Professional Documents
Culture Documents
2014-01-0355
Published 04/01/2014
Atishay Jain
Abstract
One of the key aspects of designing a race car chassis is
Torsion Stiffness (Roll stiffness). Designers strive to develop a
chassis design with a high value of roll stiffness to counter the
forces applied by the suspension during cornering while keeping
the weight as low as possible. CAD and static analysis
techniques are instrumental for virtual testing and validation in
the initial stages of a project prior to experimental testing. This
paper intends to encapsulate elementary analysis skills and their
application in designing and developing tubular frame structures
for amateur racing vehicles and simultaneously focusing on
reducing the time for the design and development process.
The objective of this paper is to calculate, analyze and optimize
the torsion stiffness of a Formula SAE/ Formula Student
chassis using an analysis model developed and optimized for
quicker design iterations and to compare different design
proposals based on certain key parameters in the nascent
stage of project development.
This paper extensively uses Finite Element Model (FEM)
techniques to execute static structural analysis and modal
analysis, and suggests various approaches that can be
adopted post analysis to help in deriving alterations in space
frame geometry directed towards augmenting torsional
stiffness value for a particular load case and thus, optimize
one's design.
Introduction
Formula Student/ Formula SAE are a series of international
student engineering competitions. Student teams from around
the world from different leading universities design, build, test,
and race a small-scale formula style racing car. All cars are
required to follow the provided rules and guidelines meant for
safety and uniform design evaluation.
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Vertical Bending
This load case arises from supporting the weight of all
components of the race car. Among them, more dominant ones
are driver, engine and differential system. The frame is
assumed to act as a beam simply supported on four wheels
(Figure 3), which tend to produce reactions vertically upward at
the axles. Under dynamic conditions, the magnitudes of these
weights can be several times higher than those at static
conditions, due to acceleration/deceleration.
Lateral Bending
This load case (Figure 1) is developed when the race car
navigates a corner at high speeds. Lateral bending deformation
occurs mainly due to the centrifugal forces caused during
cornering and wind forces to some extent. Magnitudes of these
forces depend on the speed of the race car, the radius of the
corner and the degree of the road banking. Lateral forces act
along the length of chassis and is resisted by axles, tires and
frame members directly connected to the suspension. Stresses
in these members can be several time higher than those in
members of other areas of the chassis.
Longitudinal Torsion
Thought of as a torsion spring connecting the two ends where
suspension loads act. The resistance to torsional deformation
is called as torsional stiffness, expressed in Nm/degree (in SI
units). Torsional rigidity is the primary parameter for
determination of frame performance of cars.
Horizontal Lozenging
When there is non-uniformity in traction, horizontal lozenging
load case is encountered (Figure 2). This deformation is
caused by forward and backward forces applied at diagonally
opposite wheels. Instances of such conditions may be forces
applied due to vertical variations in the pavement or the
reaction from the road driving the car forward. These forces
tend to distort the frame into a parallelogram shape. The
magnitude of these loads changes with the operating mode of
the car. Similar as the load case of lateral bending, this load
case is vital for areas of the chassis which are directly
connected to the suspension.
Torsional Stiffness
Structural stiffness has a huge impact on the performance and
safety of the race car. Since the chassis functions as a structure
that houses various vehicle systems, it ensures the stability of
the chassis for these systems to perform consistently. From the
safety point of view, it ensures that the chassis is sufficiently
stiff to provide the survival space needed for the driver when
accidents occur. Statistically, a chassis that has high structural
stiffness almost always has high structural strength. There are
two main classes of stiffness, namely structural torsional
stiffness and structural bending stiffness. The structural
torsional stiffness of the chassis is highly significant because it
affects the ability of the suspension to tune the race car's
handling characteristic for high performance.
It is generally thought that if torsional and vertical bending
stiffness is satisfactory, then the chassis structure is expected
to perform well. But torsional stiffness is awarded more
weightage as the total cornering traction is the function of
lateral weight transfers.
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(1)
Torque Calculations
The chassis was assumed to be rotating about the symmetrical
longitudinal axis. Figure 6 below shows a simplified
representation of the connection between point C and D
which represent the points on which the two known loads (of
equal magnitude but opposite in direction) are applied. The
torque on the chassis or around the axis of rotation is defined
by equation below:
(3)
(2)
Chassis Design
The chassis models used for this paper are designed in
accordance with Formula Student/FSAE guidelines 2012. The
vehicle frame is required to meet certain criteria for driver
safety and hazard prevention measures in the event of critical
circumstances during the use of vehicle. Further, a chassis has
to take in to account several other factors in addition to the
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Cockpit Size
In order to ensure that the opening giving access to the cockpit
is of adequate size, a template shown in Figure 12 will be
inserted into the cockpit opening. It will be held horizontally and
inserted vertically until it has passed below the top bar of the
Side Impact Structure. [1]
Exhaust Clearance
It is ideal to plan for the requisite allowances between frame
members and heating exhaust elements, which is required to
route the exhaust manifold to avoid any damage during
operation and achieve an optimal design.
FEA Model
To determine the torsional stiffness of a vehicle frame under
scrutiny before fabrication a FEA model can be constructed to
calculate the stiffness and strength. In FEA method the object
to be analyzed is broken into a large number of basic
elements, and creating a stiffness matrix models how these
elements interact with each other.
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Beam Section
In order to have a fine mesh on critical surfaces of the beam/
pipe for higher accuracy in using FE methodology the number
of circumferential divisions was taken 12 in the beam section
attributes. The space frame is constructed of pipes of different
thickness as per requirements of strengths and safety;
similarly, meshing attributes for these pipes of different
thickness consist of separate section profiles which are applied
in accordance with their thickness.
Boundary Conditions
Boundary conditions though take least time but are the most
important step in FEA. Application of boundary conditions is a
tricky subject and is based on pure engineering judgment and
common sense.
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Analysis Model
Structural Analysis
The analysis environment is static structural linear elastic in
ANSYS Mechanical APDL. Since the calculated value of
torsional stiffness obtained using FE methodology will vary
depending on the boundary conditions and loads applied. For
the purpose of comparison of successive design iterations we
have kept identical boundary conditions throughout the
analysis. Without common boundary conditions and load cases
torsional stiffness values would vary and a comparison would
be absurd and meaningless.
Description
This nascent design (figure 16) was prepared by incorporating
suggestions from judges on the evaluation of our last event's
car. The car was made more driver friendly by focusing on
driver seating angles, head restraint, pedal position and
steering comfort. Centre of gravity was lowered by orienting the
engine at the lowest possible position, while considering
appropriate clearances for exhaust routing and fuel tank. The
triangulation of inboard suspension points was improved.
Superficially, the chassis dimensions and suspension geometry
was retained from the earlier design.
Weight: 34.93 Kg
Length: 2297 mm
Material: AISI 1020
Load: 50.325 Nm
Torsional Stiffness: 1578.654 Nm/degree
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Weight: 32.18 Kg
Length: 2057 mm
Material: AISI 1020
Loads: 50.325 Nm
Torsional Stiffness: 1811.57 Nm/degree
Description
Front and middle chassis design was retained and inboard
suspension mounting points remodeled to minimize the length
of rear chassis. Better triangulation and considerable
reductions in weight achieved (figure 18).
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Description
Modifications were again made in the rear and the design was
simplified, this time coherent with the manufacturability of the
structure as well. In addition, in the front part of the chassis, a
new member was added to connect the inboard suspension
mounting points (figure 20). The decision to add the new
member was taken by thorough study of the deformed shape
animation. The modifications though eased the
manufacturability but added two new members and marginally
increased he length of the chassis too.
Weight: 31.53 Kg
Length: 2130 mm
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Table 2. Structural Analysis Result Summary
Modal Analysis
A beam mesh of the chassis model was used for analysis of:
mode shape and corresponding natural frequency, or modal
analysis. Following meshing and defining on the order of eight
to ten deformation plots, the study was created and run for
interpretation of results. It may be anticipated that torsion
would be listed in the first couple modes of vibration; however,
it was seen the seventh. No loads or restraints were applied;
therefore the first six modes are translation and rotation or rigid
body modes. The structure has 6 degrees of freedom,
describing 3 translational and 3 rotational rigid body modes,
with are assigned values of 0Hz. Of interest for analysis, are
the seventh, eighth and ninth modes of vibration or first,
second, and third elastic modes of vibration. Further, since for
a rigid body has first 6 natural frequencies as 0 Hz, it can be
used as a test to check if an FEA model is constructed
correctly rigid body. If the first 6 natural frequencies are 0 Hz,
then it can be correctly assumed that the FEA model has been
constructed properly as a rigid body.
Figure 23. Weight comparison
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Table 3. Natural Frequencies of Vibration
References
1. FSAE rule book 2013.
2. Gokhale Nitin S, Practical finite elemental analysis book,
Finite To Infinite India, ISBN: 978-81-906195-0-9.
Contact information
Mr. Atishay Jain
Mobile No: +91-9673759590
JAIN.ATISHAY@mahindra.com
mail.atishay@yahoo.com
Definitions/Abbreviations
CAD - Computer Aided Design
FEM - Finite Element Method
CAE - Computer aided engineering
Von Mises stress - It is a stress widely used by designers to
check whether their design will withstand given load condition
Stiffness matrix - In the finite element method for the
numerical solution of elliptic partial differential equations, the
stiffness matrix represents the system of linear equations that
must be solved in order to ascertain an approximate solution to
the differential equation.
The Engineering Meetings Board has approved this paper for publication. It has successfully completed SAEs peer review process under the supervision of the session
organizer. The process requires a minimum of three (3) reviews by industry experts.
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paper.
ISSN 0148-7191
http://papers.sae.org/2014-01-0355