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1

FSAE Instrumentation and Validation

Group 17:

Jared Walejewski

Mitch MacDermaid

Collin Howard

Alex Anthony

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2

Acknowledgements

Company Sponsor

Eaton Corporation (Transmission Division)
James Bosserd

Faculty Advisor

Muralidhar Ghantasala
Mechanical and Aerospace Engineering

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WMU Formula SAE

International Collegiate Competition
Static and Dynamic events

Design and Cost
Acceleration
Skid-pad
Autocross

Yearly Design and Production

Design
Manufacture
Test

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Objective Achieved

Design and Performed an Instrumentation Process of BR-21
Validated Worst Case Load Scenarios
Created Live Data Benchmarks and Compared to Simulation

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Section 1 and 2

5

Section 1 – Powertrain Stress Analysis

Biaxial Stress (T-Rosette)

Engine Mount
Differential Mount

Section 2 – Powertrain Performance Analysis

Wheel Power & Torque
Powertrain Temperature, Flow, and Pressure

Cooling
Oiling
Exhaust

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Section 3

Section 3 – Suspension Position and Validation

Damper Position
ARB Torsion
Pedal Forces
Brake and Tire Temperatures

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Tire Temp

Brake Temp

Pedal Force

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Vehicle Setup

DAQ Setup

16 Channel Eaton Triton Box Controlled

using Yeti Software

Dataforth Signal Conditioners

ECU Setup

Data Logging
Triton Box to ECU Communication

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The majority of our data collection was done using one of Eaton’s Triton DAQ units, which are very versatile and durable. Eaton also provided a data collection software known as Yeti which controlled the DAQ system for this project. The software provided a live display of the channels being collected along with customizable calibration tables. All incoming signals were conditioned using Dataforth 5B modules, which provided appropriate excitation and amplification for all instruments used.

The Vehicle uses a link Fury Engine control unit. The Link ECU comes equipped with 512 megabytes of onboard datalogging. This datalogging capability is utilized in conjunction with the triton box to log selected sensor data while testing and store it directly on the ECU. The ECU logging was set to activate when all defined control conditions were met. For instance, the engine speed control was set to require an engine speed above 1000 RPM and throttle position sensor to read above 1% as shown. In order to align the data collection of the DAQ box and ECU, the ECU was wired to receive a digital input of five volts from the Triton box. A final control condition was setup to read this signal therefore as soon as data collection was started on the Yeti software the DAQ box sent a digital signal which then triggered datalogging on the ECU to collect with minimal delay. It was important to match the Triton DAQ box recorded data with engine RPM to properly analyze the collected data. A three-axis accelerometer was installed onto the vehicle and connected to the ECU

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Triton Box Mounting

Triton Box Secured to Vehicle Chassis

Purchased Rear Mounting
3D printed Front Mounting

Laptop secured to Triton box

Three Flat Head Socket Head Cap Screws with Large Washers

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Dynamometer Testing

Dynojet Eddy Current Dynamometer

Power Core Software
Winpep 8 Software

Test Runs

Power Pulls (0-14,500 RPM )
Steady State (6,000-11,000 RPM )

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Track Testing

5 Courses Set-Up to Simulate Competition Events

Acceleration
Braking
Skidpad
Slalom
Cornering

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Vehicle Maintenance

Routine Maintenance

Powertrain
Suspension

Engine Rebuild

Transmission Swap
Valve Maintenance

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Budget

$1,330 Awarded in Grant Money

Two Undergraduate Award for Research and Creative Scholarship Excellence Awards.

Formula SAE Team Budget

Minor Expenses

12

Required Purchases	Supplier	Quantity	Total Cost
Embedded Brake Pad Thermocouples	Trail Brake	4	$132.00
Infrared Temperature Sensors	Allied Electronics	4	$622.88
18.0/6.0-10 W3 Racing Slicks	Hoosier	4	$869.02
Dominso Laptop Protective Case	Amazon	1	$26.99
Connecting Rod Bolt	Partzilla	24	$134.88
Main Bolt (8x98)	Partzilla	12	$96.36
Main Bolt (8x73)	Partzilla	18	$64.80
Gasket Kit A	Partzilla	2	$317.92
Gasket Kit B	Partzilla	2	$107.28
Piston Ring Set	Partzilla	8	$311.20
Cam Chain Guide	Partzilla	1	$36.84
Cam Chain Tensioner	Partzilla	1	$63.01
Cam Lifter Assembly	Partzilla	1	$87.35
Total Project Cost			$2870.53

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13

Timeline

General Vehicle Preparation

Chassis Dynamometer Instrumentation Set Up

Dynamometer Data Collection and Analysis

Dynamic Track Instrumentation Set Up

Vehicle Track Tuning and Set Up

Dynamic Track Data Collection and Analysis

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Engine Mounts�Powertrain Stress Analysis

Crucial Structure

Engine Cradle Designed to Utilize Block Stiffness
The Stress has Never Been Evaluated, Data will Provide New Benchmark

Bi-axial Strain Gauges

Assumed Longitudinal and Lateral Directions
Custom Wheatstone Bridge Adapter Used

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W

Excitation +

Excitation -

Signal -

Signal +

1 (gauge)

4 (dummy)

3 (dummy)

2 (dummy)

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Engine Mounts�Powertrain Stress Analysis

Chassis Dynamometer Data

Lowest Factor of Safety of 1.15 on Rear Left Mount
Data Shows Engine Does Produce Moment on Chassis

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Stress Location	Run2	Run3	Max	Avg	FOS
Lateral Stress (RR, MPa)	-14.2747	-14.5574	-17.8081	-15.5467	22.46
Longitudinal Stress (RR, MPa)	7.050255	8.496461	8.496461	7.811158	47.08
Lateral Stress (RL, MPa)	-12.4242	-102.648	-102.648	-70.5553	3.89
Longitudinal Stress (RL, MPa)	-332.983	-303.427	-347.116	-327.842	1.15
Lateral Stress (FR, MPa)	36.38523	30.75689	46.73875	37.96029	8.56
Longitudinal Stress (FR, MPa)	23.33166	100.5562	100.5562	43.92487	3.98

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Differential Mounting System�Powertrain Stress Analysis

Catastrophic Failure
Rectangular Rosette Strain Gauges

Biaxial state of stress
Unknown principal direction

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Differential Mounting System�Powertrain Stress Analysis

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Channel	Max Stress	Max Strain	FOS
BL -45 (1)	-3.435660644	-4.79172E-05	126.322
BL 0 (2)	-113.5690404	-0.001583948	3.821
BL 45 (3)	-47.15612713	-0.000657687	9.203
BR -45 (1)	-3.538261124	-4.93481E-05	122.659
BR 0 (2)	-163.1385001	-0.002275293	2.660
BR 45 (3)	-8.998100392	-0.000125497	48.232
TR -45 (1)	79.86015994	0.00111381	5.434
TR 0 (2)	-43.68446427	-0.000609267	9.935
TR 45 (3)	19.8442489	0.000276768	21.870
TL -45 (1)	130.6137785	0.001821671	3.323
TL 0 (2)	-48.45579822	-0.000675813	8.957
TL 45 (3)	65.02011777	0.000906836	6.675

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Differential Mounting System�Powertrain Stress Analysis

Estimated Launch Stress Increase

FOS Lower than Simulated Results (2.54)
Principal Stress Directions Changed

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Channel
BL -45 (1)	137.232
BL 0 (2)	3.032
BL 45 (3)	3.101
BR -45 (1)	133.253
BR 0 (2)	2.111
BR 45 (3)	16.251
TR -45 (1)	5.903
TR 0 (2)	11.986
TR 45 (3)	7.369
TL -45 (1)	3.610
TL 0 (2)	7.108
TL 45 (3)	2.249

	TL -45 (1)	TL 0 (2)	TL 45 (3)
Dynamometer Data	3.323	8.957	6.675
Launch Data	3.610	7.108	2.249
Percentage Change	8.637 %	20.643 %	66.307 %

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Power and Torque�Powertrain Performance Analysis

Formula SAE Rule Book

Maximum Engine Displacement: 710 cc
Intake Air Restrictor: 19-20 mm (Fuel Dependent)

Dynamometer Testing

Power and Torque Benchmarking
Temperature Data Collection

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Parameter	Previous Engine	Rebuilt Engine	Difference
Maximum Power [hp]	69.76 @ 11,000 RPM	77.22 @ 12,000 RPM	+7.46
Maximum Torque [ft-lbs.]	35.59 @ 9,000	50.76 @ 8,000 RPM	+15.17

The WMU FSAE Vehicle is powered by a 2007 Honda CBR600rr four-cylinder engine. Per the Formula SAE rule book teams are limited to 710 cc of displacement and an intake air restriction of 19 to 20 mm, depending on fuel choice, is enforced. It is important for the team to maximize power and torque output to best the competition. Dynamometer testing was conducted twice due to the engine rebuild. Initially the peak power was 69 horsepower at 11000 RPM and peak torque of 35 ft-lbs at 9000 RPM. After the rebuild the engines maximum power output was 77 horsepower at nearly 12,000 RPM and a peak torque of 50 ft-lbs at around 8000 rpm. The engine rebuild resulted in an increase of 7 horsepower and 15 ft-lbs. The steady state feature on the dynamometer was also used to collect data for various powertrain temperatures.

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Cooling System�Powertrain Performance Analysis

Air and Water Temperatures

Embedded Type K Thermocouples
Threaded Preexisting Thermocouples

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Cooling System Analysis�Powertrain Performance Analysis

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Heat Dissipated to Coolant	24.17
Heat Dissipated by Radiator	23.82
Energy Percentage Difference	1.5%

The vehicle's cooling system has been an area of neglect in years past for the FSAE team. Before this project there was no record of any cooling system data. Two minutes of data collected during on-track testing was used to calculate how much heat the radiator dissipates to its surroundings. A very simplified steady-flow thermal energy equation consisting of water mass flow rate, specific heat and temperature difference of inlet and exit water temperatures, was used to find that the radiator dissipated 23.8 kW. Lahvic’s empirical correlation was used to calculate how much heat was dissipated to the coolant. This correlation is used because it is a function of values known to the team. The power, torque, engine speed, and engine displacement volume were used to calculate that the engine dissipates 24.17 kW to the engine's coolant. This resulted in the cooling system underperforming by about 1.5 percent. The 1.5 percent found is with an assumption of maximum water flow generated by the water pump and thus an even larger disparity is likely. These results reflect in the team's experience of the cooling system overheating at times during longer events such as endurance.

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Oiling System�Powertrain Performance Analysis

Dry Sump Oiling System

Oil in Stored, Deaerated, and Cooled in External Reservoir

Reservoir Cooling Capability

Type K Thermocouple (Inlet)
Davies Temperature Sensor (Outlet)

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External Reservoir

Oil Pan

“Sump”

Scavenging

Pump

Oiling System�Powertrain Performance Analysis

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Oiling System�Powertrain Performance Analysis

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	Minimum	Maximum
Inlet Temperature	61.214	64.285
Outlet Temperature	33.597	34.542
Temperature Delta	27.617	29.743

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Exhaust System�Powertrain Performance Analysis

Exhaust Gas Temperatures

Type-k Thermocouple Installation
Exhaust Gas Temperatures are a Useful Tool for Engine Tuning

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Exhaust System�Powertrain Performance Analysis

Data Analysis

Runner 4 Temperatures are Slightly Higher
Overall, the EGT’s are Well Balanced

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Runner #
Runner 4	784.26
Runner 3	775.46
Runner 2	752.84
Runner 1	755.08

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Shock Potentiometer�Suspension Dynamics

Used to Obtain Suspension Position Data

BEI Linear Potentiometers with 30 mm Travel
3D Printed Mounting
Validates Down Force and Suspension Tuning

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Shock Potentiometer�Suspension Dynamics

With Aerodynamic Package

Longitudinal Acceleration of 0.87 G’s
13% Difference than Designed Value of 1 G
Displacement Benchmark Values

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Parameter	Maximum Value	Minimum Values
Front Right Shock Displacement	3.91 mm	-5.97 mm
Front Left Shock Displacement	6.68 mm	-6.28 mm
Rear Right Shock Displacement	5.74 mm	-11.3 mm
Rear Left Shock Displacement	3.49 mm	-9.16 mm
Longitudinal G’s	0.87 G’s	-0.78 G’s

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Shock Potentiometer�Suspension Dynamics

Without Aerodynamic Package

Aero Downforce Designed Around 50 mph
Vertical Force on Tires Calculated
% Difference Between Designed and Observed Values

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Parameter	Front	Rear
Displacement Difference	1.93 mm	2.30 mm
Difference w/ Package Weight	1.23 mm	0.78 mm
Downforce	48.37 lbf	35.05 lbf

Element	Observed Down Force	Anticipated Downforce	% Difference
Front Wing	48.37 lbf	58.85 lbf	17.8%
Rear Wing	35.05 lbf	69.69 lbf	49.7%

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Shock Potentiometer�Suspension Dynamics

Skidpad Event

Shock Displacement Correlates to Track Set-Up
Useful in Tuning of Suspension Stiffness and Ride Height

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Parameter	Maximum Value	Minimum Values
Front Right Shock Displacement	4.26 mm	-2.69 mm
Front Left Shock Displacement	8.06 mm	-5.03 mm
Rear Right Shock Displacement	8.93 mm	-6.87 mm
Rear Left Shock Displacement	8.15 mm	-6.79 mm
Lateral G’s	1.17 G’s	-1.34 G’s

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Anti-Roll Bar System�Suspension Dynamics

Anti-Roll Bar (ARB) Critical Tuning Component

Two Torque Strain Gauges used to Measure Torque
Validates Need for Improvement of System

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	Observed Torque	Anticipated Torque	% Difference
Front Anti-Roll Bar Torque	222 N-m	251 N-m	11.55%

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Brake and Throttle Pedal�Suspension Dynamics

Pedal Force Evaluation

Utilized Omega LCGD-500 Pancake Loadcells
Calibrated using Provided Instrument Information from Eaton

- 3D Printed Housings on Pedal Faces

Live Track Data used to Adjust Current Design Load Cases

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Brake and Throttle Pedal�Suspension Dynamics

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	Observed Pedal Force	Anticipated Pedal Force	% Difference
Throttle Pedal Force	28.3 N	445 N	93.6%

	Observed Pedal Force	Anticipated Pedal force	% Difference
Brake Pedal Force	78.7 N	445 N	82.3%

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Brake Rotors�Suspension Dynamics

Rotor and Pad Temperature Collection

- Embedded Thermocouples Pressed into each Interior

Brake Pad

Data Collected used to Validate Previous Design Benchmarks and Optimize the Current Brake Bias

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Brake Rotors�Suspension Dynamics

Braking Event

As Brakes Temperatures Increase, Stopping Distance Decreases
Maximum Temperature of 85.65 ℃
Rear Dominate Brake Bias

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	Observed Rotor Temp	Anticipated Rotor Temp	% Difference
Brake Rotor Temperature	85.65 ℃	108℃	20.7%

Run #	Braking Distance
Run 1	29 ft.
Run 2	28 ft.
Run 3	22.5 ft
Run 4	24 ft
Run 5	17 ft

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Tires�Suspension Dynamics

Tire Temperature are Essential to Tuning

Hoosier 6.0/18.0-10 LCO FSAE Tires
Infrared Temperature Sensors
Mounting Fabricated using 4130 Steel
Place 4” above Tire Surface Creating 2.5” Diameter Circle

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Tires�Suspension Dynamics

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Parameter	Maximum Value
Front Right Tire Temperature	153.3 ℉
Front Left Tire Temperature	151.7 ℉
Rear Right Tire Temperature	143.6 ℉
Rear Left Tire Temperature	145.1 ℉
Longitudinal G’s	1.54 G’s

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Tires�Suspension Dynamics

Cornering/Slalom Event

Front Tires Hotter than the Rear Tires
Shows Oversteering by Driver
Correlates to Data Collected during Aero Analysis

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Condition	Feedback
Inner edge >5℃ Hotter than outer edge	Too much negative camber
Inner edge <5℃ Hotter than outer edge	Not enough negative camber
Center temperature > Inner edge temperature	Too much tire pressure
Center temperature < Inner edge temperature	Too little tire pressure
Front tires hotter than rear	Understeering car
Rear tires hotter than front	Oversteering car

Parameter	Maximum Value
Front Right Tire Temperature	88.6 ℉
Front Left Tire Temperature	112.3 ℉
Rear Right Tire Temperature	119.6 ℉
Rear Left Tire Temperature	126.1 ℉
Lateral G’s	1.62 G’s

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Summary

Results

Updated Benchmarks
Worst Case Load Scenarios

Limitations

Snowy Weather
Damaged Instrumentation
Engine Failure

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References

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difference.

[2] Western Michigan University Formula Racing Team, 2021

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[12] Motor Co., Honda. 2007-2008 Honda Service Manual CBR600RR. Honda Motor Co., 2007.

[13] Society of Automotive Engineers (SAE) “Rules Formula SAE,” 2022

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[15] Fasulo, Giovanni. “Design and Analysis of Exhaust System for Formula Student Race Car.” LinkedIn, LinkedIn, 28 Mar. 2020, https://www.linkedin.com/pulse/design-analysis-exhaust-system-formula-student-race-car-fasulo/.

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0465?seid=srese1&gclid=CjwKCAjw9LSSBhBsEiwAKtf0n4ICboWd95S49yOWqtnljoHt0FsTV8H9XPI-UxdLpUIFjRtAXMtqIRoC1FQQAvD_BwE.

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Questions?

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