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e19 Structural Dr v2-1

The document is a design report for an FSAE spaceframe chassis, detailing the design, analysis, and production processes. It covers material selection, ergonomics, chassis design, and various components, emphasizing lightweight and robust construction. The report identifies previous challenges and outlines goals for improvement in driver comfort, structural optimization, and manufacturing precision.

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e19 Structural Dr v2-1

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You are on page 1/ 115

●

SR NO. TOPIC PAGE NO.

1. INTRODUCTION 3

2. MATERIAL SELECTION 5

3. ERGONOMICS 13

4. CHASSIS DESIGN 23

5. REMOVABLE REARBULKHEAD 27

6. TORSIONAL RIGIDITY 42

7. IMPACT ATTENUATOR 58

8. MOUNT ANALYSIS 83

9. CHASSIS MANUFACTURING 91

10. SEAT 99

11 BODYWORKS 105

This design report focuses on the design, analysis, and production of an FSAE spaceframe
chassis. As the core structure of the vehicle, the chassis supports the weight of all components
and withstands the stresses caused by the car's longitudinal, lateral, and vertical accelerations
during operation. Furthermore, the chassis functions as a critical interface for the front and rear
suspension systems, significantly influencing the vehicle's overall performance.
The objective of this project is to design and fabricate a chassis that is both lightweight and
robust. The report covers the individual components of the chassis and their simulations,
emphasizing their structural significance. Various analytical methods were used to compute
critical parameters, which were simultaneously compared with the previous year’s data and
analysed to identify areas for further optimization.

Problems faced and Scope of Improvement in the previous chassis:

⮚ RBH Optimization.

⮚ Improving the Drivers’ comfort.

⮚ Structural optimization in chassis’ rear region.

⮚ Dependency on manual measurements during Chassis manufacturing.

⮚ A 3D scanner was used to scan the manufactured chassis.

⮚ Installation of Accumulator.

● Facilitate easy mounting and dismounting of the Tractive System Accumulator Container
without compromising driver comfort by optimizing cockpit layout and container
positioning for quick access, while ensuring driver’s comfort. Ergonomic studies help
achieve this balance.
● Achieve higher torsional stiffness for the chassis by reinforcing key area and optimizing
geometry.
● Develop a custom, lightweight impact attenuator that absorbs energy by utilizing materials
composite foam, engineered to deform predictably under impact.
● Optimizing chassis packaging ensures components fit snugly and serviceably, with results
compared to previous designs in terms of space utilization and accessibility.
● Enhance accessibility to the front and rear components of the vehicle to streamline
maintenance and service.
● Precision in chassis manufacturing through advanced techniques like laser cutting, CNC
machining, and precision welding, with success measured against design specifications to
show reduced variability.
● Improving access to rear components can be achieved through the introduction of quick-
release panels, justified by reduced maintenance times.
● Refining the firewall design by minimizing gaps and using quick-fastening systems ensures
both easy removal and improved safety, demonstrated by shorter installation times and
enhanced fitment.

Material Selection:
Material selection is a critical step in the engineering design process. It involves choosing the
most suitable material based on the requirements of the application, ensuring that the selected
material is also cost-effective.

Requirements:
● Easy Availability
● Good machinability and weldability
● High stiffness
● Weight to strength ratio optimized, with reduced weight and increased strength.

As per our requirements and specified rules, we shortlisted the following materials for our
chassis:
● AISI 1018
● AISI 1020
Following is the comparison of the properties of both the materials:

Material Grade AISI 1018 AISI 1020

Carbon Content 0.15-0.2 % 0.17-0.23 %
Density 7.8 g/𝑐𝑚 7.87 g/𝑐𝑚
Ultimate Tensile Strength 470 MPa 394.72 MPa
Yield Tensile Strength 370 MPa 294.74 MPa
Brinell Hardness 126 111
Rockwell Hardness 71 64
Elongation at break( in 50mm) 15 % 36.5 %
Reduction of area 40 % 66 %
Modulus of Elasticity 205 G Pa 200 GPa
Bulk Modulus 140 GPa 140 GPa
Poisson’s Ratio 0.29 0.29
Shear Modulus 80 GPa 80 GPa

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AISI 1018

AISI 1020

Based on the FEA conducted and the material properties of the tube, we chose AISI 1018 (mild
steel) as our material. We considered the material's weight and rigidity during selection.
Young's modulus indicates the material's stiffness, which impacts the overall stiffness of the
chassis. Mild steel also offers excellent machinability and weldability.

Machinability: Cold drawn, turned, or polished mild steel has very good machinability.

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Weldability:
We chose to weld mild steel because it offers better results.
Widely used welding methods:
● MIG (Metal Inert Gas) welding
● TIG (Tungsten Inert Gas) welding
We opted for TIG as it provides stronger, more durable joints. TIG welding stands out for its
superior precision and versatility, making it a better choice for our application.

Tube Selection:
There are different shapes of tubes available in market out of which following
were shortlisted:
● Square Tubes
● Round Tubes

Square tubes VS Round tubes:

When a tube bends, the outer side experiences tension, thinning the wall, which tears if the
stress exceeds its limit. The inner side thickens due to compression, causes buckling and
rippling. In square tubing, walls parallel to the bending plane distort more easily than round
tubing, which allows for even metal flow, making distortion control easier. Square tubes tend
to expand and distort into a concave shape. Larger tube diameters are harder to bend, but round
tubes, with less material in stressed areas, are less prone to distortion.

Round tubes:
Dimension (s x t) 30 x 2 25.4 x 1.6 25.4 x 1.2

Cross sectional area (mm²) 175.92 119.63 91.23

Weight per unit length (kg/m) 1.3475 0.9211 0.716

I (mm⁴) 17329.02 8508.81 6695.08

Polar area moment of inertia 34658.05 17017.02 13390

(mm⁴)
Radius of gyration (mm) 11.34 9.61 8.567

Square tubes:
Dimension (s x t) 30 x 2 25.4 x 1.6 25.4 x 1.2

Cross sectional area (mm²) 224 152.32 116.16

Weight per unit length (kg/m) 1.7157 1.1727 0.9117

I (mm⁴) 29418.67 14445.01 11365

Polar area moment of inertia 58837.34 28890.02 22730

(mm⁴)
Radius of gyration (mm) 10.23 10.95 9.892

CONCLUSION:
Based on the features mentioned, it is evident that square tubes are slightly heavier than round
tubes of the same diameter. Additionally, due to their uniform cross-section, round tubes bend
with less distortion compared to square tubes. Therefore, we decided to construct the chassis
using circular tubes and square tubes as required.

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Selection of tube dimensions:
According to the rule of Moment of Inertia, we calculated the minimal tube diameter necessary
to meet the criteria.

Minimum Diameter Calculations:

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We needed to discover tubes that fulfilled the condition's diameter and thickness requirements.
As a result, the chosen tubes were: (Outer Diameter x Thickness)
⮚ Ø 30 mm x 2 mm
⮚ Ø 25.4 mm x 1.6 mm
⮚ Ø 25.4 mm x 1.2 mm

The ergonomics phase of chassis development focuses on optimizing driver-vehicle interaction

for comfort and efficiency. Key factors include sitting posture, seat support, steering grip, and
pedal reach. A comprehensive ergonomics test was conducted by having drivers sit in the
previous chassis and provide feedback on discomfort,
The main areas were:
1. Steering wheel design and position
2. Brake pedal position and adjustment
3. Driver vision
4. Seat

Ergonomics Setup:
An ergonomic setup model was created as per the inputs of the drivers.

Goals for ergonomics of the new Chassis:

⮚ Better placement of steering wheel, seat and pedal box
⮚ Optimize the cockpit dimensions to maximize space for TSAC installation.
⮚ Ensure adequate space for the Driver

Aim:
To design an ergonomically correct Chassis according to the driver comfort and achieves
maximum frame optimization.

Drawbacks in ergonomics of previous Chassis:

Compromising steering wheel due to the installation of TSAC.

Design:
The setup was designed to determine the cockpit dimensions and the height of the roll hoops
for different drivers. The distances that were to be determined were.
⮚ Height of the MRH
⮚ Height of FRH
⮚ Distance between MRH and FRH
⮚ Width of the cockpit area
⮚ Positioning of seat

Assembly:
For better adjustability of the cockpit dimension or the height of the roll hoops, Slotted angles
were bolted together through the various holes in the bar.

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Manufacturing:
The cockpit was constructed from wooden planks and the roll hoops were constructed from
slotted angles. the whole assembly was secured together with bolts and slotted angles, which
featured multiple holes for enhanced adjustability. The ergonomics setup for the steering
wheel was bolted to this framework, while the seat and pedal box were mounted on the
planks, also bolted to the slotted angles for improved adjustability.

Methodology:
The test involved seating each driver in the setup and adjusting the cockpit dimensions
and roll hoop height for maximum comfort. Measurements were taken with a measuring
tape, and multiple tests were conducted for different drivers until optimum dimensions
were determined that suited all drivers.

Results:
Name of Driver Parameters Measured Measurements
Aaryan Shoulder Harness Position 555
Ishaan Shoulder Harness Position 535
Neel Shoulder Harness Position 530
Harsh Shoulder Harness Position 530

After iterations for all the drivers, the Front Roll Hoop (FRH) and Main Roll Hoop (MRH)
heights were determined to be 570 mm and 1210 mm, respectively. The distance between the
FRH and MRH was measured at 770 mm.

Design:
The setup was designed to determine the inclination angles and distances of the seat for different
drivers. The parameter needed to be measured were:
⮚ Angles of each plank.
⮚ Length
⮚ Width

Assembly:
For better adjustability of angles, the planks were hinged together. The base plank was kept
horizontal. The planks were rested on the slotted angles

Manufacturing:
The seat was divided into 4 planks. Wooden planks were used.

Methodology:
The seat was tested by placing each driver in the setup and adjusting angles and distances for
comfort and visibility. Angles were measured using wooden blocks with pre-determined
dimensions, and multiple tests were conducted until optimal measurements were achieved for
all drivers.

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Results:

Name of Driver Parameters Measured Measurements

W of Plank 1 545
L of Plank 1 120
W of Plank 2 545
L of Plank 2 350

Aaryan Angle of Plank 2 33 deg

W of Plank 3 410
L of Plank 3 210
W of Plank 4 150
L of Plank 4 270
Angle of Plank 4 24 deg
W of Plank 1 545
L of Plank 1 120
W of Plank 2 545
Ishaan L of Plank 2 350
Angle of Plank 2 33 deg
W of Plank 3 410
L of Plank 3 210
W of Plank 4 150
L of Plank 4 270
Angle of Plank 4 24 deg
W of Plank 1 545
L of Plank 1 120
W of Plank 2 545

Neel L of Plank 2 350

Angle of Plank 2 33 deg
W of Plank 3 410
L of Plank 3 210
W of Plank 4 150
L of Plank 4 270
Angle of Plank 4 17 deg

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W of Plank 1 545
L of Plank 1 120
W of Plank 2 545
Harsh L of Plank 2 350
Angle of Plank 2 33 deg
W of Plank 3 410
L of Plank 3 210
W of Plank 4 150
L of Plank 4 270
Angle of Plank 4 17 deg

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3. BRAKES:
Aim:
To design a pedal box that accommodates the driver, the reasons for creating a new design
include:
1. Adjusting the two pedals for both tall and short drivers.
2. Providing adequate space for drivers to grip their foot while cornering.
3. Maintaining appropriate spacing between the two pedals.

Design:
A setup was designed to measure various parameters for an adjustable pedal box that meets
the needs of different drivers. The parameters to be measured were :

1. Distance from the pedal box to the MRH.

2. Distance between the two pedals.
3. Required adjustability for different drivers.
4. Length of the pedals.
Materials:
A Medium Density Fibreboard (MDF) frame was created to serve as a mock pedal box, onto
which the old pedals were mounted to assess usability. The footrests were made of wood and
sized according to shoe dimensions.
Manufacturing:
MDF blocks were obtained with precise dimensions through laser cutting, while the footrest
blocks were manufactured using the water jet machining method. Spare pedals from the
previous car were utilized.

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Methodology:
The wooden pedal box frame was mounted on the chassis to assess the 95th percentile male
profile by placing the Percy model at various seat angles.
Since the height of the person was greater than that of the Percy model, we adjusted the pedals
to accommodate both shorter and taller individuals.
Drivers were also seated in similar positions, and we recorded the extreme points based on the
Percy profile. The distance between the two pedals was determined by considering the steering
rack, which needs to fit between the driver’s legs.

NAME OF DRIVER PARAMETERS MEASURED MEASUREMENTS

(mm)

Distance of pedal box from MRH 1370

Aaryan
Distance between two pedals 180
Distance of pedal box from MRH 1350
Ishaan Distance between two pedals 180
Distance of pedal box from MRH 1280
Neel
Distance between two pedals 180
Distance of pedal box from MRH 1260
Harsh Distance between two pedals 180

Goals for Ergonomics of Steering Wheel:

● The driver’s grip on the steering wheel such that the burden of fatigue to the driver’s arm
is as less as possible.
● The inclination of the upper column such that the angle between the upper arms and the chest
is acute and between the upper arms and the lower arms is obtuse for the best mechanical
advantage while steering.
● The drivers can turn the wheel without hitting their hands or the wheel with their legs.
● The steering wheel stays within the dash for rule compliance.
● The drivers can move their legs while operating the pedals without bumping the steering
wheel in the process.
● The drivers can see at least 20 feet ahead to the ground for reasonable visibility as specified
by the drivers.

Aim:
The main aim of the ergonomic setup for the steering wheel was to overcome the drawback
of the previous design.
The drawbacks of the previous steering wheel were:
1. The burden of fatigue in holding the steering wheel for a long time.
2. More effort required to steer the steering wheel.

Design:
The setup was designed to determine inclination angles and distances of the steering wheel
for different drivers. The parameters taken into the considerations were:
1. The inclination of the steering upper column with the vertical.
2. Distance between the steering wheel and the ground.
3. Perpendicular distance between the UV joint and the FRH.
4. Perpendicular distance between the steering wheel and the FRH. The setup was designed
within the chassis ergonomic structure with different parts for the steering wheel, upper
column, and V- joint.

Assembly:
For better adjustability of angles various parts were hinged together. The setup was bolted to
chassis ergonomic structure at the top most position acting as a hinge.

Manufacturing:
MDF (Medium Density Fibreboard) was chosen as a material for the dummy steering wheel
and angle plates. MDF was selected for its durability, stiffness, and good machinability. The
steering wheel and angle plates were machined were cut with the help of laser cutting to

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achieve dimensional accuracy. The dashboard was cut from plywood of 9mm thickness using
circular saw according to the dimensions.

Methodology:
A test was conducted on each driver in ready-to-drive condition in the setup and then adjusting
the angles and distances of the setup to ensure their comfort. The steering inclination was
measured with help of angle plates by laser cutting holes at uniform angles. The distance of
steering wheel from the front roll hoop was measured by drilling holes in a pipe at uniform
distances and fixing at each position according to the comfort of the driver. Multiple tests were
conducted on the different drivers till optimum measurements were obtained that suited all the
drivers.

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Results:

Name of Parameters measured Measurements

the Driver
Aaryan Inclination of column with horizontal. 10 degrees
Length of column from FRH to steering wheel(z) 212 mm
Distance between the centre of the steering wheel to 385 mm
ground(p)
Perpendicular distance between FRH and steering 210 mm
wheel(x)
Distance between top most position of FRH and pivot 165 mm
point
Ishaan Inclination of column with horizontal. 11 degrees
Length of column from FRH to steering wheel(z) 212 mm
Distance between the centre of the steering wheel to 385 mm
ground(p)
Perpendicular distance between FRH and steering 210 mm
wheel(x)
Distance between top most position of FRH and pivot 165 mm
point
Neel Inclination of column with horizontal. 12 degrees
Length of column from FRH to steering wheel(z) 212 mm
Distance between the centre of the steering wheel to 385 mm
ground(p)
Perpendicular distance between FRH and steering 210 mm
wheel(x)
Distance between top most position of FRH and pivot 165 mm
point
Harsh Inclination of column with horizontal. 12 degrees
Length of column from FRH to steering wheel(z) 212 mm
Distance between the centre of the steering wheel to 385 mm
ground(p)
Perpendicular distance between FRH and steering 210 mm
wheel(x)
Distance between top most position of FRH and pivot 165 mm
point

1) Designing of TSAC
We first obtained the TSAC dimensions, designed a sample chassis based on them, and
estimated the design of the final chassis and conducted an ergonomics test.

2) Designing of Chassis Template

Based on the ergonomics test and temporary chassis data, a chassis template was created and
provided to the suspension department for designing the suspension geometry.

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3) Importing Suspension Geometry Sketch in SolidWorks
Using the chassis template the designed suspension geometry was imported as the primary
reference for chassis design.

4) Creating a sketch of all the data received from the ergonomics test
The rear pick-up points of the front suspension geometry were set as the front roll hoop plane.
Using this as a reference, dimensions from the ergonomics test were sketched to design the roll
hoop planes.

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5) Sketching the FRH and MRH
Continuing on roll hoops plane, we designed FRH and MRH from the measurements acquired
from ergonomics test.

6) Sketching the Front Bulkhead, FRH Bracing and Suspension box.

The chassis pick-up points were connected to form the suspension box, and ergonomics data
was used to define the front bulkhead plane.
● FRH bracing was extended to the FBH.
● The front support design was created to triangulate forces from the suspension system.

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7) Sketching the Side Impact Structure (SIS), Main Hoop Bracing
(MRHB) and Rear Chassis including the Accumulator Protection:
Ergonomic data was used to design the SIS, which extended to the bends of the roll hoops and
was fastened in place.
● The primary hoop bracing and headrest mount tube were defined from the top bends to
the rear of the upper suspension box tube.
● The rear suspension box was sketched, with the front pick-up points on the chassis and
the rear points on the RBH.
● A protective structure for the accumulator was designed, using the rear suspension
points as a reference.

FINAL E19 Chassis

Concept:
● Serves as precise reference points while building the chassis.
● Simple mounting and removal of components, with organized packing and
arrangement of parts.
● Structurally designed for different acting loads.

Considerations:
Following things were considered for designing the basic template of Removable Rear
Bulkhead-
● Points to mount RBH to chassis.
● Drivetrain components’ mounting points (Differential, Motor, Radiator and Pump).
● Slot for Chain and Sprocket drive.
● Suspension pickup points and Damper assembly position.
● Rear wing and Rear Diffuser mounting position.

Material Selection:
Aluminium was being used because it is lightweight and offers adequate strength. Al 7075-T6
and Al 6063-T6 are the aluminium grades available.

Properties Al 7075-T6 Al 6063-T6

Shear Modulus (N/mm²) 26900 25800

Mass Density (kg/m³) 2810 2700

Tensile Strength (N/mm²) 570 240

Yield Strength (N/mm²) 505 215

Comparison of Al 7075-T6 and Al 6063-T6

Since the exact forces acting on the RBH cannot be determined, Al 7075-T6 was selected
because it has better physical characteristics than Al 6063-T6.

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Design :
Following were the steps covered during designing the Removable Bulkhead-
Step 1: Origin was defined at bottom left attaching point of RBH to chassis and other attaching
points of RBH were plotted. Outline of the RBH was defined.

Step 2: Then the rear mounting points of suspension were plotted. Then the mounting points
of Drivetrain were plotted, which included slot for Chain and Sprocket, thermal components,
differential & motor mounts, and scatter shields.

Software – Ansys 22.1

Optimization of Basic RBH Template:
Bearing Loads were considered for Motor and Differential mounts.
Following Forces were considered for optimization of RBH:

• Forces exerted by all Drivetrain components.

• Suspension and Damper assembly forces.

Stress Intensity

RBH Iterations:
● On the fundamental RBH template, we ran a simple stress analysis taking the
above-mentioned forces into account.
● Topology Optimization was carried out to eliminate excess material from
low stress region. The regions with the greatest deformation were detected.
● The excessive material was taken out of the area with low stress.
● Once the redundant areas were identified, different iteration were tested to
identify the best possible design.
● All the forces were considered for the worst-case scenario.

RBH Iteration 1: As per the topology optimization results, material was removed from low
stress concentration region of the RBH.

Maximum Total Deformation 0.23592 mm

Maximum Stress Intensity 78.86MPa

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Observations: Since the entire RBH was in a low-stress region, more material could still
be eliminated. As per the observation topology optimization was done once more to get clear
idea for further changes to be made in design.

Weight(kgs
Total Deformation(mm) Stress Intensity (MPa) )
Iterations
Minimum Maximum Minimum Maximum
1 0 0.1316 0.0325 81.242 3.94
2 0 0.404 0.007 137.22 3.62
3 0 0.4526 0.082 92.26 3.63
4 0 0.336 0.087 80.465 3.63
5 0 0.297 0.1007 80.844 3.63
6 0 0.295 0.133 73.07 3.62
7 0 0.318 0.091 73.39 3.61
8 0 0.322 0.074 75.74 3.56
9 0 0.106 0.066 43.71 4.51
10 0 0.172 0.05 62.17 4.052
11 0 0.183 0.04 65.71 4.14
12 0 0.268 0.04 55.71 4.05
Several iterations were done on Ansys 22.1

Final RBH Iteration

Total Deformation:

Max Total Deformation: 0.26837mm

Max Stress Intensity: 55.714 MPa

FRONT VIEW OF REAR BULKHEAD

1. Differential
A force of 1271.2 N on the left mount towards the RBH and 6856.4 N away from RBH acts
when the motor pulls the chain sprocket assembly towards itself, and lateral force of 48.46N.
25 N of Self force was added.

Stress Intensity:

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2. Motor
Force of 7369.6 N and 1524.2 N acting during acceleration and 147.15 N due to the self-
weight on both side of the motor mount is applied.

Total Deformation:

Stress Intensity:

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3.Suspension
A force of 4096.3 N was applied on upper pickup points and 6772.1Nwas applied on lower
pickup points in axial direction of A-arms.
Force of 2072 N was applied on damper bracket.

Total Deformation:

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RBH Manufacturing:
As it will be installed on the chassis frame tube and essential drivetrain components like the
motor, differential, and suspension are mounted on RBH, it must be built with a close tolerance.
For the manufacturing of RBH, following manufacturing processes were put into consideration:
⮚ Water Jet
⮚ CNC Milling
⮚ Laser Cutting

Water Jet and Laser cutting were ruled out as RBH has varying depths in some places. A
precision of 0.02mm can be achieved by CNC milling. Also, varying depths can be easily
manufactured by CNC milling. Hence, CNC milling was chosen for RBH manufacturing. Holes
of different diameters and chamfers were provided. After CNC the RBH was powder coated
for providing better finish and corrosion resistance, scratches, chipping and fading.

THEORITICAL WEIGHT MANUFACTURED WEIGHT

4.05 kg 4.18 kg

Assembly:
To attach RBH to the Chassis and M10x6 inserts with internal threading were welded to the
Chassis Tubes. Now to mount the RBH to the chassis M10x6 Allen Bolts with shank and
Washers. Safety wiring is also used as a positive locking mechanism for securing the RBH.

RBH ASSEMBLY PART DESCRIPTION

ITEM NO. PART NAME QUANTITY
1. CHASSIS 1
2. M10 INSERTS 6
3. RBH 1
4. M10 WASHERS 6
5. M10 BOLTS 6
6. SAFETY WIRES 6

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6. TORSIONAL RIGIDITY

The chassis is one of the most crucial load-bearing components, and it must be rigid enough to
endure shocks, twisting, vibrations, and other stresses. In addition to strength, ensuring
sufficient bending and torsional stiffness is essential for better handling performance.
Therefore, both strength and stiffness are key factors in designing a chassis.

As the primary load-bearing structure, the chassis must be designed to withstand all applied
loads. Hence, a thorough analysis is necessary to assess the overall strength, ensuring optimal
performance during operation.

To get an estimate of required value, we considered chassis to be connected in series with the
suspension as shown in the figure.

Assuming the resistance to torsion by the suspension front and rear is represented by the anti-
roll stiffness, we can plot the total vehicle stiffness as a function of the chassis stiffness. It is
clear that upwards of 90% of the rigid case, it becomes less interesting to pay an increasingly
large weight penalty for only slight improvements in vehicle stiffness.

From the above calculations we conclude that,

kf = 441.23 Nm/deg
kr = 387.83 Nm/deg
∴ ksusp = 207.115 Nm/deg
Thus, kch = 9 x ksusp
∴ kch = 9 × 207.115
∴ kch = 1,864.035 Nm/deg

As a result, with the present suspension settings, the minimum TR value should be 1,864.035
Nm/deg. The relative TR value will trend to 1 over this threshold, which is the ideal case.
Analysis Procedure:

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To analyse the chassis, we utilized ANSYS APDL and Hyper Works. The chassis was put
through its paces under torsional loads. Key points were used to define stiff beams that were
used to represent the chassis tubes. Custom sections were used to produce sections for various
tube designs. We utilized two approaches to determine torsional rigidity:
1. Torsional Rigidity at suspension pick-up points
2. Torsional rigidity at hubs

Egress Tube Effect:

Without Egress tube

Tube Diameter Torsional Weight (kg) TR/Weight

(OD x t) (mm) Rigidity Ratio
(Nm/deg) (Nm/deg/kg)

No Egress Tube 2041.37 40.48 50.429

16 x 1.5 Egress Tube 2425.617 41.29 58.746

According to the results, we chose to utilize a 16 x 1.5 mm tube as the egress tube because
larger tubes have a greater rigidity value but also increase the weight of the chassis. Putting no
tube decreases the rigidity significantly.

Torsional rigidity at suspension pickup points:

Key points and beams were used to create the full model of the chassis. To analyse the chassis
in torsion, the suspension pick-up points in the front or rear are set, and a torque is applied on
the opposite side using loads operating in opposite directions on the suspension pick-up points.
Each pickup point at the front/back end received a force of 25 N, and the pickup points on the
opposite side were restricted in all directions. Each set of pickup points was tested for a total
load of 100 N.

Rear Fixed

Torsional rigidity at hubs:

One of the most accurate methods for determining the torsional stiffness of the chassis is to
measure it at the hub faces. With the aid of beams, a model of the chassis with suspension arms
and geometry is created. The A-arms are used to apply the required load.

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The compliance in the suspension system is considered in this technique. Because all stresses
operating on the automobile travel via the suspension, determining the stiffness of the chassis
and suspension component as a whole structure is critical.
The dampers were modelled as rigid links. The weights were applied to the rear upright pivot
points, which were restricted in all directions. At each pivot point, the deflection was
measured.
Similarly, the rear upright pivot points were restricted in all degrees of freedom and a torque
was applied in front through the upright points to determine the torsional stiffness in the front.

Front Fixed

Calculation method:
K=
Where:
K = Torsional stiffness
T = Torque applied = Applied Load × perpendicular distance θ = Angle of deflection

Where θ = tan−1 (y/l)

y = Vertical Deflection
l = Perpendicular distance from centreline to point of load application

Chassis stiffness 1274.51 1759.87

Hub to Hub stiffness 950.08 1630.51

Since it's the case that the chassis undergoes and can be physically confirmed, hub to hub
stiffness was evaluated from the results. Thus, a stiffness of about 2600 Nm/deg

Physical Torsional Rigidity Method:

To reduce the play in chassis while performing the test, proper fixture was analysed and
manufactured. The car was supported on four fixture plates through the hubs at four lug bolts.
This setup was then bolted to the C channels. The dampers were replaced by rigid links in front
and rear suspension geometry to eliminate the suspension free play.

To find the rigidity of the chassis both front and rear of the chassis were tested using following
methods:
● For finding the rigidity of the rear of the chassis, front part of chassis was fixed to the
C channel using the fixture support bolted to the upright and v block placed below it.

● In the rear of the chassis, upright was bolted to the fixture plate and plate was bolted to
the C-Channel
● This C-Channel at the front was resting on V-shaped small block on which it can pivot
during the loading action as depicted below. Block was placed in exact centre of the

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C-Channel so that equal force can transmit on other side of the channel in opposite
direction thus causing a couple to act in the rear of the chassis.

● 2 dial gauges were placed beneath the upright to check the deflection of the same on
loading with weights in one end. These gauges had an accuracy of 0.01 mm

● Weights were increased and simultaneously corresponding deflections were noted

down for finding the overall rear rigidity of the chassis.

Where,
K=Torsional Stiffness
T = Torque
θ = Angular Deformation
F = Force
y1 and y2 = Translational Displacement

Physical testing result:

1. Front Fixed Setup
Deflection in Left Deflection in Right
Sr. No. Weight(kg) front wheel (mm) front wheel (mm)
1 0 0 0
2 0.5 0.035 0.035
3 1 0.075 0.075
4 2 0.165 0.165
5 3 0.224 0.224
6 4 0.281 0.281
7 5 0.328 0.328
8 6 0.365 0.365
9 7 0.496 0.496

10 8 0.524 0.524

11 9 0.589 0.589

12 10 0.603 0.603

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2.Rear Fixed Setup
Deflection in Left Deflection in Right
Sr. No. Weight(kg)
front wheel (mm) front wheel (mm)
1 0 0 0
2 0.5 0.04 0.04
3 1 0.10 0.12
4 2 0.165 0.19
5 3 0.23 0.26
6 4 0.40 0.42
7 5 0.52 0.55
8 6 0.66 0.65
9 7 0.78 0.81

10 8 0.89 0.89

11 9 1.01 1.02

12 10 1.05 1.05

Hysteresis and Regression Plot for Front Fixed Setup

Left Front Wheel

1.2

0.8

0.6

0.4

0.2

0
0 0.5 1 2 3 4 5 6 7 8 9 10
Weight(in kg)

y= 0.073x+0.127

0.8

0.6

0.4

0.2

0
0 0.5 1 2 3 4 5 6 7 8 9 10
Weight(in kg)

y= 0.073x+0.127

Hysteresis and Regression Plot for Rear Fixed Setup

Left Rear Wheel

0.7

0.6

0.5

0.4

0.3

0.2

0.1

0
0 0.5 1 2 3 4 5 6 7 8 9 10
Weight(in kg)

y= 0.108x+0.033

0.6

0.5

0.4

0.3

0.2

0.1

0
0 0.5 1 2 3 4 5 6 7 8 9 10
Weight(in kg)

y= 0.1x+0.05

The reason for the hysteresis curve could be due to the following reasons:
1. Inaccuracy or Drift in the dial indicators used to measure deflection.
2. Slipping of the dial indicator on its pickup point.
3. Binding in the suspension, especially in the hub, blocks, and C-channel.
To test for drift in the indicators a fixed weight was placed on the scales and the corresponding
reading was measured over fixed intervals. It was found that the reading held constant for
several hours, much longer than the time needed to record a force as the chassis was twisted.
To test for slipping, the dial indicators were observed throughout the test to confirm they were
solidly mounted.
Friction between the hubs, blocks and C-channel was unavoidable in the present configuration.
The regression lines were also plotted for the above results which were used for calculating
the final TR value.

Front Fixed Setup

During the test, the load was applied at a length of 900 mm (L1) from the fulcrum and the dial
gauges were placed at a distance of 615 mm (L2) from the fulcrum.

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Rear Fixed Setup
During the test, the load was applied at a length of 900 mm (L1) from the fulcrum and the dial
gauges were placed at a distance of 615mm (L2) from the fulcrum.

Comparison Between Physical Testing and Simulations

Stiffness Calculation
Front (Nm/deg) Rear (Nm/deg)
Method

FEA on Ansys APDL 950.08 1630.51

Physical Testing 911.52 1570.61

Conclusion:
It is quite clear that the results obtained from ANSYS APDL are in correlation with the actual
stiffness values.

Objectives:
To make an innovative design of an impact attenuator, with proper analysis on software as well
as through physical testing to replace the FSAE standard impact attenuator. The impact
attenuator thus designed and tested is able to give better protection as well trying to achieve
weight reduction or at least not be heavier in comparison to the standard IA. Any impact
attenuator should be able to protect the driver’s legs as well as other non-crushable objects
behind the anti-intrusion plate. The attenuator is engineered to absorb crash energy by crushing
in a controlled manner, ensuring safety.

➢ Material Selection:
For this year’s Impact attenuator, the following materials were considered.
1. Aluminium Sheet
2. Foam
3. Carbon Fibre
4. Honeycomb Core
5. Glass Fibre

➢ Consideration for each material

The important parameters considered during the selection of material were:
1. Cost Efficiency
2. Availability
3. Feasibility
4. Weight Efficiency
5. Productive time

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We designed some geometry based on minimum Impact Attenuator dimensions, gave them
similar material properties and performed dynamics analysis on them.
We decide to choose the best 3 among the geometries.
Energy
Shape Before Impact After Impact
Absorbed

Square
Frustum 6342.123 J

Octahedral
Frustum 5738.699 J

Hexagonal
Frustum
5598.370 J

Circular
Frustum
5421.590 J

Rectangular
Frustrum
5908.839 J

We observe that Circular Frustum, Rectangular Frustum and Square Frustum are the 3 that
absorbs the maximum amount of energy out of 5, so we choose this geometry to come up with
best possible Impact Attenuator.

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Front Bulkhead Type:
For the FBH 2 types of tubes could have been used
1.Round Tube: - Diameter – 25.4mm, Thickness – 1.6mm
2.Square Tube: - Side – 26mm, Thickness – 1.2 mm

To improve accessibility in the front, it was decided that the IA assembly will be bolted on the
FBH instead of welding it, thus requiring the need of brackets, hence it would be easier to
manufacture a front bulkhead made of square tubes instead of round tubes.
Moreover, in case of impact since the force is perpendicular to the plane of FBH, square tube
would deform less as compared to round tube. Analysis was done to show this.

Conclusion: Based on the above criteria and analysis, Square Tubes were used for
Front Bulkhead (FBH).

Anti-Intrusion Plate (AIP):

We had two options of AIP plate:
1. Mild Steel
2. Aluminium
A static test was performed by applying 100 N of force on the plate and deflection was
observed.

Aluminium

Total Deformation

The same analysis was performed on Mild Steel and the total deformation and equivalent stress
was observed.
Material Weight Deflection Stress

Aluminium 1316.876 0.096262 5.9906

Mild Steel 1409.665 0.64204 42.404

From the above table it is quite clear that aluminium is lighter and deflects lesser on application
of force. Since bolting was considered as a method of attaching IA assembly to FBH,
aluminium was chosen as the material for AIP

Hence,
For M8 bolts, D = 8mm, p = 1mm

2
𝜋
Nominal Area = As= × [8−(0.938194×1.5)]
4
=39.2 mm 2
For M10 bolts, D = 10mm, p = 1.5mm
𝜋 2
Nominal Area = As = × [10−(0.938194×1.5)]
4
= 58 mm2

For M8 grade 8.8 bolts

𝜋 2 = 50.265 mm2
Area = d
4
Nominal Area = As = 39.2 mm2
From standard bolt tables, Tensile Strength τ = 800 Mpa
∴ Minimum Ultimate Tensile Load i.e., Ft is
Ft = τ x As
= 800 x 39.2

∴ Minimum Proof Load i.e., Fp is

Fp = τp x As
= 580 x 39.2
= 22736 N

The tensile strength of a material is the maximum amount of tensile stress that it can take before
failure, for example breaking. For bolts, the minimum tensile stress is the maximum amount
of tensile stress that can be applied before failure, or fracture.

Proof load is defined as the maximum tensile force that can be applied to a bolt that will not
result in plastic deformation. In other words, the material must remain in its elastic region when
loaded up to its proof load. The stress resulting from this load is simply the force over the
acting area of the bolt.

Thus, based on the above definitions we consider the criteria of Minimum Proof Loads because
we don’t want the bolts to break after the application of force, by plastic deformation, to be on
a safer side. The Ultimate Tensile Strength criteria is considered to get the maximum amount
of force that the bolt can resist before it breaks.
For 4 M8 Bolts, Proof Load Fp 8/8.8 = 90944 N, i.e., < 120 kN
For 8 M8 Bolts, Proof Load Fp 8/8.8 = 181888 N, i.e., > 120 kN

Thus 8 M8 bolts as mentioned in the rulebook satisfy the Proof Load

criteria.

For 8 M8 Bolts, Ultimate Tensile Load Ft 8/8.8 = 250880 N

For M8 grade 12.9 bolts, Pitch = 1mm

From standard bolt tables, Tensile Strength τ = 1220 MPa

Minimum Ultimate Tensile Load i.e., Ft is

Ft = τ x As

= 1220 x 39.2

=47824N

Fp = τp x As

= 970 x 39.2

= 38024 N

For 4 M8/12.9 Bolts, Proof Load Fp 8/12.9 =152096 N, i.e., > 120 kN

For 4 M8/12.9 Bolts, Ultimate Tensile Load Ft 8/12.9 = 191296 N

For M10 grade 12.9 bolts, Pitch = 1.5mm

From standard bolt tables, Tensile Strength τ = 1220 MPa Minimum Ultimate Tensile Load
i.e., Ft is

Ft = τ x As

= 1220 x 58

=70760N

From standard bolt tables, Stress under Proof Load i.e., τp = 970 MPa Minimum Proof Load
i.e., Fp

Fp = τp x As

= 970 x 58.8

= 56260 N

For 4 M10/12.9 Bolts, Proof Load Fp 10/12.9 =225040 N, i.e., > 120 kN For 4 M10/12.9
Bolts, Ultimate Tensile Load Ft 10/12.9 = 283040 N

For 4 M10/12.9 Bolts and 4 M8/12.9, Proof Load Fp= Fp 8/12.9 + Fp 10/12.9 =
152096+225040

=377136 N > 120 kN

For 4 M10/12.9 Bolts and 4 M8/12.9, Ultimate Tensile Load Ft= Ft 8/12.9 + Ft 10/12.9 =
191296+283040

=474336 N

Thus, we see that, the Proof Load for 4 M8/12.9 Bolts and 4 M10/12.9 is greater than that of 8
M 8/8.8 Bolts(Fp 8/12.9+ Fp 10/12.9 > Fp 8/8.8) and the Ultimate Tensile Load of 8 M8/12.9
Bolts is also greater than that of 8 M8/8.8 Bolts (Ft 8/12.9+ Ft 10/12.9 > Ft 8/8.8).

Hence 4 M8 Grade 12.9 Bolts and 4 M10 Grade 12.9 Bolts are used.

Dynamic Analysis:
In order to study the behaviour of the different geometric structure (which was
selected as the shape for the IA), and the material explicit dynamic analysis was performed in
ABAQUS. We decided to perform a crash analysis since it would replicate the test conditions
specified in the FSAE rules.

The FEA model was generated in ABAQUS itself by importing the ACIS files of IA
assembly from SolidWorks. Material properties for IA and aluminium AIP were defined. The
model consisted of an analytical rigid wall which was assigned a mass of 300 kg. The rigid
wall was allowed to move in only one direction (the direction perpendicular to the front face
of impact attenuator) with a constant velocity of 7 m/s. The duration of the test was calculated

based on the velocity of the rigid wall and distance that it must travel during the test. It came
out to be 0.025 sec. The values of force and displacement were obtained at time intervals of
0.00125 sec.

The above picture shows a general setup for our dynamic analysis of the Impact Attenuator.
The Analytic Rigid Wall having the mass of 300 Kg was placed just in front of the Impact
Attenuator. The Impact Attenuator was fixed to the surface of the Anti-Intrusion Plate. The
Anti-Intrusion Plate was then fixed in all directions by the blue constraint which does not allow
the selected point to move or rotate in any the direction.
The Wall was then constrained by the pink constraint which allow the selected
point to move in only one of the directions.
(In our case the Z-direction or normal to the Impact Surface).

1. Foam:
Foam has a similar cellular structure as that of a honeycomb, but cell size is several times
smaller as compared to it. This helps in providing better force distribution over the impact area
and also increases its strength. Relative density is the ratio of foam density to the density of
solid material from which foam was made. For our purpose we needed a foam material having
low relative density because as relative density increases stress will exceed a critical value
before sufficient energy can be absorbed. Polyurethane foam is a good choice because of its
relatively low density, high efficiency and high mouldability for better design flexibility.

Thus Rohacell 110 IG is the preferable option as it gives high shear and tensile strength and
more importantly a better compressive strength property.

Composite materials, particularly carbon fibre, are highly suitable for impact structures to
enhance crash safety. Unlike metallic structures that undergo plastic deformation, the high
stiffness of carbon fibre prevents it from exceeding its elastic limit, maintaining its structural
integrity during impacts. This characteristic makes carbon fibre an excellent choice for
applications where maintaining rigidity and absorbing energy effectively are crucial for safety.
This serves to transmit the load from the point of impact further into the structure. Once the
load in the local area of impact has exceeded the absolute strength of the material, failure is
initiated, and the composite progressively tears itself to pieces. The energy of the impact is
absorbed via fracture mechanisms since there is no yielding of the material. The primary
energy absorption mechanisms in CFRP’s are cracking and fracture of fibres, matrix fracture,
and fibre pull out from the matrix, and delamination of layers in the structure.

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Carbon Fibre Material Selection:
Carbon Fibres are subdivided into many criteria’s as per requirement & availability in the region.
1. Raw Material:

i. PAN Type Carbon Fibre: A type of the fibre, produced by carbonization of PAN
precursor (PAN: Polyacrylonitrile), having high tensile strength and high elastic
modulus, extensively applied for structural material composites in aerospace and
industrial field and sporting / recreational goods.
ii. Pitch Type Carbon Fibre: Another type of the fibre, produced by carbonization
of oil/coal pitch precursor, having extensive properties from low elastic modulus to
ultra-high elastic modulus. Fibres with ultra-high elastic modulus is extensively
adopted in high stiffness components and various uses as utilizing high thermal
conductivity and/or electric conductivity.

2. Weave Pattern:
Pattern of the fibres or the number of filaments per tow. There are many types in which they
are bundled like 1K, 2K, 3K, 6K, 9K, 12K, 24K AND 48K, Unidirectional etc.
i. 1K & 2K Fibres: Here, there are 1000 & 2000 filaments per tow. This is a very
rare type of fibre, and they are the lightest among all. Because of their extremely
low stiffness modulus and its requirement of a better surface finish, it turns out to
be very expensive and hence most of the companies do not produce it. They are 66
grams/1000m.
ii. 3K Fibres: It is the most popular and the most common fabric used. It’s light, it is
stiff & it is relatively easy to make. It is the workhorse of carbon fibre. It has got
higher elongation before failure & ultimate strength more than 6K, 9K or 12K. They
are 198 grams/100.
iii. 6K & 9K Fibres: It is easier to work with these fibres than the 12K fibres. They
react easily with the epoxy. They are 396 grams/1000m.

Type of woven fabrics:

i. 2×2 Twill Weave: When you think about a 2×2 carbon weave looks at it as a pattern
that goes over two intersecting warps and under two (That’s why it is called 2×2).
This makes the fabric more pliable and looser. However, this also means the
applicator needs to handle the weave more carefully than a plain or 1×1 weave as
it is simple to leave slight distortions in the weave.
ii. ii. Plain (1×1) Weave: As you would expect it is given its name (1×1) because it
looks more like a checkerboard where the weave pattern goes up one and down
one. Plain weave is then a tighter knit fabric and is easier to handle without making
any distortions. On the downside the tighter weave makes it more difficult to drape
the fabric over the mould; making this type a second favourite choice for most
manufacturers.
iii. Unidirectional: This unidirectional fabric is non-woven. It is carbon fibre
reinforcement with all the carbon fibres aligned in the same direction.
Unidirectional reinforcement makes it possible to create incredibly strong, light
components by precisely orienting the carbon fibre to provide maximum strength

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in the direction where it is needed most. Unidirectional fabrics add strength in just
one direction.
GSM:
Carbon Fibre can be spread out in various thicknesses which is indicated with a GSM number
which is simply Grams per Square Meter.

Conclusion:
Under Carbon Fibre, the subtype was PAN type CF, 3K, 2×2 Twill Weave, Unidirectional
& 400 GSM. As the elastic modulus increases, weight also increases. Hence an optimum was
selected between weight and strength viz. 3K. We needed bidirectional strength and more of
the strength in one direction and hence 2×2 Twill Weave was used. GSM doesn’t affect the
strength of the material and so, it is solely dependent on the availability.

Aluminium Sheet Metal: -

Aluminium is a very potent material for energy absorption due to its combination of
lightweight and strong properties. Our research indicates that using a tapering prismatic
design enhances its ability to absorb more energy when crushed, outperforming cylindrical or
non-tapered structures. This design optimizes the material’s deformation characteristics,
allowing for better energy dissipation under impact or pressure.
As the area increases the force applied is uniformly distributed and this helps in increasing
the energy the structure can absorb when crushed. We used 2mm thick sheet to reduce weight
while giving good strength.

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Final analysis results:
We have three materials for selection, and we have three designs i.e., Square
Frustum, Conical and Rectangular Frustum. We performed analysis and the table
below depicts the final results.

Peak
Energy Average AIP
Deceleratio
Material Design Absorbed Deceleratio Deflection
n
(J) n (g) (mm)
(g)
Square 5745.989 45.67 15.69 19.9
Frustum
6071.976 41.25 12.29 17.5
Conical
Aluminium
Sheet Metal
Rectangular 4862.233 48.91 19.32 20.4
Frustum

Square 5734.855 39.76 21.31 29.7

Frusrum
4367.872 34.74 28.28 33.7
Conical
Foam
Rectangular 4950.671 37.51 26.35 31.6
Frustum

Square 8079.697 34.53 10.65 11.1

Frustum
7365.435 37.59 12.83 13.2
Conical
Carbon
Fibre
Rectangular 5789.953 35.93 15.39 17.3
Frustum

Conclusion:
From the above analysis we conclude that the Square Frustum geometry made from Carbon
Fibre is the most preferred. It satisfies all the rules of Impact Attenuator. We also thought that
it had a further scope of optimization in many ways.

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Optimization of IA Design:
The Areas in which we could optimize our Impact Attenuator are:
1. Number of Carbon fibre Layers
2. Draft Angle
3. Fillet Radius

1. Number of Carbon Fibre Layers:

i. 4 Layers: -Energy absorbed: 8673.697 J, Peak Deceleration: 34.53 g
ii. 5 Layers: -Energy absorbed: 9057.384 J, Peak Deceleration: 39.68 g

From the above analysis, we see that the energy and the peak deceleration increases drastically.
Adding the 5th layer shoot ups peak deceleration just below the limiting criteria. So, we
decided to add an extra layer only on the frontal impact region of IA. This increased the energy
absorbed while not shooting up the peak deceleration to such a high extent.

2. Draft Angle:
Draft angle cannot be reduced to zero degree as it would be it would be difficult to remove the
mould and untapered structure have low energy absorbing capacity than tapered
structure.

i. 4 deg Draft: Energy absorbed: 8854.56 J, Peak Deceleration: 34.61 g

ii. 6 deg Draft: Energy absorbed: 8783.45 J, Peak Deceleration: 34.39 g
iii. 8 deg Draft: Energy absorbed: 8724.71 J, Peak Deceleration: 34.02 g

3. Fillet Radius:
i. 30 mm Fillet: - Energy absorbed: 8582.697, Peak Deceleration: 32.35 g
ii. 50 mm Fillet: Energy absorbed: 8820.56 J, Peak Deceleration: 33.54 g
iii. 70mm Fillet: Energy absorbed: 8921.238 J, Peak Deceleration: 35.99 g
As we can see that increasing the fillet radius the energy doesn’t increase much after 50 mm
while the deceleration increases. Thus, we decided to keep the fillet radius as 50 mm.

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Conclusion:
So, the final IA has four layers of Carbon fibre throughout the structure and an Extra layer
at the frontal impact region, a draft of 4 degrees and a fillet radius of 50 mm and weighed
around 484 grams after manufacturing.

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Above we have the Force vs Displacement Graph. The peak force obtained as per this graph is
109.47 kN and the maximum displacement is 285 mm. After calculating the area under the
curve of this graph in excel, we get the energy absorption value as 8820.56 Joules. Force is
mass times the acceleration or deceleration value. So correspondingly after calculation, we get
the deceleration value as 33.54 G’s. The Anti-Intrusion Plate is displaced by 9 mm at the end
of the application of force.

Modelling:
The Final model was designed on SolidWorks 2019. The size of the standard Impact
Attenuator is 355 mm in breadth, 355 mm in height and 254 mm in length. The length and
breadth of this IA is kept as 250 mm excluding the flanges. The height of the structure is kept
as 253.50 mm. It is a closed structure from the front. It has a flange in the rear end at it base to
provide a bolting area in all the four corners.

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Anti-Intrusion Plate (AIP) is attached to the flange of the IA. A square AIP was made with
the dimension of 346 mm × 346 mm and 4 holes of diameter 10 mm were made near the 4
corners for bolting. The AIP was 4 mm thick Aluminium Plate.
The IA assembly was attached to the Front Bulkhead (FBH) which is an integral part of the
chassis. It is a AISI 1018 square steel tube structure with the dimension of 320 mm × 320 mm
measured through the centre line. The AISI 1018 steel tube used was of square shape and its
dimensions are equal to 26 mm × 1.2 mm which is rule compliant.

IA ASSEMBLY

Manufacturing of Impact Attenuator (IA)

Manufacturing of CFRP structure cannot be done through simple subtractive or additive
machines. It needs a different approach for its manufacturing. There are many different
techniques of manufacturing the structure.

1. Manufacturing Techniques
a. Vacuum Bagging:
It is a technique employed to create mechanical pressure on a laminate during its cure
cycle. Pressurizing a composite lamination serves several functions. First, it removes trapped
air between layers. Second, it compacts the fibre layers for efficient force transmission
among fibre bundles and prevents shifting of fibre orientation during cure. Third it reduces
humidity. Finally, and most important, the vacuum bagging technique optimizes the fibre-
to-resin ratio in the composite part.
b. Hand lay up:
In this process the fibres are laid up on each other with epoxy in between in order to attain a
particular shape and bond the fibres intact. Also, the surface finish is not good.
c. Vacuum Infusion:
The Vacuum Infusion Process or VIP is one of many closed mould processes. It distinguishes
itself by being the only process that utilizes only atmospheric pressure to push the resin into
the mould cavity. The process is highly controllable.
We’ve used Vacuum bagging technique for the manufacturing of our IA.

2. Procedure
Mould was manufactured to give a pathway for the carbon fibre sheet to take a shape. We had
several options for the manufacturing of mould from different materials. Medium Density
Foam (MDF) was one of the options in the list. But computerized manufacturing of MDF is
too expensive. XPS foam was used for the mould as it is easy to manufacture

A Carbon Fibre sheet is laid up on the mould. Epoxy is applied on top of this sheet and
thereafter the other CFRP sheet is laid on the epoxy and this process is continued till the
required thickness of 1.2 mm is achieved. Then the release fabric is laid on the last CF sheet.
The release fabric helps in the easy removal of the hardened structure as it separates the CF
layer from the vacuum bagging cloth. In both applications, it is essential to separate the
breather/soaker layer from the laminate to avoid the material from being wetted out by the
resin and becoming an irremovable part of the laminate. This separation is usually provided by
a release film, peel ply or both. After the sheets were rolled up, the vacuum bagging process
was carried out in the following way.

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After attaching the sealant tape and the vacuum bag around the pattern, the vacuum hose was
attached to the setup and the vacuum pump was started. After the leaks in the setup were
removed a sufficient vacuum was created.

The setup was left undisturbed and after 24 hours of curing, the part was released. Above is
the final product after the vacuum bagging process. The weight of the sample was around 484
grams. (Two similar samples) were manufactured since one of them had to be tested
physically. And once physically tested, the sample would no longer serve its purpose. The
second sample would be attached to the vehicle.

Physical testing of the impact attenuator is essential to prove that the Impact attenuator meets
the functional requirements. Physical testing of the sample was performed at a dedicated test-
setup.
Crash test was preferred over drop test as the former replicated the real case situation.

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The body used weighted 346 kg as per the requirement and the velocity of the setup was of
7 m/s. Graphs of various data were obtained by high-speed camera used by the test facility

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Parameter Obtained values

Energy Absorbed 8602.64 J

Maximum Deflection of AIP 5 mm

Peak Deceleration 8.98 g

Average Deceleration 32.80 g

Weight of IA ~484 g

Weight of AIP ~1.32 kg

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Honeycomb Impact Attenuator is Lightweight Impact Absorbing Structure, but it transmits
force to the Front Bulkhead instead of Force absorption. On the other hand, Carbon Fibre
Impact Attenuator absorbs all the Impact Force without transmitting it further.
Moreover, since the CF IA absorbs most of the force, its crushing zone is larger as compared
to Honeycomb IA. Also, the deformation of the AIP is lesser as compared to that of the
Honeycomb IA. It is majorly because in case of Honeycomb IA, the load path is directly at the
centre of the AIP, whilst in CF IA, the load path is in such a way that the centre is hollow and
the force is as near as possible to the FBH structure, thus reducing the AIP deflection.

Parameters Standard Honeycomb Carbon Fibre

Weight 850 g 350 g 484 g

Energy Absorption 7350 J 9285 J 8602 J

0.018 m2
Max C/S area 0.02 m2 0.0625 m2

In order to validate our design and make it compliant to the Rule Book various parts were
analysed using Finite Element Analysis (FEA) simulations.
Software used: Ansys 22.1 – Static Structural Analysis.
In accordance with the Rulebook or force data obtained from other departments in the team,
different forces were applied in order to validate the design.
After compliant results only the design was finalized.

Following Analysis were performed with following results: -

A. Suspension Pickup Point Analysis:
a. Rear Upper Suspension Pickup-Point:

B. Head Restraint (HR) Mounts:

The driver's head sits on the HR mount, which is connected to the wing tube. When an equal
force of 890N is applied to the HR Plate distributed equally to both the HR mounts, the
following results are obtained:

Max stress of 53.781 MPa

Maximum Total Deformation 0.171mm

Maximum Stress Intensity 112.77 MPa

D. Suspension Forces and Damper Analysis:

The Suspension forces operating on the Chassis are analysed up to the FRH. The amount of
deformation seen in the chassis was modest, as seen below. For each worst-case scenario, the
study was carried out at maximum load.

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E. Damper Tube Analysis:
Suspension Damper Forces are applied to the Chassis to ensure proper force transfer. The
following results were obtained simply using the Damper tube:

Maximum Total deformation of 0.460 mm

Maximum Stress Intensity of 153.59 MPa

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The damper tube is triangulated in the centre to maximize Stress Transmissivity and improve
chassis stability. Thus, analysis with damper tube is as follows:

Maximum Total Deformation 0.451 mm

Maximum Stress Intensity 157.59 MPa

Thus, improvement in data is seen and the idea is implemented.

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F. Accumulator and Components Load:
Since the Accumulator weighs approximately 80 kg, a total load of 800 N was applied to each
of the 9 brackets, resulting in approximately 90 N on each bracket, and the stress on the chassis
was evaluated. CHANGE

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● 9. CHASSIS MANUFACTURING

I. Pre-Manufacturing Phase:
▪ Jigs and Fixture Design:
The objective of Jigs and fixture was to hold, support and locate the chassis tube at correct
position while welding. It is important that the chassis is accurately welded and for that the jigs
and fixtures must be designed with close tolerances. Tube must be held such that it does not
move while welding operations also proper position of the bracket is required for obtaining
actual car assembly as accurate as full car model designed on the CAD. While designing the
jigs and fixture model it is important to consider the different aspects such as:
• Fixture should hold tube at correct position.
• It should be rigid enough to prevent any movement by external force, vibration.
• The design should not obstruct the welding operation.
• There must be proper arrangement to locate the fixtures/clamping devices accurate position.
• Fixture should be removable if required.
• Accessibility must be provided for smooth working.

Previous Design
The entire chassis frame was decided to be fastened to a rigid weld table. The weld table
consisted of an array of holes on it so that the jig blocks can be fastened to the surface of the
weld table. The fixtures that held the tube in its position were in turn fastened to the jig blocks
which ensured that there is no movement of the fixture. The weld table used was of the material
mild steel. Machining of the weld table to produce holes was done by CNC milled. The fixtures
were laser cut to get the final design.

The jig blocks were manufactured by 10mm sheets welded together and then milled to the
required dimension. Bolts and nuts were used to fasten the fixtures to the jig block and jig
block to the weld table.

Designing of the Jigs and Fixture model was done on SolidWorks.

The full chassis manufacturing was divided in to two parts: subassembly of the roll hoops and
front bulkhead, and the main assembly.
This was done keeping in mind the accuracy and accessibility of the critical parts.

▪ Clamping Methods for Fixtures:

Weld table, Solid Blocks and BRABs consist of holes aligned in linear pattern at the accurate
positions. It was important to locate and clamp the different components using fasteners. Ball
Lock Bolts were used to fix the Solid Blocks and BRABs to the weld table. It was preferred
over normal nuts and bolts because the ball lock bolts can provide a method of quickly and
accurately placing the fixtures in fixture table.

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To hold the fixtures at accurate height, blocks and BRABs were used. Blocks were provided
with holes on 6 sides, and they were accurately placed. Blocks were bolted to the weld table
using 3 lock bolts and fixture plate was fixed at 2 holes using ball lock bolts. For the tubes at
certain height blocks were placed one above the other.
To constrain the tubes to the proper position it was required to hold the tube at, at least 2
positions. All tubes were provided with a minimum of 2 fixtures. First the fixtures for the
sub-assemblies were designed. For some tubes more than two fixtures were used. Every
fixture was provided with 2 holes at same distance from that of the hole in the metal blocks.
To hold the round tube, fixtures were designed differently for the tubes with different
inclinations in space. The main aim was to utilize the space and complete the whole sub
assembly model in one setup only. Also, we had taken care that the proper accessibility must
be provided to complete the arrangement and setup quickly. We utilized the same fixtures for
the setup of for left and right suspension box of front and rear suspension box as they were
identical.

Design of Fixtures for Sub-Assemblies:

The designing of the sub-assemblies’ fixtures such as front roll hoop, main roll hoop and front
bulkhead was started first so as to fix the reference planes. Fixtures were designed for
additional tubes in the same order which will be followed in manufacturing, to get the idea of
available space and the proper workflow. To utilize the number of blocks available and reduce
the number of fixtures some blocks were placed inside the chassis and 2 tubes were held by
single fixture.

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After completing the front and cockpit design the last part was the fixture for rear chassis.
Fixing the rear suspension box, main roll hoop and rear bulkhead other fixtures for the rear
chassis tubes were designed. To prevent the lateral movement of rear bulkhead and main roll
hoop an extra fixture was provided.

RBH Positioning:

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The six M10 points on RBH were the reference points from which the manufacturing of chassis
was started. RBH was positioned with the help of a metal plate which was laser cut for high
accuracy. The metal plate was bolted to the Blocks which was bolted to the weld table.

Fixture for suspension brackets:

The attachment of suspension brackets to the chassis is a very important step. For
welding the suspension brackets with accuracy, special fixtures were designed. The main idea
behind the fixture design was to fix the bolting position of suspension brackets according to
CAD. The fixture included 2 steel plates which held the brackets at proper position for welding.
These plates were accurately laser cut and welded to additional supporting fixtures at both
ends. These supporting fixtures were bolted to the weld table.

Manufacturing Timeline:

The main aim for this year’s chassis manufacturing was to manufacture the chassis as soon as
possible without compromising on the accuracy. At the start of the Manufacturing phase
deadlines were set for every department in the team. So, every department had to coordinate
with each other and had to take care that any delay should not affect any other department.
Deadlines were set considering the experience of the team and availability of materials &
manufacturers.

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II. MANUFACTURING PHASE:
After designing phase and pre-manufacturing phase was done it was time to start the actual
manufacturing phase and follow the timeline to complete the whole project on time. The
raw materials were procured and sent for laser cutting, tube profiling, bending, CNC milling.
After the profiling of tubes was done, we started the grinding of tubes and labelled them so
that they can be easily found while arranging the setup. Tubes were grinded with the help of
a conical grinder.
The chassis manufacturing started with arranging the fixture blocks according to the CAD of
jigs and fixture assembly. The blocks were bolted in exact position to the weld table with the
help of ball lock bolts and the fixture plates were bolted to them using nuts and bolts. TIG
welding was used for the final welding of the entire chassis.

● Initially, all the sub-assemblies were welded according to their position on the fixtures.
Once all the subassemblies were ready, they were taken as reference for the main
assembly. Now, all the remaining tubes were placed on the fixtures and welded to each
other.

Chassis Assembly:
● The RBH was mounted on a steel plate mounted to the weld table.
● The final assembly was done starting from the rear (the four RBH Bolting points).
● Side impact structure was assembled, and tack welded first and then rear and front was
accurately constrained using fixtures and their tubes were place on fixtures and tack
welded.
● Then the assembly till the front bulkhead and behind mrh was assembled and welded.
● Fixtures for various bracket assembly, mounting brackets.
● Brackets for various components were welded on the chassis using fixtures.
Final Chassis was verified for design accuracy and then full welded using TIG welding.

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III. POST-MANUFACTURING:
▪ Powder Coating:
Once the full Chassis TIG Welding is done, the whole Chassis was powder coated which
provides a wide range of finishes can be achieved. Providing a layer of protection against
corrosion, scratches/chipping and fading & can providing the Five Es: economy, efficiency,
energy savings, environmental compliance, and an excellent finish.

▪ 3D Scanning:
With this type of 3D scanning system, a laser is projected onto the surface of an object and a
camera capture the reflection. The laser can be in the form of a single point, a line, or an entire
field of view. When the reflection is captured, each point is triangulated, measured, and
recorded, resulting in a 3D rendering of the shape and surface measurements of the object.
• The Chassis is then taken for 3D scanning.
• Calcium powder is applied on the chassis and then the scanning takes place.
• Once the scanning is completed, we get the CAD file of the manufactured
chassis.
• The main aim of 3D Scanning is to check the difference between the actual
designed chassis and the one which is manufactured.
• The output file of this scanning is compared to the CAD design.
A Hand-held laser scanner which creates a 3D image through the triangulation mechanism was
used. Active scanners that utilize laser light to explore the surroundings are triangulation-based
3D laser scanners. In comparison to a time of-flight 3D laser scanner, a triangulation laser

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focuses a laser on the target and uses a camera to locate the laser dot. The laser dot appears in
different places in the camera's frame of vision depending on how far away the laser strikes a
surface. Because the laser dot, the camera, and the laser emitter create a triangle, this approach
is termed triangulation. The length of one of the triangle's sides is known, as is the distance
between the camera and the laser emitter.
Data is collected by a computer and recorded as data points within three-dimensional space,
with processing this can be converted into a triangulated mesh and then a computer-aided
design model. Hand-held laser scanners combine the data with passive, visible-light sensors
which capture surface textures and colours - to build a full 3D model, we get the output in the
form of STL file.

Actual Chassis

3-D Scanned Chassis

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10.SEAT

The seat plays an important part in driver comfort and efficiency. Hence seat was designed
on the outlines of the data obtained from ergonomics.

Concept:
The seat was designed to fit within the cockpit, with its top and bottom surfaces resting on the
shoulder harness tube and the floorboard, respectively. The flanges near the lower section were
extended to prevent any lateral movement of the seat within the cockpit.

Factors Of Consideration:
This season, the seat was designed to benefit both the vehicle's center of gravity and the driver's
comfort. The decision was made to create a reclined seat, taking several factors into
consideration.
CG:
First factor was the centre of gravity which affects the car’s weight distribution. When seat
is made with reclined angle the centre of driver’s weight move forward.

Drag:
The next important consideration was the reduction of drag force. When comparing the car's
drag force between an upright and a reclined seat, the reclined seat resulted in lower drag force
compared to the upright position.
Comfort:
Driver has to sit for long time while performing the Endurance event. So, the seat has to be
designed so as to avoid back pain.

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Ergonomic Setup:
Every season we try to reduce compliances for betterment. It includes the feedback from the
driver. Ergonomics defined as the efficiency in working environment. So, with the help of this
we decide the geometry of seat.

fig. Ergonomics setup

For seat measurement we have to consider certain measurements like drivers shoulder
width, chest, waist measurement, and thigh distance.

In above image can see that seat is having four planks….

The first is the upper plank, which determines the distance and angle of the driver's head
position. The second is the back plank, limited to the shoulder height of the tallest driver.
Next is the base plank, which marks the location in the cockpit where the seat is mounted to

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the chassis. Lastly, the thigh plank is designed with an adjustable angle to find a position that
suits all drivers.
Driver’s Data:

Name of Driver Parameters Measured Measurements

W of Plank 1 545

L of Plank 1 120

W of Plank 2 545

L of Plank 2 350

Angle of Plank 2 33 deg

W of Plank 3 410

Aaryan L of Plank 3 210

W of Plank 4 150

L of Plank 4 270

Angle of Plank 4 24 deg

W of Plank 1 545

L of Plank 1 120

W of Plank 2 545

L of Plank 2 350

Angle of Plank 2 33 deg

W of Plank 3 410

Ishaan L of Plank 3 210

W of Plank 4 150

L of Plank 4 270

Angle of Plank 4 24 deg

W of Plank 1 545

L of Plank 1 100

W of Plank 2 545

W of Plank 3 410

Neel L of Plank 3 210

W of Plank 4 150

L of Plank 4 270

Angle of Plank 4 17 deg

W of Plank 1 545

L of Plank 1 100

W of Plank 2 545

L of Plank 2 430

Angle of Plank 2 33 deg

W of Plank 3 460

Harsh L of Plank 3 210

W of Plank 4 150

L of Plank 4 270

Angle of Plank 4 18 deg

From rigorous measurement and testing of the ergonomics setup we finalised a seat geometry
which was then used to design the cad of the seat itself.

Fig. Seat CAD

Material Selection:
Types of Carbon Fibres – 3k 2×2 Twill Weave 208 GSM Epoxy and
Hardener – EPOTEC YD535 LV and EPOTEC TH 7257
Material of Mould – Extruded Polystyrene Foam

NOSE:
Concept:
The nose is a critical component that covers the chassis, particularly the impact attenuator and
the frontal area of the car, as depicted in the figure below. It plays a vital role in shaping the
direction of airflow, which in turn helps aerodynamic elements, such as wings and diffusers,
to generate downforce, improving the car’s stability and performance. Since the nose is the
first part of the vehicle to encounter oncoming air particles, its design is essential for managing
airflow efficiently and reducing drag, making it a key factor in overall aerodynamic efficiency.
There 3 types of nose cone:
1. Higher tip
2. Symmetrical tip
3. Lower tip

This year we have decided to use higher nose cone.

Side plates were designed in continuity with the nose to make it more streamline and reduce
drag. The modelling was performed using SolidWorks and analysis was done both analytically
and means of Computational Fluid Dynamics (CFD) using a flow simulation integrated with
Ansys. To obtain the less drag force, the laminar flow nose is designed in iterative manner.

Analysis :
We used CFD analysis in Ansys to determine the angle of attack for the desired value of Drag
and Downforce of the Nose
1 ST ITERATION:

Pressure Contour:

DRAG: 38.279206 N
DOWNFORCE: 16.819794 N

Velocity streamline:

Pressure contour:

FINAL ITERATION:

Velocity Streamline:

DRAG: 36.378289N
DOWNFORCE: 13N

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MANUFACTURING OF NOSE:
The nose that was finalised was then divided into two parts since the front section of the chassis
needs to be easily accessible the nose needs to be removable but our suspension being a
pushrod system protrudes above the front roll hoop so the nose was divided such that the
section covering the front suspension was bolted and fixed to chassis and the front part of the
nose was latched and bolte to the fixed nose and chassis respectively thereby allowing easy
accessibility to the front section of the chassis.

A tilted isometric view of the nose.

Moulds used:
Since the nose comprised 2 different parts 2 different molds were made one for the fixed part
and the other for the removable part as shown below.

Fixed nose mold Removable nose mold front view

Since our aim for the nose this year was to act as bodyworks we made sure that I helped us
reduce drag as much as possible and to aid in that we decided to make female moulds for the
same thereby insuring a smooth finish on the part

Plot No. U-15, JVPD Scheme, Bhaktivedanta Swami Marg, Vile Parle (W), Mumbai- 400 056.
Website: www.djs-racing.com
Contact No: +91 90290 14508/ +91 99300 49207/ +91 77188 05619 Page 111 | 115
Cross section of the removable nose mold in the right plane
Manufacturing:
For manufacturing of the fixed nose ,we first sanded the surface of the mould and fill cracks
with white cement. Then we started layup with the configuration of twill-plain-unidirectional-
plain and vacuum bagged it. For removable nose we had female moulds and sanded them
followed by filling the cracks.
Configuration of this layup is twill-plain-unidirectional-plain.

Plot No. U-15, JVPD Scheme, Bhaktivedanta Swami Marg, Vile Parle (W), Mumbai- 400 056.
Website: www.djs-racing.com
Contact No: +91 90290 14508/ +91 99300 49207/ +91 77188 05619 Page 112 | 115
SIDE PLATES:
For the rear upper plates that house the HVD on the left side of the chassis and the TSMS and
LVMS buttons on the right side, a female mold made of XPS was used. We began by sanding
the side plate molds to ensure a smooth surface. Next, we applied cello tape to the molds to
prevent the finished parts from adhering, allowing for easy release after curing. Once the molds
were prepared, we proceeded with the layup process to fabricate the side plates. The
configuration of side plates was Twill-Plain-Plain. These were vacuum bagged.

For rear side lower Flat pannel was used which was MDF board. After applying release agent,
we then placed Twill-Plain layers of carbon fibre. After placing Peel Ply,Release Film and
Breather, they were vacuum bagged.
Shut down side plates were manufactured with two layers of carbon fibre consisting of Twill-
Plain weave
Cockpit Sideplates moulds were made up of XPS.We started with sanding the side plates
moulds. Then we applied cello tapes on these moulds for even,smooth suface. After that we
started with the layup process of side plates. The configuration of cockpit side plates was Twill-
Plain-Plain. These were vacuum bagged.

Plot No. U-15, JVPD Scheme, Bhaktivedanta Swami Marg, Vile Parle (W), Mumbai- 400 056.
Website: www.djs-racing.com
Contact No: +91 90290 14508/ +91 99300 49207/ +91 77188 05619 Page 113 | 115
The Head Restraint plate was fabricated on a flat panel using a carbon fibre configuration of
Twill-Plain weave, with Lantor Soric as the core material. After laying down the carbon fibre
layers, Peel Ply, Release Film, and Breather were applied. The assembly was then vacuum
bagged to ensure proper bonding during the curing process.

Plot No. U-15, JVPD Scheme, Bhaktivedanta Swami Marg, Vile Parle (W), Mumbai- 400 056.
Website: www.djs-racing.com
Contact No: +91 90290 14508/ +91 99300 49207/ +91 77188 05619 Page 114 | 115
Rain Cover:
The rain cover safeguards the accumulator and other electronic components located at the rear
of the car from water or any potential hazards that could damage the components underneath.
It serves as a protective barrier, ensuring that critical parts remain secure and operational in
adverse conditions.
It is made up of Aluminium with a thickness of 1mm and it is bend of sides where it makes
contact with tubes.
We have added XPS, that is Extruded Polystyrene Foam, for waterproofing.

Plot No. U-15, JVPD Scheme, Bhaktivedanta Swami Marg, Vile Parle (W), Mumbai- 400 056.
Website: www.djs-racing.com
Contact No: +91 90290 14508/ +91 99300 49207/ +91 77188 05619 Page 115 | 115

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