Chalmers Fsae - presentación global.pdf

8/11/2019 Chalmers Fsae - presentacin global.pdf

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Design Presentation 2Welcome

Design report

Engine

Impact Attenuator

Body

- FikabreakWind Tunnel Model

Active Suspension

Alternative Powertrain


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Lightweight& Efficient

MATERIALS

POWERTRAIN

CONTROL

COMPUTATIONS

Year 2012 2013 2014 2015 2016


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Design ReportJens Kjellerup

Andreas FlodstrmAnita Schjll Brede


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DESIGN 150ptsCOST 100ptsSALES 75ptsTOTAL: 325pts

Station 1

Offices

Testing area

Station 2

Station 3

Station 4

Station 5

Station 8

Station 7

Station 6

Assembly line

Unsprungmass

Sub assemblies

Engine

Paint shop

Finished goods

Offices and lunchroom

Static Events


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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


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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?


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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)


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To gain professional experience we will, through efficient engineering and

teamwork while learning from previous experience, deliver a well-tuned andreliable solution in order to achieve 800 points at FSUK 2012.

Questions?


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EngineSebastian Krause

Blago MinovskiTony Persson

Andreas Widroth


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To deliver a reliable and weight optimized engine system with sufficientpower and possibility for low fuel consumption to FSUK 2012

Subgroup goal


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Intake and exhaust design for maximum mean torque in the RPM-range

Test data and target

Time

10000 RPM

5000 RPM


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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


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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


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Logg data, documentation

Keep track of temperatures, pressures, power, torque, fuel consumption

Fine tuning

Dyno

Control room Engine cell


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Mapping MBT with fuel and ignition for all loads and RPM

Fuel economy map for Endurance Event

Dyno

Ignition timing tableVolumetric Efficiency

Fuel/Lambda table


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Dyno


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Dyno results

10

20

30

40

50

60

70

80

90

10

20

30

40

50

60

70

80

90

3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000

[

]

Torque[Nm]

Engine [RPM]

Dyno vs. GT-Power SimulationCFS12 Max Torque [Nm] CFS12 Max Power [hp] GT-Power Torque [Nm] GT-Power Power [Hp]


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Dyno results

10

20

30

40

50

60

70

80

90

10

20

30

40

50

60

70

80

90

3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000

[

]

Torque[Nm]

Engine [RPM]

CFS12 vs. CFS11CFS12 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



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Dyno results

-5,0

-4,0

-3,0

-2,0

-1,0

0,0

1,0

2,0

3,0

4,0

5,0

-5

-4

-3

-2

-1

0

1

2

3

4

5

4000 5000 6000 7000 8000 9000 10000

[

]

Torque[Nm]

Engine [RPM]

CFS12 vs. CFS11 differenceTorque difference [Nm] Power difference [kW] Design Range RPM


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Dyno results

10

20

30

40

50

60

70

80

90

10

20

30

40

50

60

70

80

90

3000 4000 5000 6000 7000 8000 9000 10000 11000 12000 13000

[

]

Torque[Nm]

Engine [RPM]

CFS12 Final Dyno ResultsCFS12 Max Torque [NM] CFS12 Max Power [hp]

CFS12 Peak Power : 84,3 hp at 12000 RPM



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Questions?


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Impact attenuatorStefan Venbrant


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Methodology

Pre-Study

Design

Simulations Testing 1

Design Changes

Testing 2

Result

Design targets

Light

Reliable

Simple


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Three IAs was investigated:

Aluminum honeycomb

Sheet metal IA Foam

Pre-Study


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Design

Aluminum sheet &Honeycomb

Simulations

Design & Simulations

LS DYNA simulations


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Test 1 at SP

Sled test

Result: Anti-intrusion plate

deformed to much, needsto be stiffen up


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Testing 1


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Test 2 at SP Bors

4 honeycombs

Different methods of

stiffening the anti-intrusion plate

Front bulkhead, AI plate andsupport


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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


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Questions?


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BodyLucas Brjesson

Sven RehnbergRobert Svensson


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Subgroup goal

By implementing efficient engineeringand learning from

previous experiencethe body subgroup will deliver alightweightand reliablesolution which guaranties asound ergonomic environment for the driver, sufficientcooling for the engine and high downforce in order toreach 800 points at FSUK 2012.


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Aerodynamic targets

Lift = -500N at 56 km/h

Cd


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CFD

Post processing


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Diffuser Design

Simple diffuser

No splitter

Footplates in front of rear

wheels Very limited design due to

packaging


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Front Wing Design

Three segment outersections for highdownforce

Less aggressive middlesection for cooling flow

Adjustable flaps


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Rear Wing Design

Three segment wing

Small endplates

Adjustable flaps


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Aerodynamic targets

Lift = -500N at 56 km/h

Cd


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Manufacturing methods


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teamwork while learning from previous experience, deliver a well-tuned and

reliable solution in order to achieve 800 points at FSUK 2012.

Questions?


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Fika-break!


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Wind tunnel modelAdam Jareteg

Lars WallinMathias Bergfjord

Rickard Lindstrand


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We will by efficient engineering and methodical work, designand manufacture an adjustableWind Tunnel model before 18th

May 2012, which will assist future CFS-teams.

Group goal


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Background to the project

To measure aerodynamic andcooling properties

Lack of time to do a lot of CFDtesting

Last years model


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Functional model


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Aluminium frame

+ Lightweigth+ Easy manufacturing

+ Can be done in-house

Weak threads

Frame

Responsible: Lars Wallin


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SLS (Selective Laser Sintering)

+ Quick+ Allows complex designs

Expensive

External manufacturing required

Body Features

Responsible: Mathias Bergfjord


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Externally mounted

+ No disturbances to the balance+ Easy to adjust

No measurements from the wheels

Wheels

Responsible: Rickard Lindstrand


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Balance from Chalmers Pitot tubes

+ Known technology+ Small disturbances to the flow Needs to be built in

Sensors

Responsible: Adam Jareteg


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Solution model


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Design targets

Feature Design target

Deflection of frame < 0.1mm (fully loaded)

Weight of frame 15kgMax 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


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Frame

Balance size andtemplates

Stiff middle

section Wing mount

Feature Design target Simulation

Deflection of frame < 0.1mm (fully loaded)Weight of frame 15kgMax size of frame Defined by templates


Deflection of frame < 0.1mm (fully loaded) 0,072 mmWeight of frame 15kg 10,2 kgMax size of frame Defined by templates OK


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Frame

Balance size andtemplates

Stiff middle

section Wing mount


Deflection of frame < 0.1mm (fully loaded) 0,072 mmWeight of frame 15kg 10,2 kgMax size of frame Defined by templates OK


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Wheels

Easy to adjust

Wing profiles

Plastic layer


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


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Wheels

SLS rim pattern Balance in the

wheel


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Body Features andSensors

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 yetWeight attached to balance 30 kg ~10 kg+10,2 kg

Sensors in diffusers

Sensors in radiator

Body split in suitable sizes


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Design targets


Deflection of frame < 0.1mm (fully loaded) 0,072 mmWeight 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


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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?


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Active suspensionAndreas Hkansson

Victor Psse


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Aerodynamics

Controlling ride height

Ground effects

Controlling pitch

Reducing drag when youdont need downforce

Roll

Active roll gradient

Roll control

Opportunities

Tire loads

Continuously calculated andcontrolled

Less load transfer in single

wheel bump Adjustability

Without touching a wrench

Rain settings

Different settings for

different drivers Testing and tuning

Live tuning


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Cost

Complexity Energy consumption

Weight

All things considered: gain < 1 kg

Drawbacks


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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


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teamwork while learning from previous experience, deliver a well-tuned and

reliable solution in order to achieve 800 points at FSUK 2012.

Questions?


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Alternative powertrainFredrik 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


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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


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Alternative powertrain

Develop FSAE hybridconcept

Choose powertraincomponents

Define how these interacts

Goals


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Hybrid systems

Parallel

Serial

(Split)

ICE Transmission

Energy

storage

Motor

control

Electric

machine

Differential

Wheel

Wheel

Parallel

Serial


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Functional Model


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Design targets

Same or higher power-to-weight ratio

Lower CO2 emissions

Same or lower weight

Possibility to run on the internalcombustion engine (ICE) only


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Methodology

CFS11 as reference

Specialist subgroups

Data driven decisions

Professional managed teamwork


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Dimensioning


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Combustion engine

Unknown behavior withrestrictor

Engine not in house

Current Engine: 600 ccmYamaha Fazer (4 cyl)

1 cylinder engine:best match with designtargets (weight)

Smaller engine more

space -> packagingimprovement

ChallengesComponents


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Engine Yamaha

Fazer

Swept

Volume

599 600

Cylinders /valves

4 / 16 1 / 4

Power[kW]

64 / 12000rpm

42*/ 7500rpm

Torque[Nm]

64 / 8000 57*/ 6500rpm

Weight [kg] 85 ~ 40

Combustion engine

Design Targets:Power: 35 kWTorque: 45 Nmwith restrictor.

CFS 11 Power-to-weight:0.295 kW/kg

* Values for unrestricted Engine

Solution


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Electric system

Components

Brushless permanentmagnet machine

Super capacitors

Challenges

Losses

Weight

Voltages Overload


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Control system

Components

CAN communication

Sensor nodes

Microcontrollers ECU

Challenges

Optimizing using loggeddata

Reliability and safety Integration with different

subsystems


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Solution Model

Combution Engine

Electric Storgage

Electric Machine

Restrictor

Control

System

PCU

Husqvarna SMR 630

1 Cylinder - injection

4 Valves DOHCCa 40 kg overall weight

Semi-wetsump

Gearbox (6 gears) included

Linkage / physical

interaction Permanent Magnet Synchronous

Machine (PMSM)

Supercapacitors

ECU

Tuned air intake

system andmofified cam-

shaft timing

Differential

CFS 13

(developed seperately)

Wheel

Wheel

Hybrid powertrain

CAN

National

Instruments

Nira


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First prototype


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Current work

Set up GTPower model

Simulating performance

CAD

Dimensioning performance

Prepare for test bench build


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We will during spring of 2012 develop and test a hybrid powertrain usingproven engineering methodology in order to provide an increase of

performance to the CFS-13 team.

Questions?

Chalmers Fsae - presentación global.pdf

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