STEP 4 

simplest isolate front is not suitable for actual design because of suspension design. from observation follow the picture 1-3 most team design their members to meet the suspension mounting point. therefore, we will design the member to suit our suspension point. 

• Isolate side

The side work for at least two functions

1. contain driver.

2. contain side impact.

Unlike with the front, a superior design cannot be directly pickup due to increased weight, most team decided to keep the minimum requirement from regulation.

Force applied to suspension mounting point ranges from 1000 - 4000 Newton. 

To calculate chassis rotation

reference

[1] Gary B. and Pamela S., Optimization of Formula SAE Electric Vehicle Frame with Finite Element Analysis, The University of Akron.2016

[2] Anthony M O’Neill, Chassis Design for SAE Racer University of Southern Queensland Faculty of Engineering and Surveying, ENG 4111/2 Research Project, 2005

[3] Ravinder Pal Singh, STRUCTURAL PERFORMANCE ANALYSIS OF FORMULA SAE CAR, Chitkara Institute of Engineering and Technology, Jurnal Mekanikal, 2010

[4] MOHAMMED SAQLAIN and AKBAR SHARIFFS, DESIGN AND ANALYSIS OF FSAE CHASSIS, An Autonomous Institute under Visvesvaraya Technological University, 2022

[5] David Krzikalla, Jakub Mesicek, Jana Petru, Ales Sliva and Jakub Smiraus, Analysis of Torsional Stiffness of the Frame of a Formula Student Vehicle, University of Ostrava, 2019

[6] Steven Timmins and Team, 2017 FSAE Senior Design, MEEG 402-010 Chassis Design Report, University of Delaware, 2017

[7] Jason C. Brown, A. John Robertson and Stan T. Serpendo, Motor Vehicle Structures: Concepts and Fundamentals,2002, page 92

4.2 aerodynamics

4.2.1 Aerodynamic parts

• Front wing 

This part has role in reduce drag and increase stability by increasing the down force. It has the important role to determine the under-stream flow through the rest of car and transmit downward loads of force as effectively as possible and create downforce in order to press the tires of the front wheels into the ground. The front wing generates up 20% - 30% of the total downforce on the car. [1]

• Side pod

This part is the part alongside the cockpit that accommodates the radiator and often the engine exhaust and oil tank system. The main function of sidepods is to provide enough air for the cooling of the engine and to control underbody flow to generate desired downforce. [1]

• Diffuser

This part used to continue airing flow from frontward to the bottom of the car. The key role of undertray is to accelerate the flow of air under the car, creating a greater difference in pressure between the upper and lower surfaces of the car, thus increasing downforce. Diffuser has the potential to give an amount of 30-40% of the total downforce. [1]

• Rear wing

This part is designed to generate high down force from the streamline flow that comes from the front. This device contributes to approximately one third of the car's total downforce. The main function of the rear wing is to aid primarily in braking and cornering forces for the rear tires in order to eliminate oversteering. [1]

• Body

Each teams design their body depend on direction of air flow which flow through the car. Nosecone is the main effect of CD that will be generate.[1]

• The nosecone or the frontal part of the vehicle is the first part that comes in contact with the air wall. When the vehicle comes in contact with air, the nosecone splits the air and it flows around the body. [2]

• Shape of nosecone, [3]

4.2.2 Material

reference

[1] Ioannis Oxyzoglou, DESIGN & DEVELOPEMENT OF AN AERODYNAMIC PACKAGE FOR A FSAE RACE CAR, Mechanical Engineering, University of thessary, 2017

[2] Prof. Siddhesh Lad, Pratik Bhagat, Jatin Jadhav, Kunal More, Karan Patil, Study of Drag Around the Nosecone of FSAE Vehicle, Professor and students, Automobile Department, Saraswati College of Engineering, Navi Mumbai, Maharashtra, India, 2020

[3] Harsh Savliya, Nose Design for Formula Student Vehicle with Aerodynamic Components, The Dwarkadas J Sanghvi College of Engineering, Mumbai, India, 2019

[4] Jurij Iljaž – Leopold Škerget – Mitja Štrakl – Jure Marn, Optimization of SAE Formula Rear Wing, University of Maribor, Faculty of Mechanical Engineering, Slovenia, 2016

[5] Mazharul Islam Kiron, Glass Fiber: Types, Properties, Manufacturing Process and Uses, 2022, source: Glass Fiber: Types, Properties, Manufacturing Process and Uses (textilelearner.net) 

[6] Matweb, Overview of materials for Epoxy/Carbon Fiber Composite, source: Overview of materials for Epoxy/Carbon Fiber Composite (matweb.com) 

4.3 important joints

4.4 impact attenuator

4.4.1 Material

NASA conducted a study in 1983 to investigate the energy-absorbing capabilities of tubes subjected to compression. The study involved examining tubes made of aluminum, glass-epoxy, graphite-epoxy, and aramid-epoxy. The study recommended using chamfering or notching to decrease the peak load during impact, and also examined the integrity and failure mechanisms of the tubes after crushing. More recently, a study looked at composite tubes and how tube diameter, winding angles, and wall thickness affected energy absorption. The findings suggested that larger tube diameters led to higher energy absorption , and that a winding angle of 35 degrees absorbed more energy with less compressive strength than other angles. Several papers examined the use of composite materials, including carbon fibers, in IA design, testing, numerical analysis, and optimization, providing valuable insights into these areas. [ref] [ref]

4.4.2 Design Shape of Impact Attenuator

This section focuses on the design considerations for aluminum honeycomb impact attenuators. It covers aspects such as size and shape optimization, attachment methods, and compatibility with existing chassis designs. The review highlights the findings of et al.'s study regarding the impact of these design considerations on the performance of the attenuators. 

[ref]