Design Presentation 2

Welcome
Design report
Engine
Impact Attenuator
Body
- Fikabreak
Wind Tunnel Model
Active Suspension
Alternative Powertrain
Lightweight
& Efficient
MATERIALS
POWERTRAIN
CONTROL
COMPUTATIONS
Year 2012 2013 2014 2015 2016
Design Report
Jens Kjellerup
Andreas Flodstrm
Anita Schjll Brede

DESIGN 150pts
COST 100pts
SALES 75pts
TOTAL: 325pts
Statio
n 1
Offices
Testing area
Statio
n 2
Statio
n 3
Statio
n 4
Statio
n 5
Statio
n 8
Statio
n 7
Statio
n 6
Assembly line
Unsprung
mass
Sub assemblies
Engine
Paint shop
Finished goods
Offices and lunchroom
Static Events
Design report
A summary of the vehicle design
Methodology
Design objectives
Discussion and motivations of the design choices
Listing techniques and methods for analysis

Why is it important?
10 points of the overall 1000
Direction for the overall design event
Decides design group at competition



Analysis

FEA Finite Element Analysis
1-D engine simulations
Engine dynamometer testing
CFD Computation Fluid Dynamics
Material studies
Track testing data acquisition
Physical stiffness testing
Wind tunnel testing?




Tools

Catia (CAD)
ANSA (CAD-cleaning)
Harpoon (Volume meshing)
ANSYS (FEA)
Field view (CFD post processing)
Jack (ergonomic software)
Matlab
Lotus SHARK (suspension analysis tool)
TTC (Tire testing consortium)
GT-Power (Engine simulations)




To gain professional experience we will, through efficient engineering and
teamwork while learning from previous experience, deliver a well-tuned and
reliable solution in order to achieve 800 points at FSUK 2012.

Questions?
Engine
Sebastian Krause
Blago Minovski
Tony Persson
Andreas Widroth


To deliver a reliable and weight optimized engine system with sufficient
power and possibility for low fuel consumption to FSUK 2012
Subgroup goal
Intake and exhaust design for maximum mean torque in the RPM-range

Test data and target
Time
10000 RPM
5000 RPM
Analyzed in GT-Power
Total weight: 5,6 kg (CFS11 7,5 kg)
Muffler: Stainless steel, Aluminum, Conical shape inside
Headers: Manual bending, few welds, smaller diameter
Collector: New lightweight, more streamlined design
Exhaust system
Total weight: 1.8 kg (CFS11 2.6 kg)
Throttle response/driveability
Stiff design of plenum
Carbon fiber plenum and restrictor
Aluminum runners and bellmouths


Intake system
Logg data, documentation
Keep track of temperatures, pressures, power, torque, fuel consumption
Fine tuning
Dyno
Control room Engine cell
Mapping MBT with fuel and ignition for all loads and RPM
Fuel economy map for Endurance Event

Dyno
Ignition timing table
Volumetric Efficiency
Fuel/Lambda table
Dyno
Dyno results
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Engine [RPM]
Dyno vs. GT-Power Simulation
CFS12 Max Torque [Nm] CFS12 Max Power [hp] GT-Power Torque [Nm] GT-Power Power [Hp]
Dyno results
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Engine [RPM]
CFS12 vs. CFS11
CFS12 Max Torque [NM] CFS11 Max Torque [NM] CFS12 Max Power [hp] CFS11 Max Power [hp]
CFS12 Peak Power : 84,3 hp at 12000 RPM
CFS12 Peak Torque: 64,2 Nm at 8000 RPM

CFS11 Peak Power: 86 hp at 12000 RPM
CFS11 Peak Torque: 62,9 Nm at 8000 RPM
Dyno results
-5,0
-4,0
-3,0
-2,0
-1,0
0,0
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Engine [RPM]
CFS12 vs. CFS11 difference
Torque difference [Nm] Power difference [kW] Design Range RPM
Dyno results
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Engine [RPM]
CFS12 Final Dyno Results
CFS12 Max Torque [NM] CFS12 Max Power [hp]
CFS12 Peak Power : 84,3 hp at 12000 RPM
CFS12 Peak Torque: 64,2 Nm at 8000 RPM
To gain professional experience we will, through efficient engineering and
teamwork while learning from previous experience, deliver a well-tuned and
reliable solution in order to achieve 800 points at FSUK 2012.

Questions?
Impact attenuator
Stefan Venbrant

Methodology
Pre-Study
Design
Simulations
Testing 1
Design Changes
Testing 2
Result


Design targets
Light
Reliable
Simple
Three IAs was investigated:
Aluminum honeycomb
Sheet metal IA
Foam

Pre-Study
Design
Aluminum sheet &
Honeycomb
Simulations
Design & Simulations
LS DYNA simulations
Test 1 at SP
Sled test

Result:
Anti-intrusion plate
deformed to much, needs
to be stiffen up
Testing 1
Test 2 at SP Bors
4 honeycombs
Different methods of
stiffening the anti-
intrusion plate
Front bulkhead, AI plate and
support
Results:
Aluminum Honeycomb will be used:

PACL-XR1-5.7-3/16-P-5052
200 x 200 x 100 (mm)
Eabs ~ 7700 J
Average deceleration: 15 Gs
Peak: 25 Gs
Weight: 1,576 kg
To gain professional experience we will, through efficient engineering and
teamwork while learning from previous experience, deliver a well-tuned and
reliable solution in order to achieve 800 points at FSUK 2012.

Questions?
Body
Lucas Brjesson
Sven Rehnberg
Robert Svensson

Subgroup goal

By implementing efficient engineering and learning from
previous experience the body subgroup will deliver a
lightweight and reliable solution which guaranties a
sound ergonomic environment for the driver, sufficient
cooling for the engine and high downforce in order to
reach 800 points at FSUK 2012.

Aerodynamic targets
Lift = -500N at 56 km/h
Cd <1
Frontal area <1.33 m
Drag <200N at 56 km/h
Mass flow through
radiator = 0.56 kg/s at 56
km/h
Maintained force
distribution


Design Targets
CFD
Post processing
Diffuser Design
Simple diffuser
No splitter
Footplates in front of rear
wheels
Very limited design due to
packaging

Front Wing Design
Three segment outer
sections for high
downforce
Less aggressive middle
section for cooling flow
Adjustable flaps
Rear Wing Design
Three segment wing
Small endplates
Adjustable flaps

Aerodynamic targets
Lift = -500N at 56 km/h
Cd <1
Frontal area <1.33 m
Drag <200N at 56 km/h
Mass flow through
radiator = 0.56 kg/s at 56
km/h
Maintained force
distribution

Results
CFD Results
-480 N
1,22
1,38 m
250 N
0,545 kg/s
Maintained force
distribution
Manufacturing methods
To gain professional experience we will, through efficient engineering and
teamwork while learning from previous experience, deliver a well-tuned and
reliable solution in order to achieve 800 points at FSUK 2012.

Questions?
Fika-break!
Wind tunnel model
Adam Jareteg
Lars Wallin
Mathias Bergfjord
Rickard Lindstrand




We will by efficient engineering and methodical work, design
and manufacture an adjustable Wind Tunnel model before 18th
May 2012, which will assist future CFS-teams.


Group goal
Background to the project


To measure aerodynamic and
cooling properties
Lack of time to do a lot of CFD
testing
Last years model

Functional model

Aluminium frame
+ Lightweigth
+ Easy manufacturing
+ Can be done in-house
Weak threads


Frame
Responsible: Lars Wallin

SLS (Selective Laser Sintering)
+ Quick
+ Allows complex designs
Expensive
External manufacturing required

Body Features
Responsible: Mathias Bergfjord

Externally mounted
+ No disturbances to the balance
+ Easy to adjust
No measurements from the wheels


Wheels
Responsible: Rickard Lindstrand

Balance from Chalmers
Pitot tubes
+ Known technology
+ Small disturbances to the flow
Needs to be built in






Sensors
Responsible: Adam Jareteg
Solution model






Design targets
Feature Design target

Deflection of frame < 0.1mm (fully loaded)
Weight of frame 15kg
Max size of frame Defined by templates
Speed of wheels 6000 rpm
Track width 40 mm/side
Length of life of bearings 200 h
Max time to change part without sensor equipment 10 min
Max time to change part with sensor equipment 15 min
Weight attached to balance 30 kg
Frame
Balance size and
templates
Stiff middle
section
Wing mount



Feature Design target Simulation

Deflection of frame < 0.1mm (fully loaded)
Weight of frame 15kg
Max size of frame Defined by templates
Feature Design target Simulation

Deflection of frame < 0.1mm (fully loaded) 0,072 mm
Weight of frame 15kg 10,2 kg
Max size of frame Defined by templates OK
Frame
Balance size and
templates
Stiff middle
section
Wing mount



Feature Design target Simulation

Deflection of frame < 0.1mm (fully loaded) 0,072 mm
Weight of frame 15kg 10,2 kg
Max size of frame Defined by templates OK
Wheels
Easy to adjust
Wing profiles
Plastic layer

Feature Design target Simulation

Speed of wheels 6000 rpm 34 000 rpm
Track width 40 mm/side 90mm/side
Length of life of bearings 200 h 120 000 h
Wheels
SLS rim pattern

Balance in the
wheel

Body Features and
Sensors
Feature Design target Simulation

Max time to change part without sensor equipment 10 min Not tested yet
Max time to change part with sensor equipment 15 min Not tested yet
Weight attached to balance 30 kg ~10 kg+10,2 kg
Sensors in diffusers
Sensors in radiator
Body split in suitable sizes







Design targets
Feature Design target Simulation

Deflection of frame < 0.1mm (fully loaded) 0,072 mm
Weight of frame 15kg 10,2 kg
Max size of frame Defined by templates OK
Speed of wheels 6000 rpm 34 000 rpm
Track width 40 mm/side 90 mm
Length of life of bearings 200 h 120 000 h
Max time to change part without sensor equipment 10 min Not tested yet
Max time to change part with sensor equipment 15 min Not tested yet
Weight attached to balance 30 kg ~10 kg+10,2 kg






We will by efficient engineering and methodical work, design and manufacture
an adjustable Wind Tunnel model before 18th May 2012, which will assist
future CFS-teams.

Questions?
Active suspension
Andreas Hkansson
Victor Psse


Aerodynamics
Controlling ride height
Ground effects
Controlling pitch
Reducing drag when you
dont need downforce
Roll
Active roll gradient
Roll control
Opportunities
Tire loads
Continuously calculated and
controlled
Less load transfer in single
wheel bump
Adjustability
Without touching a wrench
Rain settings
Different settings for
different drivers
Testing and tuning
Live tuning


Cost
Complexity
Energy consumption
Weight
All things considered: gain < 1 kg

Drawbacks
Why hydraulic?
Power density
Mechanically driven variable displacement
axial piston pump
Providing system pressure
Hydraulic linear actuators
Replacing each damper/spring unit
Servovalves
Providing the actuators with hydraulic fluid


Hydraulics
To gain professional experience we will, through efficient engineering and
teamwork while learning from previous experience, deliver a well-tuned and
reliable solution in order to achieve 800 points at FSUK 2012.

Questions?
Alternative powertrain
Fredrik Hermansson Mechanical Packaging
Martin Holder Mechanical Combustion engine
Carl Petersson Electrical Electric power
David Stenman Automation Control system
Martin Strngberg Electrical Electric storage
Hkan Winqvist Mechanical Physical interaction

Hybrid cars
Classic: Toyota Prius
Hybrid Formula Car:
2012 Red Bull Racing Formula 1 car
equipped with KERS
Hybrid Race Car:
2012 Porsche GT3 R hybrid
Alternative powertrain


Develop FSAE hybrid
concept
Choose powertrain
components
Define how these interacts

Goals
Hybrid systems
Parallel

Serial

(Split)
ICE Transmission
Energy
storage
Motor
control
Electric
machine
Differential
Wheel
Wheel
Parallel
Serial
Functional Model
Design targets
Same or higher power-to-weight ratio
Lower CO
2
emissions
Same or lower weight
Possibility to run on the internal
combustion engine (ICE) only

Methodology
CFS11 as reference
Specialist subgroups
Data driven decisions
Professional managed teamwork

Dimensioning
Combustion engine
Unknown behavior with
restrictor
Engine not in house


Current Engine: 600 ccm
Yamaha Fazer (4 cyl)
1 cylinder engine:
best match with design
targets (weight)
Smaller engine more
space -> packaging
improvement

Challenges Components
Engine Yamaha
Fazer
Swept
Volume
599 600
Cylinders /
valves
4 / 16 1 / 4
Power
[kW]
64 / 12000
rpm
42
*
/ 7500
rpm
Torque
[Nm]
64 / 8000 57
*
/ 6500
rpm
Weight [kg] 85 ~ 40
Combustion engine
Design Targets:
Power: 35 kW
Torque: 45 Nm
with restrictor.
CFS 11 Power-to-weight:
0.295 kW/kg
*
Values for unrestricted Engine
Solution
Electric system
Components
Brushless permanent
magnet machine
Super capacitors
Challenges
Losses
Weight
Voltages
Overload
Control system
Components
CAN communication
Sensor nodes
Microcontrollers
ECU

Challenges
Optimizing using logged
data
Reliability and safety
Integration with different
subsystems
Solution Model
Combution Engine
Electric Storgage
Electric Machine
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PCU
Husqvarna SMR 630
1 Cylinder - injection
4 Valves DOHC
Ca 40 kg overall weight
Semi-wetsump
Gearbox (6 gears) included
Linkage / physical
interaction Permanent Magnet Synchronous
Machine (PMSM)
Supercapacitors
ECU
Tuned air intake
system and
mofified cam-
shaft timing
Differential
CFS 13
(developed seperately)
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Hybrid powertrain
CAN
National
Instruments
Nira
First prototype
Current work
Set up GTPower model
Simulating performance
CAD
Dimensioning performance
Prepare for test bench build
We will during spring of 2012 develop and test a hybrid powertrain using
proven engineering methodology in order to provide an increase of
performance to the CFS-13 team.

Questions?