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Team Registration ID: 607736 (Customer ID) Author: Tejas Ulavi Co-Author: Nipun Kuzhikattil
ABSTRACT The Supra SAE design competition provides a unique challenge for designing a formula type racing car and test it in the real-world situation. While simulating real world situations is difficult and can be obtained by complex analytical formulations, the advent of CAE has made the job of the engineer easier, given he provides appropriate inputs. Tools like ANSYS, MATLAB, MSC Adams,IDEAS, etc help simulate real-life situations and loading conditions and provides a way to validate results. An attempt has been made to provide a comprehensive insight into the CAE used by team OCTANE RACING for the design stage of the competition in three sections. 1. ROLLCAGE 1.1 Introduction
The static finite element analysis of the rollcage was done in ANSYS, and several realworld situations and loading conditions were simulated as representative of worst-case scenarios. The ultimate aim was to ensure a fully functional, weight-effective and sturdy vehicle that can survive harsh test conditions.
The various cases for the static simulation and analysis of the chassis or rollcage are as follows1. Front impact In this case, the front of the car, disregarding the impact attenuator is considered to collide with a stationary object in a head-on collision at maximum speed with an impact time of 0.3 sec. 2. Rear impact In this case, another car is considered to collide head-on with the rear of the car at maximum speed with an impact time of 0.3 sec. 3. Side impact In this case, a sideways impact into an obstruction is considered at the maximum speed with an impact time of 1.2 sec. (This is a safe case of side rollover) 4. Rollover impact In this case, overturning or rollover of the chassis is considered and the effect of self weight is considered as an impact load. 5. Front wheel bump In this case, a front wheel is considered to go into full bump with all other wheels fixed. 6. Rear wheel bump In this case, a rear wheel is considered to go into full bump with all other wheels fixed. 7. Torsional rigidity - The torsional rigidity of the frame is determined by applying an equal and opposite bending moment on the chassis and quantifying the angular displacement.
estimation
for
loading
Estimation of Impact force By the laws of motion, v = u + a.t For impact analysis, consider u = max. speed (150 kmph i.e. 41.67 m/s) v = 0 (after impact, perfectly inelastic collision) t = time of impact From the above equation, calculate the value of a which is the Gs of acceleration witnessed by the rollcage during the impact. Now, F = m.a, gives the impact force to be applied to the members.
required in the rear and side impact members. In future, alternative materials for the rollcage will be looked at as a viable solution for weight reduction.
methodology
and
The knuckles were designed in Pro-E and imported into ANSYS. Minor modifications whenever required were made in the ANSYS modeler. The Solid45 element was used for meshing the knuckle as a three-dimensional entity. This was convenient given the complex geometry of the knuckle and a thickness of almost 2 inches. Hence, the plate or shell element could not have been effectively used to represent the geometry. Meshing was done with a size of 1 mm due to the small size of the knuckle. Initially, local size was not tampered with for the first run. After the first run results were obtained, local element sizing was enhanced for greater convergence. In the final iteration, the mesh size locally was as low as 0.7 mm. The material chosen from the library was Al6061 alloy. The properties were changed as per requirements. The typical properties of Al6061 are Ex = 69000MPa, nuxy = 0.33
methodology
and
2.3 Bellcranks
Inboard suspension system in the front facilitates the use of bellcranks to pivot the spring and pushrod assembly. The entire road forces are transferred to the spring through the bellcranks, hence appropriate design of the bellcranks is necessary for fatigue. The aim of the analysis was to design a functional bellcrank in the least amount of
methodology
and
The Pipe18 element was chosen for the representation of the A-arms. This facilitated the construction of a simple line figure in ANSYS, hence allowing for a flexible design which could be reiterated or changed easily. Also, this would reduce the computational time and endow a simple geometry. Meshing size was chosen as 1mm uniform, which gave sufficiently good results for the analysis. Material properties for 4130 alloy steel were entered after creating a new material model. The major properties were Ex = 320000 Mpa, nuxy = 0.3
In addition to this, the pushrod mounting on the A-arm will experience a maximum force equivalent to the weight of the front end, about 800 N. Hence, the loading and boundary conditions are, Fx = 180, Fz = 600 at the ball joint/rod end Fz = 800 N at the pushrod mount Fixed support at the rod end bearing and chassis mounts.
2.6 Additional CAE for suspension and dynamic analysis of the vehicle MSC Adams
MSC Adams is a mechanical systems analysis software which enabled us to study the dynamics of our sub-systems, the interactions of various sub-systems and thus optimize their design and performance. It helped us to eliminate the need to actually build and test our designs.
MATLAB
MATLAB is a powerful mathematical tool with multiple applications and a user-friendly interface. We used MATLAB to simulate the longitudinal vehicle dynamics of the entire vehicle by considering the vehicle to be a two DOF system.
methodology
and
The entire vehicle was modeled as a 2 degree of freedom (DOF) spring-damper system in MATLAB. Differential equations for the model were derived from first principles, and modeled for the gross vehicle parameters.
Reduction in the throat area will only serve to reduce the mass flow The maximum possible area is defined by the rulebook i.e. maximum diameter of 20mm Thus, the only design variable is to check the restrictor geometry for flow separation in the exit section i.e. the divergent portion of the nozzle. That is done on ANSYS 12 FLUENT software. In FLUENT analysis, we used different outlet pressure values and studied the flow pattern. In analysis, the turbulence model used is komega SST (shear stress transport) for low to medium turbulence intensity. The flow separation was not shown by any result. Hence the restrictor design in free from separation losses.
Aerodynamics
In the Octane Racing vehicle, we used a front wing, a rear wing and a nose cone to optimize downforce and drag across the vehicle. We have used the software FOILSIM available at the NASA website for selecting an aerofoil that satisfies our downforce requirements. The results have been validated by referring a book The Theory of Wing Sections by Ira Abott.
Aerodynamics
The downforce required in the Octane Racing vehicle was approximated as one-third of the downforce available on a Formula 1 vehicle. The downforce generated by the rear wing of a Formula1 race car is approximately 450 kg at 300 kmph. Considering the top speed of the Octane racing car as 100 kmph, the downforce required is approximately 170 N (as downforce is directly proportional to square of the velocity). The aerofoil section was chosen using FOILSIM software, and the profile selected was NACA4412 which provides 162 N downforce at zero degree angle of attack. The flow across the wing was analysed using Ansys 12 Fluent and CFX for validation of the downforce and drag values. Thus far we have been unsuccessful in obtaining realistic values for the drag and downforce. However, we
REFERENCES
1. Supra SAE rulebook, 2011 (Version 2) 2. Theory of wing sections Ira Abott 3. Race Car Vehicle Dynamics Milliken and Milliken 4. Octane Racing Preliminary Design Report, Supra SAE 2011 5. Fundamentals of Vehicle Dynamics Thomas Gillespie 6. ANSYS Help system (supported by full version ANSYS) 7. Race Car Aerodynamics Gregor Seljak 8. Finite Element Procedures K. J. Bathe 9. www.FSAE.com 10. www.wikipedia.com
FINAL CONCLUSION
CAE is a powerful tool and has been amply utilized by our team throughout the design process as an aid to design and a means for validation of the design. ANSYS has been our primary CAE software, which has been used for analyzing the chassis, optimizing it for weight and stiffness, validating the design of key structural components like the knuckle, bellcrank, brake assembly, etc. ANSYS Workbench provides a simple interface which offers options for online modification of the design and reevaluation. ANSYS also offers various modules such as static structural, transient structural, modal, thermal, etc. which can be effectively used to
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No Type of analysis 1 Frontal impact 2 Rear impact 3 Side impact 4 Roll over impact Front wheel 5 bump 6 Rear wheel bump 7 Torsional rigidity
Boundary conditions Suspension mounts Ux=Uy=0, Rear corner points All DOF=0 Suspension mounts Ux=Uy=0, Front corner points All DOF=0 Right side frame All DOF=0 Base All DOF=0 1 front+2 rear wheels All DOF=0 2 front+1 rear wheels All DOF=0 Rear roll hoop All DOF=0
No 1 2 3 4 5 6 7
Type of analysis Frontal impact Rear impact Side impact Roll over impact Front wheel bump Rear wheel bump Torsional rigidity
Displacem ent (mm) 0.02 4.64 0.53 0.71 0.43 27.01 0.78
Component
Front knuckle Rear knuckle Bellcrank
Deformation(mm)
0.46855 0.06475 0.01412
Stress (Mpa)
180.87 106.53 22.127
FOS
1.53 2.59 12.47
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