2011 Indianapolis University-Purdue University Indianapolis Formula SAE Chain Drive Differential Mounting Brackets Design Report

Jeff Hawkins IUPUI FSAE 2011

Table of Contents
Abstract 1. Design Constraints 1.1 Functional Requirements 1.2 Manufacturing 1.3 Integration 2. Design 2.1 Concept 2.2 Bearing Selection 2.3 Material Selection 2.4 Manufacturing and Assembly 2.5 Load Cases 2.6 Finite Element Analysis 2.7 Final Design 3. Manufacturing and Assembly 4. Cost 5. Conclusion Appendices 5 6 6 6 6 7 7 7 8 8 8 9 12 14 16 17

Figure and Tables Index Figures

Figure 1: SolidWorks Simulation Fixed Geometry Figure 2: FEA Chain Force Figure 3: FEA Braking Force Figure 4: Left Side Differential Mounting Bracket Figure 5: Right Side Differential Mounting Bracket Figure 6: Left Side Differential Mounting Bracket Figure 7: Right Side Differential Mounting Bracket Figure 8: Spot Face Fracture Figure 9: Spot Face Fracture 10 11 12 13 13 15 15 16 17

Tables
Table 1: Hardware List Table 2: Differential Mounting Bracket Cost 14 16

Abstract
This document describes the design and fabrication of the differential mounting brackets for the Indianapolis University-Purdue University Indianapolis Formula SAE design series competition car. The differential mounting brackets are designed around Quaife's Automatic Torque Biasing helical limited slip differential. This design also includes mounting for a single inboard rear brake caliper. Dassault Systems SolidWorks 3D CAD and simulation software was used to design and FEA the differential mounting brackets. The differential mounting brackets were designed, manufactured, and tested.

1. Design Constraints
A set of design constraints must first be established in order to design the differential mounting brackets. Quaife s Automatic Torque Biasing helical limited slip differential was chosen to drive the rear wheels in IUPUI s Formula SAE competition car. The following sections outline these design constraints

1.1 Functional Requirements

y y y y y The differential mounting brackets are to locate the differential so the driven sprocket face is parallel to the drive sprocket face. The differential mounting brackets are to allow the differential to spin freely. The differential mounting brackets are to be designed to accommodate 80mm nominal bearing diameter as well as a bearing fit tolerance. The differentia mounting brackets are to allow for ease of removal of the differential from the car. The right side differential mounting bracket is to incorporate an inboard brake caliper mount.

1.2 Manufacturing
y y The differential mounting brackets are to be manufactured on a CNC mill. CAD CAM software will be used to program the CNC mill.

1.3 Integration
y y y y The differential is to be chain driven off of the engine. The differential is to be offset from the centerline of the car to account for chain alignment. The left side differential mounting bracket is to be mounted to the chassis. The right side differential mounting bracket is to be mounted directly to the engine via a bolt through the upper swing arm mount and through the engine block casting.

2. Design
2.1 Concept
Previously designed differential mounting brackets cannot be improved upon since this is a first year Formula SAE competition car. A concept was chosen after looking at previous differential mounting bracket designs from other university's Formula SAE teams. A differential mounting bracket design was created using this concept and the aforementioned design constraints. The concept for the differential mounting bracket design was to incorporate all the design constraints into a relatively simple and lightweight package. The right side differential mounting bracket started out with a solid billet designed around the aforementioned constraints. Pockets of material were machined into the solid to decrease weight while ribs of material were left to stiffen the remaining material. The left side differential mounting bracket was designed to take 90% of the force from the chain tension. The right side mounting bracket was designed to take the remaining force from the chain tension as well as all of the rear braking force. The left side differential mounting bracket is to be mounted to one of the chassis tubes. The square tube allows for a flat mounting surface. The top half of the left mounting bracket will be mounted to the chassis using two bolts and will have machined slots to accommodate for and aft translation. This translation will allow for chain alignment. The swing arm top mounting point provides a practical way to mount the top of the right side differential mounting bracket. A press fit dowel pin will be used to mount the lower part of the right side differential mounting bracket to the engine. A tolerance hole will need to be drilled into the engine to allow for the dowel. The mounting constraints for the right side mounting bracket will not allow it to pivot laterally to accommodate for chain alignment, and will not allow for longitudinal translation or rotation about it s top mounting point. Bearing caps were designed into the differential mounting brackets to allow for easy disassembly of drivetrain components. This design also allows for quick exchange of rear drive sprockets during testing. The mounting brackets were machined with a transitional bearing fit tolerance to allow the bearing caps to be removed. This bearing fit tolerance will not allow the bearings to spin in their seats under load. This bearing fit tolerance also takes into account the extra material added from anodizing.

2.2 Bearing Selection

Two of SKF s 62208-2RS1 sealed single row deep groove ball bearings are to be used as differential carrier bearings. These bearings have a 80mm outside diameter with a 40mm inside diameter and a width of 23mm. The limiting

rotational velocity of these bearings is 5600 revolutions per minute. With a final drive ratio of 48/12, an engine speed of 22,400 revolutions per minute can be achieved. This engine speed is well above our nominal engine operating speed. These bearing have a dynamic and static load rating of 30.7 kilonewtons and 19 kilonewtons respectively. This works out to 6901 pounds-force and 4271 poundsforce.

2.3 Material Selection

2024-T4 Aluminum was selected as the bulk material to be machined for the car. This alloy was chosen for a number of reasons. 2024-T4 is a widely used material and as such is highly available. This alloy is relatively strong compared to its density, and it s very cost effective for what it is being used for. 2024-T4 is also very easy to machine. For the purpose of this design, a surface treatment was chosen to surface harden the bearing seats. While aluminum has a passive layer as one of it s material properties, an anodized coating was chosen to add to this passive layer as well as increase the surface hardness.

2.4 Manufacturing and Assembly

When designing a part, manufacturability should be a major consideration. After several design iterations, both left and right side differential mounting brackets were designed such that only three or four machining setup procedures needed to be performed. A minimal design is always best, as it will cost less to produce. Available tooling is another consideration, as well as setup and manufacture time. The differential mounting brackets can be made in house on a CNC mill with readily available end mill sizes. Due to time constraints, only the differential mounting bracket bearing caps will be made in house. The left and right side differential mounting bracket upper halves will be outsourced. Ease of assembly should also be taken into account when designing. All the tooling required to assemble the differential mounting brackets are simple hand tools.

2.5 Load Cases

Two load cases are to be taken into account when analyzing the differential mounting bracket design. The primary load on the left side differential mounting bracket is due to the forces from the chain with some of this force being applied to the right side differential mounting bracket. The primary load on the right side differential mounting bracket is due to the braking forces from the inboard caliper. The force due to the chain can be roughly calculated using the following equation. 8

T ! War

(1)

Where T is the torque, W is the mass of the vehicle, a is the longitudinal acceleration, and r is the tires loaded radius. A longitudinal acceleration of 1.5g will be assumed. The weight of the car can also be assumed at 650 pounds-force and the tires loaded radius is 10.25 inches. This results in a torque of approximately 833 foot-pounds force. This torque is acting on the pitch diameter of the sprocket. In order to calculate the associated force, the pitch diameter must be known. The pitch diameter of the 48-tooth 520-pitch sprocket is 9.556 inches. The following equation will allow us to calculate this force.

F!

T r

(2)

Using this equation, a force of approximately 2100 pounds-force is found. Given that this is the total force acting on the differential mounting brackets from the chain, another calculation needs to be performed to calculate the force acting solely on the left side differential mounting bracket. This force can be found by simply applying it as a static loading with a point load and two reactionary forces. The load at the reaction points is simply a percentage of the point load, where the load is being applied to the distance between the reaction points. For the purpose of this analysis, a 2000 pound-force load will be used on the left side differential mounting bracket with the remaining 100 pounds acting on the right side differential mounting bracket. The braking force on the right side differential mounting bracket can be calculated in a similar way given equation 1 above. A longitudinal deceleration of 1.1g will be assumed. A 55% rear weight distribution is assumed. Given that the rear of the car has a weight of 357.5 pounds-force and a tire loaded radius of 10.25 inches, the resultant torque is approximately 336 foot-pounds force. This torque is acting on the brake rotor at the radius where the brake pad contacts the brake rotor surface. When using a 10-inch diameter brake rotor, this radius is 4.725 inches. This resultant force acting on the right side differential mounting bracket is found to be approximately 853 pounds-force.

2.6 Finite Element Analysis

The differential mounting brackets must be able to withstand the resultant forces created by the chain tension and the brake caliper. These resultant forces are calculated in the previous section entitled "Load Cases." Dassault Systems SolidWorks Simulation was used to perform finite element analysis on the differential mounting brackets. In order to properly analyze the differential mounting brackets, features of the part need to be fixed. These fixed features should be similar in nature to how the actual part, once machined and assembled, will be affixed. The left side differential

mounting bracket will be fixed to the rear chassis tube with bolts. To fix this feature in SolidWorks Simulation, the entire top face is selected as a fixed feature. The right side differential mounting bracket will be fixed to the engine with a bolt through the upper swing arm mount and a bolt through the aluminum casting of the engine. To fix these features in SolidWorks Simulation, the upper mounting hole will be fixed using the fixed hinge feature and the lower mounting face will be fixed as a fixed feature.

Figure 1: SolidWorks Simulation Fixed Geometry

The next step in analyzing the differential mounting brackets is to apply the load cases. As stated previously, the primary load on the left side differential mounting bracket is from the force of the chain tension. The load will be applied at the bearing surface, as such; a split face will be created to properly distribute the load on only one half of the bearing face. The resultant force from the chain is not parallel to the ground, however. The correct angle is determined by the distance from the driven sprocket axis to the drive sprocket axis and a line tangent to both pitch diameters of the sprockets. This angle is to be used when applying a split face. Once the split face is applied to the bearing surface, the force can be applied. As previously calculated, this force is to be 2000 pounds-force.

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The primary load on the right side differential mounting bracket is from the braking force from brake caliper. This load will be applied at the brake caliper mount. Since the actual force is being applied above the differential mounting bracket, a moment is being applied at the brake caliper mount. Split faces will be applied to the brake caliper mounting holes. The angles at which the split faces are applied are taken from the angle of the brake caliper mounting tabs. An easier way to apply this load is to create another part to simulate the brake caliper. Since the previously calculated load is not going to be applied directly to the brake caliper mount another part must be modeled. This will allow the force to be applied at a distance from the brake caliper mount that coincides with the real part. As previously calculated, this force is to be 853 pounds-force. Occasionally it is necessary to analyze an entire assembly for accuracy of results. Simplified models are also convenient when analyzing assemblies. A pseudo-differential was used to impart the force on the assembly to analyze the chain force. A simplified model of the brake caliper was used to impart the force on the assembly from the braking force.

Figure 2: FEA Chain Force

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Figure 3: FEA Braking Force

Given that the yield strength of 2014-T4 Aluminum is 42,061 pounds per square inch, both the right and left side differential mounting brackets are well within a factor of safety limit of 1.8. The maximum stress seen due to the chain force is 13,601.6 pounds per square inch giving a factor of safety of 3.09. The maximum stress seen due to the braking force is 9,761.2 pounds per square inch giving a factor of safety of 4.31.

2.7 Final Design

The final design does not differ much from the original design. Some features ended up being either too complicated or too time consuming to actually machine. A minimal design is easier to manufacture and is more cost efficient. Some features were removed from the modeled parts before machining.

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Figure 4: Left Side Differential Mounting Bracket

Figure 5: Right Side Differential Mounting Bracket

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3. Manufacturing and Assembly

Once the design has been finalized, two-dimensional drawings were created. The upper halves of the differential mounting brackets are to be outsourced to Don Schumacher Racing, who has offered to machine these as a sponsor for the car. The differential mounting bracket bearing caps are to be machined in house. The drawings along with the solid model part file were given to the machine shop. Once there, they will be entered into the CAD CAM software and the machining process will be created. The Aluminum billets for the bearing caps will be set up in the CNC mill and the CAD CAM software will tell the CNC mill how to machine the part. The process will be the same for the upper halves of the differential mounting brackets, which were outsourced to Don Schumacher Racing. After the parts have been machined in the CNC, final machining can be done. Final machining includes drilled and tapped holes, milling, and chamfering. 1/4-28 holes are to be drilled and tapped in the differential mounting bracket upper halves for the bearing caps to be bolted to. A size F drill bit will be used to drill all 1/4-inch clearance holes, such as the bolt holes in the bearing caps. 3/8-inch clearance holes are to be drilled into the brake caliper mount and a 5/16-inch hole is to be drilled into to lower mount on the right side differential mounting bracket. Next, after final machining, everything can be assembled. The bearing caps are bolted to the upper halves and the upper halves are bolted to their respective fixation points on the engine and chassis. After some indecision on how the right side upper half of the differential mounting bracket was to be attached to the engine, a spot face was machined and a through bolt was used to attach it. As for the left side upper half of the differential mounting bracket, slots were machined into the top to allow for some adjustability for and aft. This is to adjust for chain alignment. The table below shows the hardware list associated with the assembly. Table 1: Hardware List
Bolt Bolt Bolt Dowel K-Nut K-Nut Washer Washer Washer Callout NAS1104-1 NAS1306-11 NAS1305-14 MS16555-653 KFN542-6 KFN542-5 AN960-416 AN960-616 AN960-516 Qty 4 2 2 1 2 2 4 2 2

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Figure 6: Left Side Differential Mounting Bracket

Figure 7: Right Side Differential Mounting Bracket

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4. Cost
As per the Formula SAE rules, a cost table has been created for the manufacturing and assembly of the differential mounting brackets. Below is a table that outlines the cost of each part. The actual cost report table for each part of the assembly will be provided in the appendices. Table 2: Differential Mounting Bracket Cost Part Material Material Cost Process Cost Quantity Total Cost Bearing Mount Cap Aluminum $1.34 $4.96 2 $12.60 Left Mounting Bracket Aluminum $2.12 $8.82 1 $10.94 Right Mounting Bracket Aluminum $5.44 $18.62 1 $24.06 Total $47.60

5. Testing
When finite element analysis was performed, the spot face was not modeled. After testing, the bracket started to show a fracture starting at the sharp edge of the spot face and propagating toward the opposite side. An alternative way to mount the right side mounting bracket could have saved the part from fracturing. In order to get the bracket ready for further testing and ultimately competition, 1/8-inch Aluminum gussets were welded to strengthen the affected area.

Figure 8: Spot Face Fracture

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Figure 9: Spot Face Fracture

7. Conclusion
The primary goal was to design, manufacture, and test the differential mounting brackets. All of these goals have been met. The design and implementation of the differential mounting brackets met all the functional requirements. Improvements can be made to this design after further testing. A concept was created with the design constraints in mind. The differential mounting brackets located the differential so that the driven sprocket face and the drive sprocket face were parallel to each other. The differential mounting brackets allowed the differential to spin freely. The differential mounting brackets were designed to accommodate 80mm nominal bearing diameter as well as a bearing fit tolerance. The differential mounting brackets allowed for ease of removal of the differential from the car. The right side differential mounting bracket incorporated an inboard brake caliper mount. Finite element analysis was completed with the use of Dassault Systems SolidWorks Simulation. Both right and left side differential mounting brackets were found to be within the stress requirement of a factor of safety of 1.8. Manufacturing was partly done in-house and outsourced. The left and right side upper halves of the differential mounting brackets were outsourced to Don Schumacher Racing. The differential bearing caps were completed in-house using a CNC mill and CAD CAM software.

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The differential mounting brackets were tested. The spot face was found to be a point of high stress due to a sharp corner. Another way of mounting the right side differential mounting bracket could have been found with more assembly time.

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