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Remember me on this computer. Queiroz, J. In dieser However, for manufacturing and spatial reasons these values were adjusted to This determined the choice of the definitive parameters.
The rules determine that all parts of the intake system, Figure 11 - Volumetric efficiency comparison including the throttle body, shall not trespass the surface defined by the superior part of the roll bar and the outside limits of the rear tires.
From models created according to the project specifications, with the help of a decision matrix as analysis tool among the conceptions, it was decided which of the available concepts fit the best to the requirements. The considered specifications for analysis were: The final plenum concept is as presented in figure Figure 12 - Torque comparsion - Intake manifold concepts Vs. The latter presents superior values below rpm due to the employment of smaller diameter tubes, which enhances volumetric efficiency by this condition.
However, on increased speeds this diameter ends up restricting the admitted mass flow, therefore decresaing the volumetric efficiency and the generated torque. For power values, however, the comparison between both concepts is as shown at figure Figure 14 - Final plenum concept After defining the geometry, processes and materials for its fabrication were analysed — all of this took place aiming at dimensional precision and the mechanical resistance needed while keeping costs at the same magnitude.
The cost, specially, had to be a priority since this is a factor that can make the manufacturing process non-plausible.
Figure 13 - Power compartion - Intake manifold concepts Vs. In regards of the position where this very high when embedded in a plastic matrix . The resin employed was the epoxi system Araldite LY and Manufacturing Aradur by the ratio of 2. The epoxi resin, although with a high price compared to poliester, becomes worth by its longer curing time. This characteristic is advantegeous when curing Having the project phase and its steps coming to an end, the intake is made within a vacuum bag, as in the present work, for this process system had its manufacturing started.
Curing on vacuum is also benefic for the surface finish and for controlling the thickness of the piece. After being assembled, these sheets had their gaps, created between the dimensional step between each longitudinal and transversal sheet, filled by polyestyrene foam and, then, the mold was treated to reduced its surface roughness.
The remaining pieces yet to be manufactured, already drawn and assembled in CAD as it can be seen in figure 15 and 16, had their manufacturing processes defined based on other requirements according to their individual sub functions. Figure 15 represents the short duct length setup while figure 16 represents the long duct length setup. As for other manufacturing details: The remaining parts were manufactured in aluminum to ensure ease of manufacturing.
The manufacturing processes were realized with the assistance of a fabrication center which realized turning and milling as necessary for each part. Prior to these processes some pieces were waterjet cut in order to assist the machining needs involved.
With all separate components fabricated, the system was assembled and TIG welded, dismissing addition metal in all weld areas, which enhances beneficially the resulting weight.
Over this, the prototype was To analyze the reliability of torque values gathered in simulation, the taken to a Mustang MD-AWD chassis dinamometer. Due to engine speed instability over the range of rpm, only data The methodology was based on stabilizing the engine at constant speed above rpm was acquired. Figures 20 and 21 present the and WOT between rpm and rpm in steps of rpm. For comparison between measured and simulated data for both duct each case, three measurements of fuel consumption were made with a lengths.
For each test point, air exess ratio lambda values were also recorded. Measured values for volumetric efficiency were calculated using equation 7. Predicted experimental data gathered at dynamometer. Taking in account that the main gears and their efficiency are, respectively: The plausible reason behind this divergence may be on throttle and ports discharge coefficients measurement uncertainty, as well as lack of data such as duct and intake port temperature.
Figures 22 and 23 represent the error percentage for L1 equal to mm and mm - respectively. The manufacturing practices presented in this work showed the achievement of variable intake manifold and plenum with limited budget. The resulting plenum piece had the expected mechanical resistance and stiffness, confirming the quality that the lamination sequence, showing a good surface finish and thickness control.
The remaining parts made in aluminum also complied to the manufacturing requirements — having a high quality the TIG weld finishing.
References 1. Heywood, J. Jawad, B. Shaw, C. Roussopoulos, K. Queiroz, J. Bayas, J. However, in order to gather more reliable data, improvements 8. De Risi, A. Further on, the improvement over the Analysis," SAE Technical Paper , , combustion model is necessary - for more accurate torque data, doi: Sung, N.
Costa, R. Stone, R. Royce, M. And Fellows Judges.
Furthermore, the new torque peak at rpm, along with Compete: Boretti, A. Technical Paper , , doi: Vaughan, A. Technologies, Westmont, IL, However, to obtain more precise results, a deeper knowledge of the Nevertheless, the trends http: Callister Jr.
Chiodelli, R. De Marco Filho, F.
L1 Length of primary duct. Juliano Vaz — juliano. Acknowledgments Tungsten Inert Gas. Engine, WOT Wide open throttle fuel and emissions research group, all of these whose help was fundamental on the testing and validation procedures encompassed by this work. DoE Design of Experiment. D1 Diameter of the primary duct. D2 Diameter of secundary duct.
D3 Diameter of secundary duct.
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Formular L 1k 21 5. Formular L 1i 25 II.
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