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4. Results
Figure 5. This graph shows the RPM of the
engine. The flat sections indicate the engine is
We used a variety of sensors on at idle. As the engine revs, the graph climbs.
the dyno to measure the manifold The peak of the graph indicates the user
absolute pressure, the AFR, the throttle defined rev limit.
position, the RPM, and the ignition
advance in order to calibrate the engine
to its optimal running state. The MAP
sensor measures manifold absolute
pressure, which is the amount of
pressure in the intake manifold (Figure
7). The TPS sensor measures the throttle
position (Figure 8). The RPM sensor is a
magnetic pickup sensor that measures
revolutions per minute (Figure 5). The
ADV graph shows the ignition advance Figure 6. This graph shows the ignition
(Figure 6). We expect the throttle advance of the engine. When the engine is at
position to be wide open when the RPM idle, indicated by the flat section of the graph,
of the engine reaches a maximum value. the ignition advance is around 30 degrees. As
The graphs of TPS and RPM show the RPM peaks, the ignition advance also
increases. An increasing RPM means the
corresponding peaks when the throttle period of the engine’s cycle is becoming
position was completely open. The MAP shorter. A faster moving piston means the
sensor shows the presence of a vacuum spark must be set off earlier to ensure the
(lower pressure than atmospheric) in the most efficient combustion of fuel before 90
intake manifold immediately after peak degrees after top dead center (max torque).
RPM. The lower pressure, or the
vacuum, helps draw air into the intake
manifold. The ignition advance is at 30
degrees when the engine is at idle. The
ignition advance peaks as the RPM
peaks. The engine relies heavily on the
sensors. The graphs of the sensors reveal
how their functions are interrelated.
Figure 8. This graph shows the throttle angle
Figure 7. This graph shows the manifold position. When the engine is at idle, the
absolute pressure in the intake manifold. At throttle is not depressed. The throttle position
idle, when the throttle is closed, the MAP is relates directly with the RPM. As the throttle
around 71 kPa. Atmospheric pressure is, on is opened, the RPM will increase. This graph
average during the experiment, 97 kPa. When measures the amount of opening of the
the throttle is closed, not much air can enter throttle. The peak of the graph indicates that
the intake manifold, so a vacuum is able to the throttle is wide open.
exist. The largest vacuum exists when the
throttle is released after being wide open. The
MAP increases when the throttle is initially
depressed.
Figure 9. The Ignition Advance Table allows you to spark the air-fuel mixture earlier at the varying
loads and rpm.
Figure 10. The graph of the Ignition Advance should rise relatively smoothly.
Figure 11. The Volumetric Efficiency Table allows you to put more or less air into the cylinders in
order to reach the 14.68:1 AFR.
Figure 12. The graph of the Volumetric Efficiency should rise relatively smoothly.
the area where the engine is operating.
The ignition advance table sets We highlighted the cells around the red
the timing for the spark plug according dot and changed the values according to
to pressure (kPa) and RPM (Figures 9 the air/fuel sensor’s readout. We strived
and 10). The numbers do not change as for a value of 14.68. If the sensor
much for the low loads and high RPM. showed a higher value, meaning the
We worked mainly with the top half of mixture in the engine is lean, or too
this table. The numbers indicate how much air, we increased the highlighted
many degrees before the piston hits top values in the volumetric efficiency table
dead center the spark plug will spark. to a more positive number. When the
The optimal time for the spark is the sensor showed a value lower than 14.68,
time when the piston will generate the we would decrease the highlighted
greatest amount of torque on the values in the VE table to a less positive
crankshaft, which is 90 degrees after top number to make the mixture leaner.
dead center. Varying the load and the RPM permitted
The Volumetric Efficiency table us to move the red dot everywhere on
will record the efficiency of the engine the chart. We adjusted each area of the
according to the AFR (Figures 11 and chart until the air/fuel sensor showed a
12). The value 0 represents 50% value close to 14.68. The sensor does not
efficiency; 50 represents 100% display a stable number; instead, it
efficiency, and -50 represents 0% varies in a range of numbers. If the range
efficiency. As the engine runs on the is fairly close to 14.68, it is very well
dyno, a red dot on the chart will indicate tuned. We also calculated the horse
power with the dyno. The horsepower is to our setup. The experiment would
torque multiplied by the RPM divided by require finding the perfect stoichiometric
5252. For example, 4800 RPM and 34.1 ratio for that particular fuel. However,
ft-lbs of torque generated a horsepower we do not expect the output of these
of 31.16. The dyno measured the amount engines to compare to gasoline powered
of torque with a special calculator and ones.
the red dot in the chart indicated the
RPM. At 11,500 RPM, our engine 6. Conclusions
generated a peak torque of 37.5 ft-lbs,
and the horsepower was calculated to be
To maximize the power of the
82.1. To obtain higher horsepower, we
engine we had to make sure our
would strive for an AFR of 13, a richer
volumetric efficiency and ignition
mixture [5]. Injecting a little bit more
advance tables were tuned using
fuel than stoichiometric will generate a
WinTec4 and the dynamometer. By
bit more power; however, injecting too
setting up the engine on the dyno and
much fuel will result in very poor fuel
running it under different RPM and load,
economy and reduced power.
we were able to tune it to get a
maximum horsepower of 82.1. This was
5. Future Work accomplished by manipulating the
amount of fuel the engine received and
As the future comes closer the when it received it using a laptop
need for better engines that use less fuel attached to the ECU. There were areas of
will arise. In order to achieve this, there the tables that we could ignore as the
are a variety of improvements that can engine used idled at relatively high
be made. We could have changed the RPM.
ignition advance which would speed up
the time it takes for the spark plug to 7. Acknowledgements
light. When the spark plug lights it reacts
the fuel and the air within the engine to
We would like to thank the
provide power. By having this light
following people and institutions for
faster it would be able to react to the fuel
giving us this opportunity to work on
faster giving more power to the car. We
this research project.
could have also added a supercharger to
the engine that would push more air into Dean Brown,
the combustion chamber, allowing a
better and faster reaction with the fuel. Blase Ur, for taking time to coordinate
Since a lot of power is lost during the such an excellent program and giving us
exhaust stroke because of back pressure the opportunity to learn about
an exhaust header could have been engineering.
added on to prevent this by pushing
more exhaust gases out of the cylinders. The Governor’s School Board of
With recent developments in Overseers
alternative fuels, future research could
deal with maximizing the efficiency and Mark Sproul, for teaching us how
power of an engine run by alternative automobiles (and specifically engines)
fuel. This could be done in a similar way
work, and for telling us countless stories
about his personal racing experiences.
Jane Oates.
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[7] Sproul, Mark. Class notes. Governor’s School of Engineering and Technology,
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http://commons.wikimedia.org/wiki/Image:Four_stroke_engine_diagram.jpg
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http://www.britannica.com/EBchecked/topic-art/226592/89315/An-internal-
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