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University of Cincinnati UNIVERSITY OF CINCINNATI Date: October 31, 2006 I, Ryan Lake_________________________________________________, hereby submit this work as part of the requirements for the degree of: Master of Science in: Mechanical Engineering It is entitled: Integration of a Small Engine Dynamometer into an Eddy Current Controlled Chassis Dynamometer This work and its defense approved by: Chair: Dr. Randall Allemang___________ Dr. David Thompson_____________ Dr. Jay Kim _ _______________________________ _______________________________ Integration of a Small Engine Dynamometer into an Eddy Current Controlled Chassis Dynamometer A thesis submitted to the Graduate School of the University of Cincinnati In partial fulfillment of the requirements for the degree of MASTER OF SCIENCE In the Department of Mechanical, Industrial, and Nuclear Engineering of the College of Engineering 2006 By Ryan Douglas Lake B.S., University of Cincinnati, 2004 Committee Chair: Dr. Randall Allemang Committee: Dr. David Thompson Dr. Jay Kim Abstract The task of tuning an engine from scratch can be very time consuming and difficult if the right equipment is not utilized. Several different types of dynamometers with feedback control systems exist that enable a tuner to simplify the process. However, most of these systems are designed for specific applications and engines. Typically, the proper equipment is determined based on the budget and requirements of the tuner. The most common engines for Formula SAE (FSAE) cars are usually motorcycle engines or something similar. Unlike the usual car engines, which have separate transmissions, these engines and transmissions are built together. A complete custom engine dynamometer stand and corresponding connection between the transmission output shaft and the dynamometer is necessary. Different types of dynamometers were researched to determine their pros and cons. The nine inch Land and Sea water brake absorber and dynamometer stand utilized by the University of Cincinnati’s FSAE team since 1998 was researched to determine its performance characteristics. The Mustang Chassis Dynamometer and corresponding eddy current absorber purchased in 2003 were researched as well. The eddy current absorber is capable of maintaining low RPM speeds compared to the water brake. This key feature could be taken advantage of if a connection system is developed to utilize the eddy current absorber in the chassis dynamometer as the absorber for the engine dynamometer. Various designs were investigated and evaluated. The details of these designs and the pros and cons of each setup are discussed. The final design was tested and utilized for tuning the 2006 FSAE engine saving a significant amount of time and effort. During this testing period, small problems with the system arose and were corrected as they surfaced. The system is still in a state of testing, and recommendations are presented that will enable a final setup to be permanently installed. i ii Acknowledgments I would like to extend a great deal of thanks to three groups of individuals: my committee members, my colleagues in SDRL and Bearcat Motorsports, and my family, without your support I would not have been able to complete my research and this thesis. First, I would like to express my sincere appreciation to my advisor, Dr. Randy Allemang. I can not thank you enough for your continued assistance and input into the development, review, and completion of this thesis. In addition to the support for my thesis, the opportunity to work with you as a teacher assistant for the Auto Design I, II, and III courses during the 2005 and 2006 academic years has been exceptional. The position not only provided me with the funds to live during the time, but enabled me to further develop my leadership, team work, and vehicle design skills. The time I spent with the FSAE program is invaluable to my personal and professional development. To my other committee members, Dr. David Thompson, and Dr. Jay Kim, I truly appreciate your assistance and input enabling me to complete this thesis. To my colleagues in SDRL and Bearcat Motorsports, your academic support and assistance in reviewing, and suggesting changes to improve the quality of my thesis are greatly appreciated. I wish all of you the best of success in the remainder of your academic and professional careers. Thanks to the Bearcat Motorsports organization for the use of the engine and chassis dynamometers and to the 2005 and 2006 team members for their assistance in tuning and operating the dynamometers, especially to Dave Moster, Jeff Kenney, and Greg Curlin for their time spent helping develop and test my thesis. Last and most important, to my family, especially my wife, Stephanie, I could not have completed this thesis and masters degree without your endless love and support. iii Table of Contents TABLE OF CONTENTS.......................................................................................................iv LIST OF FIGURES.................................................................................................................v LIST OF TABLES..................................................................................................................vi LIST OF ACRONYMS.........................................................................................................vii CHAPTER 1: BACKGROUND.............................................................................................1 1.1 PURPOSE OF DYNAMOMETERS........................................................................................1 1.2 HISTORY OF DYNAMOMETERS........................................................................................3 1.3 WATER BRAKE DYNAMOMETERS...................................................................................6 1.4 ELECTRICAL DYNAMOMETERS.....................................................................................10 CHAPTER 2: UNIVERSITY OF CINCINNATI’S FSAE DYNAMOMETERS............15 2.1 NINE INCH LAND AND SEA WATER BRAKE ABSORBER................................................15 2.2 MD-95 MUSTANG CHASSIS DYNAMOMETER ...............................................................20 CHAPTER 3: COUPLING THE ENGINE TO THE CHASSIS DYNAMOMETER ....24 3.1 DIRECT DRIVE DESIGN .................................................................................................26 3.2 GEARBOX DESIGN .........................................................................................................30 3.3 CHAIN AND SPROCKETS DESIGN...................................................................................32 CHAPTER 4: OPERATING THE CHAIN AND SPROCKETS DESIGN .....................37 4.1 INITIAL BREAK-IN.........................................................................................................37 4.2 TUNING ..........................................................................................................................38 4.3 OTHER ISSUES ...............................................................................................................42 4.4 THE CORRECT EDDY CURRENT ABSORBER .................................................................47 CHAPTER 5: CONCLUSIONS AND FUTURE RECOMMENDATIONS....................50 5.1 CONCLUSIONS................................................................................................................50 5.2 FUTURE RECOMMENDATIONS.......................................................................................54 REFERENCES ......................................................................................................................57 APPENDIX A: DYNAMOMETER COMPARISON .......................................................59 APPENDIX B: MD-95 CHASSIS DYNAMOMETER SPECIFICATION.....................61 APPENDIX C: TELMA CC 80 RETARDER SPECIFICATIONS ................................62 APPENDIX D: F4I REDUCTION/SPEED TABLES .......................................................69 iv List of Figures FIGURE 1: ROPE BRAKE (A) PRONY BRAKE (B).................................................................... 3 FIGURE 2: COMPUTER AND REAL-TIME CONTROL SYSTEM DYNAMOMETER ...................... 5 FIGURE 3: WATER BRAKE DYNAMOMETER CROSS-SECTION............................................... 6 FIGURE 4: TYPICAL PERFORMANCE CURVES FOR A WATER BRAKE DYNAMOMETER .......... 9 FIGURE 5: PERFORMANCE CURVES: DC OR AC DYNAMOMETERS...................................... 11 FIGURE 6: EDDY CURRENT DYNAMOMETER CROSS SECTION AND END VIEW ................... 13 FIGURE 7: PERFORMANCE CURVES FOR EDDY CURRENT DYNAMOMETER ......................... 14 FIGURE 8: OUTER CASING, INTERNAL ROTOR, BEARING, AND SEAL ................................. 15 FIGURE 9: PICTURE OF THE WATER BRAKE BEARINGS, LEVER ARM, AND LOAD CELL ..... 17 FIGURE 10: NINE INCH WATER BRAKE PERFORMANCE CURVES VS. MEASURED CURVES. 18 FIGURE 11: 2005 FSAE CAR ON MD-95 CHASSIS DYNAMOMETER ................................... 22 FIGURE 12: ACTUAL 2005 TORQUE CURVE VS. DESIRED TORQUE CURVE......................... 24 FIGURE 13: TOP AND REAR VIEW OF DIRECT DRIVE POTENTIAL SETUP ............................ 27 FIGURE 14: ISO VIEW OF DIRECT DRIVE POTENTIAL SETUP ............................................. 28 FIGURE 15: TOP, FRONT, AND ISO VIEW OF GEARBOX POTENTIAL SETUP ........................ 31 FIGURE 16: TOP, FRONT, AND ISO VIEW OF CHAIN AND SPROCKETS SETUP ..................... 32 FIGURE 17: SPLINED ADAPTOR AND SPROCKET ................................................................
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