design analysis & optimization of formula-1 vehicle_8th sem_mse

8/9/2019 Design Analysis & Optimization of Formula-1 Vehicle_8th Sem_mse

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DESIGN ANALYSIS &

OPTIMIZATION OFFORMULA-1 VEHICLE

Under the guidance of

Dr. Gavendra Nr!e"

S#$%''ed $"(Aviral Dubey 111623Himanshu Yadav111639Manas i!ari 1116""

#itesh $umar 11166"#ohit $umar 11166%


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CONTENTS.N. TOPIC1& 'ro(ect )vervie!

2& *or+ 'lan

3& Design ,oals

"& -te. by ste. develo.ment of formula 1 vehicle /A0 ehicle oading /0 Develo.ment of one !heel bum. model

/40 5inite lement Model Develo.ment /D0 #oll 4age testing using A7-Y-


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Pr)e*' Overve+ he basic aim is to design8 analye8 o.timie

and to create a .rototy.e of a single seatedformula one vehicle&


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,r! PanDESIGN

• o designtheformulaonevehicleonsoft!are

a..lication 4A:A

A7AY-:-

• oanalyeando.timiethedesign onsoft!are

a..lication A7-Y-

'#))Y'

• o createthe.rototy.e!ith thehel. of-A&


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,HAT IS FORMULA

ONE Modern 51 cars are single;seated8 o.en

coc+.it8 o.en !heel racers&

Must be constructed by the racing teamsthemselves8 .o!ered by 3&


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De/n Ga he design goals include>

Meet customer s.eci?cations&

Minimie cost4reate innovative and functional design

Minimie !eight

).timie .o!er ef?ciency

Maintain mass .roduction feasibility


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COMPARISONMer*ede F1 ,0 Gr#2 3-14

)verall !idth 1@


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STEP 3Y STEP DEVELOPMENT

OF FORMULA-1 VEHICLEA& ehicle oading

& Develo.ment of )ne *heel um. Model

4& 5inite lement Model Develo.mentD& #oll 4age esting using A7-Y-


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A. VEHICLE LOADING he main deformation modes for an automotive

chassis are given in as>

1& ongitudinal orsion2& ertical ending

3& ateral ending

"& Horiontal oenging


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1. Ln/'#dna Trn orsion loads result from

a..lied loads acting on oneor t!o o..ositely o..osedcorners of the car&

orsional loading and theaccom.anying deformationof the frame and sus.ension.arts can aect thehandling and .erformance

of the car& he resistance to torsional

deformation is +no!n asstiness&

5igure > ongitudinal orsionDeformation Mode


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5. Ver'*a 3endn/

he !eight of the driverand com.onentsmounted to the frame8such as the engine and

other .arts8 are carriedin bending through thecar frame&

he reactions are ta+en

u. at the aBles& erticalaccelerations can raiseor lo!er the magnitudeof these forces&

5igure > ertical endingDeformation Mode


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4. La'era 3endn/

ateral bending loads areinduced in the frame forvarious reasons8 such asroad camber8 side !ind

loads and centrifugalforces caused by cornering&

he side!ays forces !illact along the length of thecar and !ill be resisted at

the tires& his causes alateral load and resultantbending&

5igure > ateralending

Deformation Mode


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6. Hr7n'aL7en/n/5or!ard and bac+!ard forces

a..lied at o..osite !heelscause this deformation&

hese forces may be caused

by vertical variations in the.avement or the reactionfrom the road driving the carfor!ard&

hese forces tend to distortthe frame into a.arallelogram sha.e assho!n in the ?gure&

5igure > Horiontaloenging Deformation

Mode


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3. DEVELOPMENT OF ONE,HEEL 3UMP MODEL he total stiness $ total of the

system is given by>

1 C 1 1

$ ''a $ 1 $ 2

!hich is the generic

eEuation of stiness fors.rings in series&

Another useful eB.ression tomodel sus.ension eects !illbe to ?nd the eEuivalent

torsional stiness /$ 0 for alinear s.ring at the end of abar&

$ C 2& $

5igure > ubes in-eries


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3. DEVELOPMENT OF ONE

,HEEL 3UMP MODEL 8*n'd.9

5igure > ehicle-tic+ Model F

4om.liant-.rings

5igure >ehicle -tic+

Model F4om.liant

5rame

5igure > ehicle-tic+ Model F

4om.liant-.rings and

5rame


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3. DEVELOPMENT OF ONE,HEEL 3UMP MODEL 8*n'd.9 he load is a..lied at the front left !heel

/.ositive B and y direction0& he other!heels are all constrained from motion inthe vertical direction&

-ince the force a..lied at each !heel is

eEual8 call it 58 the deGection of thes.ring at that !heel can be calculated if!e +no! the s.ring constant8 by thesim.le eB.ression 5C$B&

herefore8 the total res.onse of the!heel8 reacting against some a..lied

load can be found by the follo!ingeB.ression>

1 C 1 1 1 1 1

$ ''a $ 1 $ 2 $ 3 $ " $ %

5igure > ehicle -tic+Model F 4om.liant

-.rings


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C. FINITE ELEMENT MODEL

DEVELOPMENT5#AM A7D *H) 4HA--:- M)D:7,


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C. FINITE ELEMENT MODELDEVELOPMENT 8*n'd.9

he bare structural frame loo+s li+e follo!ing >


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DEVELOPMENT 8*n'd.9 he com.lete ?nite element model of the

vehicle is sho!n belo! >


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DEVELOPMENT 8*n'd.9A table of the dierent element ty.es as used

in the A7-Y- model is given belo! >ANSYS

Ee%en'T"2e

Ue

eam" #ound and -Euare ubes8gussets8tabs

in+@ ension4om.ression lin+s suchas.ull lin+s or a;arms

4ombin= Ioint for roc+er

4ombin1" -.ring in sus.ension /can handle

dam.er as !ell0-olid"% -olid bloc+ used for engine


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Ma)r C%2nen' : Fr%#a 1 Ve;*e#oll 4age

-us.ension

ra+es

-teering Mechanism

*heel Assembly

Drive rain

ody 'anel and -afety Eui.ment


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R Ca/e( De/n O$)e*'ve 4om.ly all the rules

'rotects the driver

*ithstands all +ind of

loads during .erformance o! mass

o! cost

asy to manufacture

5ig> 4hassis Design


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R Ca/e De/n-A #ule boo+ de?nes basic

driver safety reEuirements

Material selection8 tube sieselection8 geometry designand fabricating .rocessaect the roll cage.erformance8 mass andcost&

#oll cage can be designed!ith lo! mass if the

geometry is o.timied to!ithstand all the static8dynamic and im.act loadsby using relevant analysis


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#oll 4age Dimensions/10 4oc+.it


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/20 5ront Hoo.


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/30 Main Hoo.


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/"0 -ide racing

M ) L d R C


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Ma)r Lad n R Ca/e

5ront:m.act

#ear:m.act

5 r o n t #o l l o v e r H

e a v e

2 o

a d i n g

o r s i o

n

*

h e e l

3 u m .

5 a l l D o ! n

-ide:m.act

- i d e #o l l o v e r

5ig> -ide ie!

5ig> 5rontie!

*or+ing Method for


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*or+ing Method forAnalysis

Me;Genera'

nSvn/(

1.I%2a*''e'n/

5.aerd"na

%*Te'n/

P'2r*e

n/

Md


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R Ca/e Te'n/ #n/ ANSYS ,3

5ront :m.act est

#ear :m.act est

-ide :m.act est

5ront #oll )ver est

-ide #oll )ver est

orsional #igidity est

5ront *heel um. est

#ear *heel um. est

Heave oading est

Dro. est


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R Ca/e Ana" #n/ ANSYS ,3 16.0

Material> A:-: 1 =@=< +gm3

Yield strength> %39 M'a

Ma'era O#'erDa%e'er

T;*!ne

A:-: 1


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R Ca/e( Ma'era UedA:-: 1


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S#$"'e% Ma 8!/9

#oll cage 33

ngine 2=

ire Assembly "% ransmission 2@

-teering ra+es ody !or+ KAuBiliary com.onents

2=

Mass of the driver 9<

T'a Ma 50

R Ca/e( Fr*e E'%a'nDuring o.eration8 a roll cage is sub(ected to dierent +ind of

loads K im.acts5orce values for dierent im.acts are calculated using

7e!tonLs 2nd a! of Motion i&e& 5 C m a /70 !here m Ctotal mass of vehicle /$g0 a C deceleration during vehicleim.act /ms20

Mass of each subsystem is considered as follo!s >


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Frn' I%2a*' Te'

N 5ront :m.act refers to front collision !ith a stationary ob(ect

N #esearch has found that the human body !ill .ass out at loads muchhigher than 9 times the force of gravity /9 ,Ls0& A value of 1< ,Ls !as set asthe goal .oint for an eBtreme !orst case collision in case of front im.act

N Hence ta+ing deceleration during vehicle im.act a C 1


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N 1 5ront im.act O otal


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5ig> 5ront im.act O MaBimum-tress


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Rear I%2a*' Te'

N A rear im.act is most li+ely to occur !ith the vehicle hit by anothervehicle at the rear end

N #ear members of vehicle are sub(ected to 1


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N 1 #ear im.act O otalDeformation


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5ig> #ear im.act O MaBimum-tress


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N he vehicle rolls over on its front end &

N 2&%, load is eEually distributed to front ateral 4rossmember /40 (oints !hereas the base .lane (oints are

?Bed &

5ig> 5ront #oll over O otalDeformation


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5ig> 5ront #oll over O MaBimum -tress


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-ide :m.act estN A side im.act is most li+ely to occur !ith the vehicle being hit byanother vehicle

N As it is most li+ely to occur !ith the vehicle already in motion so the sideim.act force !as calculated +ee.ing % ,Ls of deceleration

N Hence ta+ing deceleration during vehicle im.act a C %,

N y 7e!tonLs 2nd la! of Motion8 5C ma C 2"9&2=%9&@1 C 12226&%< 7

N his force is a..lied on " nodes on the left -ide :m.act Member /-:M0

and o!er 5rame -ide /5-0 member

N herefore force a..lied on each node C 12226&%


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%, load is eEually distributed to one side (oints!hereas the other side (oints are ?Bed

-elf !eight is included

5ig> -ide im.act O otal


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5ig> -ide im.act O MaBimum-tress


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Trna R/d'" Te'

N herefore maB C 2""%&3"1&32 C 1%@9&"= 7;m

N As P C 5orce ength CQ 1%@9&"= C /25


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N 5orce eEuivalent to vehicle !eight is a..lied on frontsus.ension .oints to re.resent the torEue !hile rear end

(oints are ?Bed

N he maBimum stress should be less than the yieldstrength of the material

5ig> orsional #igidityO otalDeformation


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5ig> orsional #igidityO MaBimum-tress


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est #esultsTe' De:r%a'n 8%%9 S're8M2a95ront :m.act


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THAN= YOU

design analysis & optimization of formula-1 vehicle_8th sem_mse

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