UNIVERSIDAD AUTONOMA DEL ESTADO DE MEXICO

CAR 115

Introduction

The POTROSPORTS team focused on a conservative and minimalist design philosophy for
the development of the DEVIL-FI 02 prototype, keeping in mind the performance demanded
by the competition. This viewpoint will allow proceeding within the design of one of the
most cost-effective vehicles of the competition. To accomplish the aforementioned, a series
of components were chosen to meet the requirements of the most demanding competition
tests (endurance). Furthermore, we worked on optimizing manufacturing processes, some
elements were further diminished, leaving only those necessary for its operation.
Combining those components and strategies, an operative vehicle was accomplished with
a more favorable weight-to-power ratio with outstanding handling.

Suspension, steering, brakes.

a) Suspension

The DEVIL-FI 02 vehicle suspension system is a Double A-arm system with push-rod drive
that guarantees a motion ratio of approximately 1, with the push-rod fastened at a point
close to the tire to reduce the moment of flexion, configured with a 20% anti-squat
geometry on the rear axle and 25% anti-dive on the front axle with a camber angle of 2
degrees.

The main purpose is to design a functional suspension system; it is guaranteed that all
elements meet the operational requirements and at the same time, keeping a low-cost that
has allowed us to outshine in the competences in which it has participated.

As a starting point, a wheelbase of 1555 mm and a track width of 1200 mm with a mass
distribution of 48% on the front axle and 52% on the rear axle. The height of the center of
gravity is 292.38 mm and the center of balance is 35.99 mm from the floor, giving a
maximum inclination of the vehicle of 64.02 degrees before turning over. The tires used are
Hoosier slicks 18X6.0-10 compound R25B with a static stiffness of 105.18 N/mm for better
grip and handling. Ohlins TTX25 MKII shock absorbers with springs are used with a
calculated constant of 20296.55 N/m on the front axle and 19926.56 N/m on the rear axle
with a travel distribution of 65% in compression and 35% in extension.

Using a vibrational model, natural frequencies for both axles were calculated. The front axle
has a frequency of 2.68 Hz for the suspended mass; 15.63 Hz for the non-suspended mass
and the rear axle; 2.55 Hz for suspended mass and 14.07 Hz for non-suspended mass. 7075-
T6 aluminum was used for rockets. The suspension arms are med of 5/8”4130 steel tubes
attached to the chassis by 1045 steel profiles, acknowledging assembly time and fastening
stiffness. Regarding the acceleration test at 75 m, with an average speed of 26 m/s and an
average acceleration of 4.50 m/s^2; a rear axle load of 211.93 N was determined in
acceleration. From the braking test, with a maximum deceleration of 18.6 m/s^2; the load
on the front axle when braking was 4650 N.

Concerning the suspension used last year, important changes were incorporated allowing
better performance in the system. Particularly the weight of the uprights is reduced, the
manufacturing process is optimized, operations are reduced, and its performance is
improved for the yokes. Also, there was a correction in the support and grip.

b) Steering

One of the main elements to be designed is the steering column, which must be light, and
must support a minimum lateral force 660 N as well as a minimum torque of 100 Nm of
force applied to the steering wheel before the failure. For the purpose of the equipment,
the universal Cardan joint has been chosen to transmit the steering wheel torque to the
rack-and-pinion system, since it represents a lower expense and facilitates installation.

Ackerman's steering geometry is another point that was considered in the design. The
objective was to improve the performance of the car in the curves, taking into consideration
the level of grip on the track, the hardness of the available tires, the angle of drift.
Considering the endurance test track of 2019 in Michigan competition, it was concluded
that an 80% Ackerman geometry would give the best results. To achieve this angle, the
hoses that connect the uprights with the connecting rods were modified. (Fig.3)
 c) Brakes

The braking ratio between the front and rear was determined from the calculation of weight
transfer in the worst possible case of braking proposed in the competition (it was
considered a negative acceleration of 1.6 g), was used a proportional valve to control the
breakage rate, with this consideration it is ensured that all four wheels are locked.

Knowing that the dynamic loads for the front and rear axle are 163.58 kg and 81.01 kg
respectively, calculations of kinetic energy were made during the design of the brake
system, where it is obtained that the discs located on the front axle should dissipate the
66.88% of the accumulated kinetic energy due to the movement of the vehicle, while the
disks located on the rear axle must dissipate 33.12% of said kinetic energy.

The four brake discs are made of 1040 carbon steel with heat treatment, with a diameter
of 175 mm and a thickness of 3.43 mm. To maximize heat dissipation and minimize loss of
braking force due to thermal degradation of the friction coefficient of the brake pads. Brake
pads made of sintered copper offer stable friction and quiet braking. 4 Wilwood calipers
model PS-1 are used, have an aluminum structure and use two pistons made of stainless
steel with a diameter of 25.4mm.

Frame, body, aero.

a) aero

For this competition, an aerodynamic package was incorporated, to have a greater grip
strength. It was based on improving last year's vehicle, in which the nose was reduced from
the area to avoid a negative force and the generation of a turbulent flow below the chassis.
It is envisaged that the aerodynamic package based on NACA 9015 profiles superimposed
in a horizontal position will allow obtaining a pressure difference that increases the velocity
of the laminar flow passage, while the opening generated by the body causes a low-pressure
zone in the intake of air to control and direct the amount of flow the radiator will receive.
These proposals were validated through wind tunnel simulations with the help of the ANSYS
Fluent software where the conditions of movement at 20m/s were established. As a result
of this design modification, the surface is subjected to a pressure of up to 2.466 Pa; while
the drag force is estimated at -0.117 N. So that the resistance opposed by the vehicle
decreases the least possible amount of power to the engine. (fig: 7,8,9)

b) Frame

A steel tubular spaceframe chassis was chosen, tubular spaceframe is simplicity in design,
analysis and do not require specialized machinery or equipment for manufacture. Chassis
should be as stiff as possible torsionally and this depends structurally on the geometry and
triangulation of the tubes. This is to facilitate the suspension characteristics and comply
with the operating requirements for each and every one of the elements in the vehicle.

A standard impact attenuator made of down Impaxx 700 was used, this IMPAXX foam is
highly suited for applications that require enhanced safety features through energy
absorbing countermeasures. (Fig: 4,5,6)

The frame is constructed using 4130 ALLOY STEEL ROUND SEAMLESS, the selection of this
steel is because it maintains its strength and ductility even after being welded as well as
providing an opportunity to reduce weight and maintain good rigidity. Three wall
thicknesses (25.4 x 1.24mm, 25.4 x 1.6mm, 25.4 x 2.5mm) are used, complying with the
minimum requirements for steel tubing specified in Formula SAE rules 2020.

POWERTRAIN

A liquid-cooled YAMAHA YFZ450 engine was chosen to keep it below 90 °C, DOHC,
cylindrical mono with 38.3 HP, injecting 92 octanes Mexican fuel, originally carbureted,
however, it was decided to convert to full injection through a PE3 ECU, changing the rotor
used in the competition passed by an Assy rotor to accurately locate the position of the
crankshaft at any time and achieve calibration of the injection time and the spark at the
appropriate degrees of the Otto cycle to obtain greater performance of the car.

For the sequential transmission of 5 speeds per chain, unlike last year a mechanism of
changes to the steering wheel was designed, operating using two electric actuators directed
by a wireless controller.

To drive the clutch a universal whip was used, guided in each corner and/or break zone by
a curved cylinder that defines the trajectory of the whip from the pedal to the engine speed
selector box, using a lubricated whip liner to prevent corrosion and friction that may limit
its movement.

The differential used is a Quaife Torque Taylor chain drive with a final drive ratio of 3.0. To
achieve the best transmission arrangement some calculations were made with the
Specialist Sprockets program. After some iterations, a transmission relation of 38/12 was
selected and it was calculated that with 1st gear the auto reaches a maximum velocity of
30MPH, at 2nd gear 37 MPH, at 3rd gear 46 MPH, at 4th gear 56 MPH, at 5th gear 69 MPH.

These velocities were reached with the following data: front sprocket of 12 teeth, rear
sprocket of 38 teeth with 50 chain pitch. According to this analysis, was calculated the
optimum front to rear sprocket distance.

To transfer the energy to the wheel, it was carried out using a 22 mm diameter arrow
system with tripods anchored to the banks.

This engine model was chosen because, by linking it to the differential, the speeds required
in the most demanding test, endurance, is satisfied, removing weight, and thus obtaining
greater handling of the vehicle.

Unlike the previous years, a support was designed that links the motor with the differential,
aligning the midpoints of the sprockets in the same plane, allowing the chain to be
completely aligned, and in the same way, that allows us to have the engine completely
positioned in the chassis, eliminating the engine as a structure. In addition to adding a
mechanism that allows tightening the chain quickly and safely, the inconveniences that may
arise in the competition were contemplated.

As for the intake, the volume of the plenum continues to be optimized.

ELECTRIC SYSTEM

The PE3 system is a fully adjustable engine control unit for single or multi-cylinder engines
that require an independent fuel injection and ignition engine control unit (ECU). All
configuration parameters can be set with any PC with a Windows operating system and
containing an Ethernet port.
Here are some of the key features of the PE3 system:
• Lightweight, compact weighing less than one pound and 4.25” X 4.88” X 1.00 ”in size
• Data bus dedicated to communication with external devices
• Real time performance graphs
• Ignition and fuel tables with 25X26 adjustment rates.
• Pins dedicated to main sensors such as: TPS, MAF sensor, IAT sensor and oxygen
sensor
This system has a panel that shows the speed of the car, the RPMs, coolant temperature,
and has electronic ignition through a push button as well as shutdown.
The system ECU contains two waterproof automotive-style connectors. The 34-pin
connector is always required for operation and is the 'Main' connector. The smallest 26-pin
(Comm) connector accommodates additional inputs and outputs, as well as the Ethernet
connection required to communicate with a PC. The control unit is powered by a +12 volt
switched source.
 ANNEX: DRAWING

Figure 1: Prototype upper view.

Figure 2: Prototype left view.

Figure 4: Chassis top view

Figure 6: Chassis side view

Figure 8: Aero side view.