In addition to the engine control received from Bosch Motorsport, our team works with many different electronics. One of our tasks is the design and implementation of the control of the electric water pump. We have developed a unique control electronics that changes the circulation speed of the water system depending on the temperature of the engine, thus regulating the heating and cooling. Our goal is to implement a system that regulates cooling taking into account almost all parameters of the engine and the environment. This allows us to save consumption and increase engine efficiency. Commercially available online telemetry systems are extremely expensive, so we started developing a completely unique system. It can be divided into three tasks: Collection of measurement data from the engine controller via the CAN bus, transmission of the measured data using a wireless system, real-time display of the received data on the computer on the receiving side. The data is continuously monitored and analyzed with a computer program developed by us.
The main element of the system is a Davies Craig EWP80 centrifugal pump with a maximum delivery capacity of 80 l/min. The cooling radiator has a unique design, dimensions: 200x300x40 mm. The fan’s maximum delivery capacity is 850 m3/h, its diameter is 190 mm. One of the most important elements of the system is the unique control electronics, which changes the circulation speed of the water system depending on the temperature of the engine, thus regulating the heating and cooling. This allows us to save consumption and increase engine efficiency.
Since we are developing our engine for the Formula Student racing series, we thought accordingly when designing the lubrication system. Since the car is exposed to high lateral accelerations, along with the engine, we decided to use a dry crankcase lubrication system instead of the wet crankcase lubrication system used in passenger vehicles. The tank is modeled after the oil tank of the Audi R8, of course adapted to the parameters required for our engine. The oil pump is a commercially available mechanical piece.
The crankcase has a unique design, split design, and is made of aluminum alloy. It was made by cutting at the Qualitative Production Gépipari és Kereskedelmi Zrt. factory, but later plans include the use of casting technology. Our most important future goal is to lighten the crankcase. Our cylinder was cast in Nemak’s prototype plant in Linz, its material is aluminum alloy. The diameter of the cylinder bore is 100 mm. Our main shaft has a split design, similar to motorcycle engines. This is the reason why the main shaft, which is the basis of the mechanism, consists of 3 parts. During its design, the primary consideration was the reduction of rotating masses and thus the increase of the engine’s speed range. The maximum speed reaches 12,000 rpm. It is manufactured and assembled by our partner companies. Tungsten carbide bars, which ensure mass equalization, are inserted into the holes created in the crankshaft hams with a pressure of 10 tons. The piston, connecting rod and piston pin are not custom designed, they are Prox racing parts.
Our individually designed and cast cylinder head was made in Nemak’s prototype factory in Linz. Material: AlSi7MgCu0.5. The design of the intake and exhaust channels was made in accordance with the needs of racing. We use 4-valve, 2-camshaft, cup DOHC valve control. The control is driven by a chain. Camshafts have roller bearings, as their properties are better than plain bearings.
The task of the department is the design and construction of the entry and exit side units of the engine. In the case of both systems, planning taking into account the competition regulations and the vehicle’s characteristics is extremely important, the planning can only be created as a joint work of many departments. In addition to knowing and observing the restrictions of the competition regulations regarding the air supply system, the entire system is designed in cooperation with the engine simulation department, after determining its initial data (pipe length, diameter, airbox volume), keeping in mind its location in the vehicle. The flow control of the system is carried out with simulation programs and flow measurements, which on the one hand are confirmations of the simulations, and on the other hand allow the control of the finished parts. The components are manufactured partly at the manufacturing partners and partly within the team using fiber-reinforced composites. The exhaust system is also made with the same starting point as the air supply system, taking into account the parameters determined by the engine simulation department and the mentioned conditions. Within the team, the simulation, design and execution departments work well separately but closely together. In the case of both systems, continuous development is important in order to exploit the engine’s inherent potential.