 1966 (Courtesy of Museo Agusta - Italy) Figure 1 presents the MV Agusta 500 Bialbero four- cylinder 1, 2. This engine powered the motorcycles that won nine Manufacturers World Championships titles during the years 19521966. The four-cylinder

46、engine replaced the previous 500 “Cardano” of 1950, with the shaft drive replaced by a chain in the final transmission and a transverse five-speed gearbox installed. The new engine won its first Grand Prix in 1952. The 1966 specifications were four cylinders; four- stroke cycle; displacement: 497.5c

47、c; bore x stroke: 53 x 56.4 mm; compression ratio: 10:1; power/rpm = 75 hp/9000; cooling air; distribution: eight-valve DOHC; two valves per cylinder; mixture preparation by 4 x 28 mm carburetor; lubrication: wet sump; gearbox: six speeds; final drive chain 2. The MV Agusta 350 Bialbero four-cylinde

48、r ST 76 (1971 1976) and the MV Agusta 500 Bialbero four-cylinder ST 76 (19731976; fig. 2) were the most remarkable four- stroke engines built before the two-stroke era 1, 3, 4. The MV Agusta 350 Bialbero four-cylinder ST 76 3 was designed in 1970 to replace the 350 three-cylinder, and it debuted in

49、1971 3. It won one Manufacturers World Championship. The technical specifications (1973) were four cylinders; four-stroke cycle; displacement: 349.8cc; bore x stroke 54 x 38.2 mm; compression ratio 12.2:1; power/rpm = 75 hp/15,000; air cooling; distribution: 16-valve DOHC; four valves per cylinder; mixture preparation by 4 x 28 mm carburetors; lubrication: wet sump. The gearbox was six speeds. The MV Agusta 500 3 Bialbero 4-cylinder ST 76 4 (19731976) was developed on the 350 ST76 platform and debuted in 1973. It won one Manufacturers World Champion