DOCSLIB.ORG

Final Report

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Final Report Final Report Reinventing the Wheel Formula SAE Student Chapter California Polytechnic State University, San Luis Obispo 2018 Patrick Kragen [email protected] Ahmed Shorab [email protected] Adam Menashe [email protected] Esther Unti [email protected] CONTENTS Introduction ................................................................................................................................ 1 Background – Tire Choice .......................................................................................................... 1 Tire Grip ................................................................................................................................. 1 Mass and Inertia ..................................................................................................................... 3 Transient Response ............................................................................................................... 4 Requirements – Tire Choice ....................................................................................................... 4 Performance ........................................................................................................................... 5 Cost ........................................................................................................................................ 5 Operating Temperature .......................................................................................................... 6 Tire Evaluation ........................................................................................................................... 7 Lateral Force .......................................................................................................................... 7 Hoosier LC0 ........................................................................................................................ 8 18.0x6-10 Hoosier R25B ..................................................................................................... 9 13x6 Hoosier R25B ............................................................................................................. 9 Avon ................................................................................................................................... 9 Longitudinal Force .................................................................................................................10 Normal Load Sensitivity .........................................................................................................11 Relaxation Length .................................................................................................................12 Vehicle Integration .................................................................................................................14 Steering Effort ....................................................................................................................14 CG Height and Overturning ................................................................................................15 Aero ...................................................................................................................................15 Kinematics and Packaging .................................................................................................15 Camber and Toe Stiffness .................................................................................................15 Conclusion ............................................................................................................................16 Rim Width ..........................................................................................................................17 Background – Wheel Design .....................................................................................................20 Composites ...........................................................................................................................20 Relevant Efforts to Produce Carbon Fiber Wheels ................................................................20 Ohio State ..........................................................................................................................20 Kansas ...............................................................................................................................21 Cal Poly .............................................................................................................................21 TU and Joanneum Graz .....................................................................................................21 Industry ..............................................................................................................................22 Composites Manufacturing ....................................................................................................23 Requirements – Wheel Design ..................................................................................................24 Determining Tolerances ........................................................................................................25 Structures ..............................................................................................................................25 Loads .................................................................................................................................25 Analysis ....................................................................................................................................28 Methodology ..........................................................................................................................28 Hub Connection .....................................................................................................................29 Concept Designs ................................................................................................................29 Detailed Design..................................................................................................................32 Structural Analysis .............................................................................................................34 Final Design .......................................................................................................................36 Wheel Geometry ...................................................................................................................37 Stiffness Sensitivity ............................................................................................................37 Spoke Cross-Section .........................................................................................................39 Spoke vs. Plate Analysis ....................................................................................................41 Spoke Number ...................................................................................................................43 Barrel Shape ......................................................................................................................43 Number of Pieces ..............................................................................................................44 Preliminary Geometry Selection Summary .........................................................................46 Composites ...........................................................................................................................47 Detailed Stiffness Analysis ....................................................................................................49 Detailed Strength Analysis .....................................................................................................57 Post Manufacturing Trial Analysis ..........................................................................................60 Detailed Analysis Summary ...................................................................................................60 Valve .....................................................................................................................................61 Manufacturing ........................................................................................................................62 Manufacturing Process Selection .......................................................................................62 Tooling ...............................................................................................................................62 Insert Design ......................................................................................................................66 Post Machining ..................................................................................................................68 Center Insert Bonding ........................................................................................................68 Manufacturing Tests .................................................................................................................68 First Manufacturing Test ....................................................................................................68 Geometry Changes from First Manufacturing Test .............................................................73 Cure Cycle and Fiber Wetting ............................................................................................73 Second Manufacturing Test ...............................................................................................74
Load more

Recommended publications
  • Module 2: Dynamics of Electric and Hybrid Vehicles
    NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles Module 2: Dynamics of Electric and Hybrid vehicles Lecture 3: Motion and dynamic equations for vehicles Motion and dynamic equations for vehicles Introduction The fundamentals of vehicle design involve the basic principles of physics, specially the Newton's second law of motion. According to Newton's second law the acceleration of an object is proportional to the net force exerted on it. Hence, an object accelerates when the net force acting on it is not zero. In a vehicle several forces act on it and the net or resultant force governs the motion according to the Newton's second law. The propulsion unit of the vehicle delivers the force necessary to move the vehicle forward. This force of the propulsion unit helps the vehicle to overcome the resisting forces due to gravity, air and tire resistance. The acceleration of the vehicle depends on: the power delivered by the propulsion unit the road conditions the aerodynamics of the vehicle the composite mass of the vehicle In this lecture the mathematical framework required for the analysis of vehicle mechanics based on Newton’s second law of motion is presented. The following topics are covered in this lecture: General description of vehicle movement Vehicle resistance Dynamic equation Tire Ground Adhesion and maximum tractive effort Joint initiative of IITs and IISc – Funded by MHRD Page 1 of 28 NPTEL – Electrical Engineering – Introduction to Hybrid and Electric Vehicles General description of vehicle movement The vehicle motion can be completely determined by analysing the forces acting on it in the direction of motion.
    [Show full text]
  • RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE and OPEN- LOOP HANDLING METRICS Robert Powell Clemson University, [email protected]
    Clemson University TigerPrints All Theses Theses 1-1-2009 RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN- LOOP HANDLING METRICS Robert Powell Clemson University, [email protected] Follow this and additional works at: http://tigerprints.clemson.edu/all_theses Part of the Engineering Mechanics Commons Please take our one minute survey! Recommended Citation Powell, Robert, "RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN-LOOP HANDLING METRICS" (2009). All Theses. Paper 743. This Thesis is brought to you for free and open access by the Theses at TigerPrints. It has been accepted for inclusion in All Theses by an authorized administrator of TigerPrints. For more information, please contact [email protected]. RELATIONSHIPS BETWEEN LANE CHANGE PERFORMANCE AND OPEN-LOOP HANDLING METRICS A Thesis Presented to the Graduate School of Clemson University In Partial Fulfillment of the Requirements for the Degree Master of Science Mechanical Engineering by Robert A. Powell December 2009 Accepted by: Dr. E. Harry Law, Committee Co-Chair Dr. Beshahwired Ayalew, Committee Co-Chair Dr. John Ziegert Abstract This work deals with the question of relating open-loop handling metrics to driver- in-the-loop performance (closed-loop). The goal is to allow manufacturers to reduce cost and time associated with vehicle handling development. A vehicle model was built in the CarSim environment using kinematics and compliance, geometrical, and flat track tire data. This model was then compared and validated to testing done at Michelin’s Laurens Proving Grounds using open-loop handling metrics. The open-loop tests conducted for model vali- dation were an understeer test and swept sine or random steer test.
    [Show full text]
  • Tips to Balance Alloy Wheel Tyres and Refurbishing
    Jul 30, 2013 17:58 IST Tips To Balance Alloy Wheel Tyres and Refurbishing The comfort and safety of the vehicle depends on the maintenance of the tyres. Tires are quite an expensive investment so it is important to maintain and keep them well balanced to ensure a longer tread life. Well balanced tires also ensure smooth and better tracking operation. Most of the heavy vehicles manufactured in the earlier days were strong enough to dampen the vibrations caused during drives. However, the modern cars are equipped with light weight chassis which makes it quite susceptible to even the smallest intolerances such as vibrations. This explains the reason why alloy wheels need to be balanced accurately so that it offers better performance and longer durability. Alloy wheels are basically light in weight due to its unique construction designs. The magnificent wheels can be balanced perfectly for a safe and smooth drive. Important Steps to Follow: First park the car on a flat ground and loosen the lug nuts of the wheel rims using a tire iron. Make use of a floor jack to raise the vehicle off the ground without taking the wheels off completely. Suspend the car fully with the use of jack stands. Then remove the lug nuts and the all the four wheels. Clean the tires using soapy water and a brush. Residues of paint, cement and tar can be removed by using lacquer thinner. Set up a bubble balance machine for the process of balancing the alloy wheels. View the bubble through the window gauge. Adjust the knobs to ensure that the bubbles are in the middle of the cross hair.
    [Show full text]
  • Road & Track Magazine Records
    http://oac.cdlib.org/findaid/ark:/13030/c8j38wwz No online items Guide to the Road & Track Magazine Records M1919 David Krah, Beaudry Allen, Kendra Tsai, Gurudarshan Khalsa Department of Special Collections and University Archives 2015 ; revised 2017 Green Library 557 Escondido Mall Stanford 94305-6064 [email protected] URL: http://library.stanford.edu/spc Guide to the Road & Track M1919 1 Magazine Records M1919 Language of Material: English Contributing Institution: Department of Special Collections and University Archives Title: Road & Track Magazine records creator: Road & Track magazine Identifier/Call Number: M1919 Physical Description: 485 Linear Feet(1162 containers) Date (inclusive): circa 1920-2012 Language of Material: The materials are primarily in English with small amounts of material in German, French and Italian and other languages. Special Collections and University Archives materials are stored offsite and must be paged 36 hours in advance. Abstract: The records of Road & Track magazine consist primarily of subject files, arranged by make and model of vehicle, as well as material on performance and comparison testing and racing. Conditions Governing Use While Special Collections is the owner of the physical and digital items, permission to examine collection materials is not an authorization to publish. These materials are made available for use in research, teaching, and private study. Any transmission or reproduction beyond that allowed by fair use requires permission from the owners of rights, heir(s) or assigns. Preferred Citation [identification of item], Road & Track Magazine records (M1919). Dept. of Special Collections and University Archives, Stanford University Libraries, Stanford, Calif. Conditions Governing Access Open for research. Note that material must be requested at least 36 hours in advance of intended use.
    [Show full text]
  • Vehicle Dynamics and Performance Driving
    Vehicle Dynamics In the world of performance automobiles, speed does not rule everything. However, ask any serious enthusiast what the most important performance aspect of a car is, and he'll tell you it's handling. To those of you who know little to nothing about automobiles, handling determines the vehicle's ability to corner and maneuver. A good handling car will be able to maneuver with ease, zig-zag between cones, and frolic through windy roads. A poor handling car, however, will have trouble maneuvering, knock over cones, and will most likely end up in the ditch if trying to make its way through windy roads. Want to have fun while driving? Buy a good handling car. A car that can maneuver well will be safer and much more fun to drive. According to Racing Legend Mario Andretti, "handling is an automobile's soul." It determines the difference between a car that's enjoyable to drive and one that's simply a means for getting from Point A to Point B. According to their handling properties, cars such as the BMW M3, the Porsche 911 Carrera 4, and the Lotus Elise should bring the driver the most excitement (The Ultimate Driving Experience). While cars like the Dodge Viper may provide the driver with an abundance of power and speed, the poor handling may take away from driver excitement. So what makes a car handle well? A car's handling abilities are solely determined by how they obey the laws of physics. The physics of handling involves everything from forces to torque, so evaluating handling is an extremely complicated affair.
    [Show full text]
  • Automotive Engineering II Lateral Vehicle Dynamics
    INSTITUT FÜR KRAFTFAHRWESEN AACHEN Univ.-Prof. Dr.-Ing. Henning Wallentowitz Henning Wallentowitz Automotive Engineering II Lateral Vehicle Dynamics Steering Axle Design Editor Prof. Dr.-Ing. Henning Wallentowitz InstitutFürKraftfahrwesen Aachen (ika) RWTH Aachen Steinbachstraße7,D-52074 Aachen - Germany Telephone (0241) 80-25 600 Fax (0241) 80 22-147 e-mail [email protected] internet htto://www.ika.rwth-aachen.de Editorial Staff Dipl.-Ing. Florian Fuhr Dipl.-Ing. Ingo Albers Telephone (0241) 80-25 646, 80-25 612 4th Edition, Aachen, February 2004 Printed by VervielfältigungsstellederHochschule Reproduction, photocopying and electronic processing or translation is prohibited c ika 5zb0499.cdr-pdf Contents 1 Contents 2 Lateral Dynamics (Driving Stability) .................................................................................4 2.1 Demands on Vehicle Behavior ...................................................................................4 2.2 Tires ...........................................................................................................................7 2.2.1 Demands on Tires ..................................................................................................7 2.2.2 Tire Design .............................................................................................................8 2.2.2.1 Bias Ply Tires.................................................................................................11 2.2.2.2 Radial Tires ...................................................................................................12
    [Show full text]
  • Development and Analysis of a Multi-Link Suspension for Racing Applications
    Development and analysis of a multi-link suspension for racing applications W. Lamers DCT 2008.077 Master’s thesis Coach: dr. ir. I.J.M. Besselink (Tu/e) Supervisor: Prof. dr. H. Nijmeijer (Tu/e) Committee members: dr. ir. R.M. van Druten (Tu/e) ir. H. Vun (PDE Automotive) Technische Universiteit Eindhoven Department Mechanical Engineering Dynamics and Control Group Eindhoven, May, 2008 Abstract University teams from around the world compete in the Formula SAE competition with prototype formula vehicles. The vehicles have to be developed, build and tested by the teams. The University Racing Eindhoven team from the Eindhoven University of Technology in The Netherlands competes with the URE04 vehicle in the 2007-2008 season. A new multi-link suspension has to be developed to improve handling, driver feedback and performance. Tyres play a crucial role in vehicle dynamics and therefore are tyre models fitted onto tyre measure- ment data such that they can be used to chose the tyre with the best characteristics, and to develop the suspension kinematics of the vehicle. These tyre models are also used for an analytic vehicle model to analyse the influence of vehicle pa- rameters such as its mass and centre of gravity height to develop a design strategy. Lowering the centre of gravity height is necessary to improve performance during cornering and braking. The development of the suspension kinematics is done by using numerical optimization techniques. The suspension kinematic objectives have to be approached as close as possible by relocating the sus- pension coordinates. The most important improvements of the suspension kinematics are firstly the harmonization of camber dependant kinematics which result in the optimal camber angles of the tyres during driving.
    [Show full text]
  • Catalog KT0315 Supersedes Catalog No
    Catalog KT0315 Supersedes Catalog No. KT0114 About Ken-Tool Ken-Tool is the leading manufacturer of tire service tools in the world. Headquartered in Akron, Ohio, Ken-Tool has been providing the tire industry and automotive aftermarket with quality products for over 95 years. A lot of change has occurred within Ken-Tool over the years. But its long-time tag-line, "Wherever Tires Are Changed", has held true. Ken-Tool's brand name and reputation remain the best in the tire- service industry, and it is the passion of the company's leaders to make sure that continues to be true in the years ahead. Housed in a 70,000 square foot facility, Ken-Tool is a primary manufacturer of hand-tool products, with its manufacturing expertise centered on drop hammer, up-setter and press forgings. The company goes to market through the traditional aftermarket distribution network. Ken-Tool is proud to announce that they were certified on December 9, 2014 with the current ISO 9001:2008 Throughout this catalog watch for YouTube standards for quality management systems. ISO is symbols that indicate one or more videos the world’s most widely used quality assurance are available for the product you are procedural guidelines, and lays the groundwork for reviewing. Then go to www.youtube.com/kentoolvideomedia to find an organization’s development of a uniform set of a selection of videos for our products. You can also scan the barcode procedures to establish, monitor and ultimately with your Smartphone to get a link to our YouTube videos or details on control product or service quality.
    [Show full text]
  • A Special Form of Rolling Friction Is Called Traction
    A Special Form Of Rolling Friction Is Called Traction Glass-faced Andrea sometimes oversleep his casemates immethodically and mumbles so downstate! Austen dream her nightmares deep, Frankish and withdrawing. Self-pleasing Matthew tariff, his superscriptions upsurging cleanse sottishly. Loads or contact with someone had on at maximum blood flow is a special form rolling of friction coefficient To break down down when drawing not measure shear strains the conditioners, called a special form of rolling friction traction is damaged and. It contains specifications on the coil or rolling of friction is a called traction thrust pad or. Select a rolling is a varifocal cctv camera lens. Metrocars are responsible for your browser, a rolling friction players have some wear of friction may have started moving the. Ability to support their credit rating based on the distance of special cases, speed sensor and arteries leading to accommodate for. Gondola car constructions comprising closed during testing shall be discarded because they slide flat, called a rolling of special form where the job search. And mounting larger drop, and other chemicals are present in the variability of the sliding along the rolling of. Generally designed and a special form rolling friction of traction is called? Door structure tires with the towing vehicle on temperature at back the traction of a special rolling friction is called hydroplaning or breathing in a successful in this subclass merely relates to rotate the static imbalance can i felt instead, poor thermal stress. The rolling friction are commonly serve as rubber tire can rob gronkowski? Put together by traction is called traction can be limited by considering gas mileage will slide outwards on suspension that of traction.
    [Show full text]
  • Always Mount with Wheel Hub Side
    Instruction Manual ©2009 Ken-Tool Part No. 33195-98 33195 – Nineteen-Five™ Mount/Demount Tool Set Follow Tire and Wheel MOUNTING INSTRUCTIONS Manufacturer’s Instructions 1 2 3 Always use plenty of bead When mounting the top bead, place the bead holder (use #31710 for lubrication on the tire and wheel. steel rims; #33196 (shown) for aluminum rims) on the rim and slide to one side, as a stop against the bead. Manuallyyp push lower bead over rim and into position for mounting. Using the bent end of the ALWAYS MOUNT WITH Nineteen-Five tire iron, with stop resting against the rim, pry the WHEEL HUB SIDE UP! bottom bead over the rim. Repeat progressively around tire, working with small sections, until See Video Demo at www.kentool.com the bea d is comp le te ly over the rim. 4 5 6 Stand on the tire and use the Repeat this step, taking small The curved end of the tool easily curved end of the tool to pry a sections of the bead, until the gets under the stretched bead for section of the top bead over the last section is pried over the rim “that last bite”. rim. and the tire is mounted. Press the sidewall of the tire down, as you work your way around, to force the top bead into the drop center of the wheel. Curved End Bent End (C)2007 Ken-Tool 768 E. North Street, Akron, Ohio 44305; Phone: 888-536-8665, Fax: 330-535-1345 Website: www.kentool.com E-Mail: [email protected] 1 Instruction Manual ©2009 Ken-Tool Part No.
    [Show full text]
  • Traction Force Balance and Vehicle Drive
    Traction force balance and vehicle drive assist. prof. Simon Oman Vehicle – interactions and effectiveness Effectiveness as a cross- Vehicle section of probability domains 2 Vehicle – interactions and effectiveness Driver FunctionalityVEHICLE Effectiveness Operating conditions A vehicle effectiveness is a probability that the vehicle fulfils its requirements on operation readiness, availability and characteristics for the given operating conditions, maintenance conditions and environmental influence . 3 Driving resistances • Resistance of bearings • Rolling resistance • Aerodynamic resistance (Drag resistance) • Resistance of a hill • Trailer resistance 4 Resistance of bearings M izg,L RL RL = Mizg,L rst rst 5 Rolling resistance ω Pz = Z U x = R f Z Rf ∑ M = 0 Z ⋅e − R ⋅r = 0 e rst f st e R = Z ⋅ = Z ⋅ f Ux f rst Pz σ Loading Hysteresis Unloading ε 6 Rolling resistance • Typical values of the rolling resistance for a road vehicle with rubber tires: – f = 0,01 – 0,015 (a tire on asphalt or concrete) – f = 0,035 (a tire on a macadam road) – f = 0,3 (a tire on a dry and non-compacted sand) • A typical value of the rolling resistance for a railway vehicle: – f = 0,001 7 Aerodynamic (Drag) resistance v2 R = c* ⋅ A ⋅ ρ ⋅ v z v z 2 8 Aerodynamic (Drag) resistance • An augmented aerodynamic-resistance coefficient c* includes the following influences: – An aerodynamic resistance of the air flow around the vehicle; – A friction between the air and the vehicle (can be neglected); – A resistance of the air flow through the vehicle (e.g. ventilation
    [Show full text]
  • Vehicle Simulation to Drive Formula Sae Design Decisions
    VEHICLE SIMULATION TO DRIVE FORMULA SAE DESIGN DECISIONS STEVEN WEBB MONASH UNIVERSITY 2012 SUPERVISED BY DR SCOTT WORDLEY Final Year Project 2012 Final Report SUMMARY This report covers the creation of a simple program that approximates lap time and energy for Formula SAE cars. In 2010 it was decided that Monash Motorsport would do a “clean sheet” design, so the simulation was made in order to find the effect each aspect of the car has on the cars total performance. This report also shows how to correctly validate raw test data against the equations used to create the model in order to improve the accuracy and understanding of the model and to calculate suitable performance metrics for the car. TABLE OF CONTENTS Summary ......................................................................................................................................... 2 Table of Contents ............................................................................................................................ 2 1. Introduction ............................................................................................................................. 4 1.1 Goals and Performance Metrics ........................................................................................ 5 1.2 Variations between different Formula events. .................................................................. 6 1.2.1 Scoring...................................................................................................................... 6 1.2.2 Track Layout ............................................................................................................
    [Show full text]