SAE PT-157-2013 Design of Racing and High-Performance Engines 2004-2013 (To Purchase Call 1-800-854-7179 USA Canada or 303-397-7956 Worldwide).pdf

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1、Design of Racing and High-Performance Engines 2004-2013Other SAE books of interest: We Were The Ramchargers By David Rockwell (Product Code: R-384) Engine Failure Analysis By Ernst Greuter and Stefan Zima (Product Code: R-320) Engine Design Concepts for World Championship Grand Prix Motorcycles By A

2、lberto Boretti (Product Code: PT-155) 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 CustomerServicesae.org; website

3、http:/books.sae.org.Design of Racing and High-Performance Engines 2004-2013 Edited by Douglas R. Fehan Warrendale, Pennsylvania, USA Copyright 2013 SAE International. eISBN 978-0-7680-7986-9400 Commonwealth Drive Warrendale, PA 15096-0001 USA E-mail: CustomerServicesae.org Phone: 877-606-7323 (insid

4、e USA and Canada)724-776-4970 (outside USA) Fax: 724-776-0790 Copyright 2013 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 prior written permission of SAE Inter

5、national. 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 978-0-7680-7983-8 Library of Congress Catalog Number 2012955673 SAE Order Number PT-157 DOI 10.4271

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9、v Table of Contents Introduction Douglas R. Fehan vii List of Papers Motorsports Industry Knowledge Exchange (MiKE): Oxymoron or Holy Grail (An Imperative for Sustaining Regional, National and Global Competitiveness) (2006-01-3610) Mike Meechan 1 Hardware-in-the-Loop Testing in Racing Applications (

10、2004-01-3502) Peter Waeltermann, Thomas Michalsky, Johannes Held 19 Coolant Flow Optimization in a Racing Cylinder Block and Head Using CFD Analysis and Testing (2004-01-3542) Jian Ye, Jim Covey, Daniel D. Agnew 33 Improvement of a High-Performance CNG-Engine Based on an Innovative Virtual Developme

11、nt Process (2011-24-0140) Marco Chiodi, Alessandro Ferrari, Oliver Mack, Michael Bargende, Donatus Wichelhaus 43 The Application of Energy-Based Fuel Formulae to Increase the Efficiency Relevance and Reduce the CO2 Emissions of Motor Sport (2008-01-2953) J.W.G. Turner, R.J. Pearson 57 High Power Den

12、sity Motor for Racing Use (2011-39-7221) Tamotsu Kawamura, Hirofumi Atarashi, Takehiro Miyoshi 69 The Development of a Low Viscosity, Highly Efficient Lubricant for Sport Motorcycle Applications (2011-32-0513) Gianluigi Zoli, Matthew Symonds, May Turner, Ieuan Adams, Nick Solomon, Mark Leonard, Clif

13、f Newman 75 An Improvement of a Small Displacement Engines Efficiency with a Super Charging System (2011-32-0571) Changjoo Ahn, Takashi Suzuki, Yasuhumi Oguri, Hiroki Toshitani, Tatsuyoshi Nakahuku, Yusuke Nakano 81 The Effects of Intake Plenum Volume on the Performance of a Small Normally Aspirated

14、 Restricted Engine (2008-01-3007) L.J. Hamilton, J.E. Lee 89 Design and Development of a Turbocharged E85 Engine for Formula SAE Racing (2008-01-1774) Jason P . Moscetti, Bryan Gilroy Smith, Volker Sick 97vi Optimizing the Design of the Air Flow Orifice or Restrictor for Race Car Applications (2007-

15、01-3553) Harry C. Watson, Andrew Gauci, Faeez Yousuff, Alberto Boretti 103 A Theoretical and Experimental Study of Resonance in a High Performance Engine Intake System: Part I (2006-01-3653) S. Brennan, R.J. Kee, R.G. Kenny, R. Fleck, J.A. Gaynor, B. Fleck 111 Horsepower Retention by ISF (Isotropic

16、Superfinishing) of Automotive Racing Components (20 0 4 - 01-3511) William P . Nebiolo 125 About the Editor 137vii Introduction I sincerely believe we have entered the most exciting era in automotive engineering since the advent of the assembly line. Now, more than ever before, real science and math

17、ematics have assumed a very essential position in the design and development of our vehicles and specifically their associated power plants. Universities have joined with design firms and the automotive manufacturers themselves to deal with the rapidly advancing technologies that will create our eng

18、ines of the future. As the following compilation of papers will demonstrate, racing engines are one of the primary tools being utilized to speed development. I think it will be clear that these papers reflect my career spent in motorsports. To that end, I hope they will serve to inspire engineers of

19、 all generations to embrace racing engine development and view it as a very important tool in the future of transportation. The classifications listed below are important areas of race engine design and are representative of the papers found in this publication. History Interestingly, for over 100 y

20、ears, the primary source of propulsion has been limited to petroleum-based fuels combined with the internal combustion engine. And, until recently, even the basic concept of the vehicles themselves has really not changed that much. Now, a new day has dawned and racing and racing engines are playing

21、an even more vital role in that transition. Electrification When we look at todays hybrid electric vehicles and KERS (kinetic energy recovery system) systems, we are actually seeing what inventors envisioned in the early 1900s. First employed in trams and trains of that era, the technology was, for

22、the most part, almost forgotten until relatively recent years. Racers resurrected their version in 2009 in F-1 racing. Materials/Processes The automotive industry has long admired the aircraft industrys utilization of lightweight metals, advanced finishing processes, and composites. The use of these

23、 materials and processes has served to reduce overall mass and in turn, vastly improve speed, performance, and reliability of race engines. Their initial high cost was a limiting factor in being able to integrate them into mass produced vehicles. With racing leading the way, those limitations have b

24、een overcome, and vehicles today feature some amazing adaptations of those processes and materials.viii Race Engine Technology: The Pathway to the Future Engine power, efficiency, durability, reliability, and more recently emissions, have never ceased being of primary importance to the automotive wo

25、rld. The use of electrification, bio-fuels, compressed natural gas, high-pressure fuel delivery systems, combustion air management, turbocharging, supercharging, and low-viscosity lubricants has been expanding in the race engine development universe, and those technologies are now finding their way

26、into dealer showrooms. Conclusion As engineers develop more new and exciting materials and processes, in some cases using very advanced mathematics, the production world will continue to include them. It should not be forgotten that there are also good examples of production- based advances within t

27、he racing industry. The papers contained in this publication were selected for two reasons. One, because they clearly demonstrate the leadership role the racing industry plays in the future of automotive engineering and design as it relates to engines. And two, I believe that they will be of interes

28、t to everyone who may currently be involved in racing and to all those who may want to plan a future within the racing industry. My primary objective is that each of you has as much fun and interest reading these papers as I did in assembling them. They represent some truly great work by your fellow

29、 engineers and hopefully will serve to inspire even more impressive work by the SAE International membership. As the adage statesthe future is now!Douglas FehanCorvette Racing Program ManagerABSTRACT Of all high-performance engineering industries, motorsports perhaps exemplifies best the unique comb

30、ination of key engineering and business elements vital for swift, industry-focused, successful, high- technology product advancement. This heady mix includes: complex market analysis; sophisticated research, design and development capability; rapid product innovation, prototyping and development; ju

31、st- in-time manufacturing using state-of-the-art processes; and regular mandated exhibition of company competitiveness, involving (at the highest environs) demonstration of both personnel and new product capability and reliability, on an unforgiving world stage, invariably to ensure continuing inves

32、tor (sponsor) confidence. Such examples of motorsports disparate business model elements in many ways demonstrate fundamentally the industrys absolute reliance on what in corporate speak is now termed brains trust or human capital. Invariably, however, funding for academic faculties (certainly in th

33、e UK) is now predicated largely on speculative - and in many respects unrealistic future student intake numbers, driven by institution/Government recruitment targets, which are rigorously-policed. The corollary is that institutions can now no longer simply be considered as seats of learning instead,

34、 they increasingly reside, sometimes uncomfortably, in the aggressive business domain of skills, education, training and research provision, where the marketplace is open, competitive and formidably- discerning, and majors on informed, industry-driven service provision. Thus, it is surprising, but p

35、erhaps understandable, that the arranged marriage of the academia-based skills/expertise purveyor, and the ostensibly-eager industry recipient of such services, remains largely unconsummated. The Objective of this paper is to: identify key enablers and inhibiters, perceived and actual, to successful

36、 motorsports industry-academe interaction; investigate inhibiters, to offer theoretical and practical insights into the reasons why key stakeholders in the process believe such barriers exist, indeed persist, and in some ways are perpetuated; provide instances of successes and failures in industry-a

37、cademe technology and knowledge transfer; detail a number of mechanisms to aid the catalyzing of vital industry-academe technology and knowledge transfer. INTRODUCTION OVERVIEW The terms motorsports and knowledge are bound inextricably, and their presence in the same compound noun yields a relations

38、hip that is easy to discern, appreciate, understand, and empathize with. The technological pursuit of faster, stronger, safer, lighter, more enduring and recently, cheaper (a term that some years ago would perhaps have been regarded as heresy), all in a quest regularly played out on a world stage, b

39、efore an global weekly audience numbering hundreds of millions for domination in a variety of different competitions, formats and formulae, requires the very best brains, talent, commitment and a certain je ne sais quoi to create robust, state-of-the-art technological solutions. Add one word - or co

40、ncept - to the above, however, and the status quo changes. For many, the extended combination of terms - motorsports, knowledge, and exchange - presents an altogether less easy alliance, to 2006-01-3610 Motorsports Industry Knowledge Exchange (MiKE): Oxymoron or Holy Grail (An Imperative for Sustain

41、ing Regional, National and Global Competitiveness) Mike Meechan Oxford Brookes University, England UK Copyright 2006 SAE International 1the extent now that learned motorsports commentators have described motorsports knowledge exchange as an oxymoron. 1(Bamber, 2005; Anon, 2005) This paper roundly ch

42、allenges this assertion. METHODOLOGY OF THE PAPER In this paper, I look first at the motorsports industry, and compare and contrast the manner in which its various global communities actually do share knowledge, and in doing so, far from losing competitive edge, actually consolidate, strengthen and

43、improve stakeholder advantage. (I use the term stakeholder here because it is not just companies industry - which benefit from knowledge exchange, but all within the so-called knowledge community who participate in the process: nations, regions, Government, industry and academia, amongst a host of o

44、thers). Secondly, based largely on academic and other documentary evidence (and if this appears somewhat sparse, it is because worthwhile papers seem authored by a small number of the same very-highly-regarded sources, who look predominantly only at the UK motorsports industry, and significantly cro

45、ss-reference), the paper investigates some of the mechanisms by which academia and industry and industry and industry, i.e. through inter-company relationships knowledge exchange and technology transfer. Next, based on real, practical experience gathered over the duration of the Motorsports Knowledg

46、e Exchange project which I manage, (and the 3-year period immediately preceding this), this paper presents a number of perceived impediments to successful academia-academia, academia-industry, and industry- industry knowledge exchange and technology transfer. Finally, the paper provides a number of

47、scenarios and suggestions in an effort to avoid some of the impediments and barriers to knowledge exchange and technology transfer that have been encountered in practice thus far. THE THEORY, PRACTICE, PROBLEMS AND BENEFITS OF AND FUTURE STRATEGY FOR - KNOWLEDGE EXCHANGE AND TECHNOLOGY TRANSFER IN T

48、HE MOTORSPORTS INDUSTRY INTRODUCTION AND OVERVIEW In this section, I provide first a brief overview of the UK motorsport industry, and thus establish its credentials as world-class and worthy of real scrutiny, if one is to understand that industrial competitiveness in the 21 st century is rooted upon the transfer of technology and the exchange of knowledge. Next, I look at the academic conventions of the constituent parts of our motorsport, knowledge