:. Projects
:. Asteroseismology
:. Dark Matter Galaxies
:. EPR
:. Gravitophotons
:. Hybrid Rocket Engine
:. Pulse-Ram Induction

:. Sections:
:. Introduction
:. Purpose
:. Problem
:. Test
:. Theory
:. Analysis
:. Design Parameters
:. Concepts
:. Final Design
:. Evaluation
:. Conclusion
:. Appendix A
:. Appendix B
:. Appendix C
:. Appendix D

:. Data:
:. Torque Power Data
:. Compression Data

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Design Paramreters:    

Based on the results of the experiment, the optimum length of the primary pipe to obtain a boost at the selected speed of 7000 RPM was 12 inches. This result was applied to the simple pipe case to determine the corresponding system natural frequency. The relationship of this frequency to the engine’s excitation frequency was calculated. The dimensionless parameter Q returned a value of 2.87, which agrees well with published data for typical manifolds. To optimize for the second boost point (selected at 5500 RPM to obtain a favorable overlap of pulse effects), the corresponding excitation frequency was used to determine the desired resonant frequency for the Helmholtz resonator. The relationship of geometric dimensions and system frequency could then be used to determine the correct dimensions for the system.    

Some of the variables in were fixed by the design team initially. A1 was fixed by the diameter of the carburetor bore (1.5 inches). A2 was chosen as the area of the largest cylindrical-style air filter available (3 inches in diameter) to provide the least restriction. L1 was fixed by the experimental results as 12 inches. Z1 was fixed at the number of carburetors (4), and Z2 will depend on the particular design configuration. This leaves two variables available to the design team for tuning the Helmholtz resonance of the system to correspond to the lower-speed boost point. L2 and V will depend on spatial constraints of possible designs and can be adjusted to tune the system for the 5500 RPM boost. Sources agree that a guideline for the minimum value of V to ensure wave reflection at the primary pipe end is 13 times the swept volume of one cylinder. Therefore, in further design work, the team considered that any plenum would need to have a volume no less than 109.1 icubic inches.    

In terms of the allowable bend radii of the system pipes, results of the experiment showed that bends of up to 45° have no appreciable effect on cylinder filling. Possible designs will be approached with a maximum bend angle of 45°.