Network Security: An application of ACLs
MATERIAL SELECTION IN HIGH SPEED CAR- A CASE STUDY Seminar ID:
636A Technical Seminar Report
submitted in partial fulfillment of
the requirement for the B.Tech.
Under Biju Patnaik University of Technology, Rourkela.
Submitted ByRAJAT KUMAR SAMANTRAYRollNo#MECH201110184
SEPTEMBER - 2014Under the guidance of
Prof. Ramesh Chandra DasAPEX INSTITUTE OF TECHNOLOGY &
MANAGEMENT Pahala, Bhubaneswar, Odisha 752101, IndiaAPEX INSTITUTE
OF TECHNOLOGY & MANAGEMENT
Pahala, Bhubaneswar, Odisha 752101, India
CERTIFICATE
This is to certify that the seminar work entitled MATERIAL
SELECTION IN HIGH SPEED CAR-A CASE STUDY is a bonafide work being
done by Rajat Kumar Samantray bearing Registration No. 1101314145
of MECHANICAL branch.
This seminar report is submitted in partial fulfillment for the
requirement of the B.Tech degree under Biju Patnaik University of
Technology, Rourkela, Odisha.
(Prof. RAMESH CHANDRA DAS)
Seminar Guide
(Mrs. T Mita Kumari)
(Prof. Ramesh Chandra Das)B.Tech Seminar Coordinator
PRINCIPALABSTRACT
Geothermal energy is the earths natural heat available inside
the earth. This thermal energy contained in the rock and fluid that
filled up fractures and pores in the earths crust can profitably be
used for various purposes. Heat from the Earth, or geothermal Geo
(Earth) + thermal (heat) energy can be and is accessed by drilling
water or steam wells in a process similar to drilling for oil.
Geothermal energy is an enormous, underused heat and power resource
that is clean (emits little or no greenhouse gases), reliable
(average system availability of 95%), and homegrown (making us less
dependent on foreign oil). Geothermal resources range from shallow
ground to hot water and rock several miles below the Earth's
surface, and even farther down to the extremely hot molten rock
called magma. Mile-or-more-deep wells can be drilled into
underground reservoirs to tap steam and very hot water that can be
brought to the surface for use in a variety of
applications.ACKMOWLEDGEMENTI would like to express my immense
sense of gratitude to my guide, Prof. Ramesh Chandra Das, for his
valuable instructions, guidance and support throughout my
seminar.
I again owe my special thanks to Mrs. T. Mita Kumari, Technical
Seminar Coordinator for giving me an opportunity to do this
report.
And finally thanks to Prof. Ramesh Chandra Das, Principal, Apex
Institute of Technology and Management, Bhubaneswar for his
continued drive for better quality in everything that happens at
APEX. This report is a dedicated contribution towards that greater
goal. rajat kumar samantray
mech201110184TABLE OF CONTENTS
iABSTRACT
iiACKMOWLEDGEMENT
ivLIST OF TABLES
vLIST OF GRAPHS
6LIST OF FIGURES
11. INTRODUCTION
22. HISTORY
33. BASIC LOAD
33.1 Bending Case
33.2 Torsion Case
43.3 Combined bending and torsion case
43.4 Lateral Loading
43.5 Fore and aft loading
64. ADVANCED MATERIALS USED
74.1 Carbon Fiber
114.2 Composite Material
144.3 Ceramics in High speed car
174.4 Carbon Fiber Reinforced Plastic
204.4 Alloys
215. MATERIAL AND CONSTUCTION-COMPONENT
236. CONCLUSION
24REFERENCES
LIST OF TABLES 10Table4. 1 Properties of Carbon Fiber
LIST OF GRAPHSGraph 3.2 Relationship between flaw size and
failure stress of a material12LIST OF FIGURES
Figure 4.2.1 Composite Engine13 Figure 4.2.2 Composite
Suspension System....13Figure 4.4.1 Thermal Property.17Figure 4.4.2
Comparison of Materials.....18Figure 4.4.3 Composite Honeycomb
Structure191. INTRODUCTIONHigh speed car or Formula One (F1) is
arguably the most famous motor racing sport in the world, with
almost 10% of the world's population following the races. Due to
the fierce competition within the sport, coupled with the
remarkable physical strain the vehicles are put under, during a
race (sometimes hitting speeds of up to 350 km/h), the cars need to
be constructed using the most cutting edge materials and processing
techniques.This report looks at the important role that materials
science plays in the construction of these famous vehicles, and
which materials are utilized.
The purpose of the project is to increase the stiffness and
reduce the weight of the existing car chassis, without disturbing
the shape, provided for engine mountings and driver's space and
other constraints provided by the existing chassis modelThe
increasing load demand in power systems without accompanying
investments in generation and transmission has affected the
analysis of stability phenomena, requiring more reliable and faster
tools.
2. HISTORY
The history of Formula One has its roots in the European Grand
Prix motor racing (q.v. for pre-1947 history) of the 1920s and
1930s. However, the foundation of Formula One began in 1946 with
the Federation Internationale de l'Automobile's (FIA's)
standardization of rules. A World Drivers' Championship followed in
1950. The sport's history necessarily parallels the history of its
technical regulations; see Formula One regulation for a summary of
the technical rule changes. Although the world championship has
always been the main focus of the category, non-championship
Formula One races were held for many years. Due to the rising cost
of competition, the last of these occurred in 1983. National
championships existed in South Africa and the United kingdom in the
1960s and 1970s.
Today have been included to expand the following three
reasons:
A means for recognizing opportunities for overall weight
reduction for better fuel economy
The means for determining centre of gravity (CG) location and
polar moment of inertia.
Detail weight estimates provides target figure of cost estimates
of all parts.
To resist inertial loads under accelerations, accidents etc.
3. BASIC LOADThe loads that experienced on a chassis are light
commercial loads due to normal running conditions are considered.
That is caused as the vehicle transverses uneven ground as the
driver performs various manoeuvre. Basically there are five load
cases to consider. Bending case Torsion case Combined bending and
torsion case Lateral loading Fore and aft loading Longitudinal
Loading
3.1 Bending CaseThis type of loading is caused due to the weight
of components distributed along the frame of the vehicle in the
vertical plane which causes the bending about y-axis. The bending
case depends mainly on the weight of the major components in the
car and the payload. First the static condition is considered by
determining the load distribution along the vehicle. The axle
reaction loads are obtained by resolving the forces and by taking
the moments form the weights and positions of the components.3.2
Torsion CaseThe vehicle body is subjected to the moments applied at
the axels centerlines by applying both upward and downward loads
are at the each axle in this case. Because of this it results in a
twisting action or torsion moment about x-axis of the vehicle.The
condition of pure torsion does not exist on its own because of the
vertical loads always exist due to gravity. However for the
calculation purpose the pure torsion is assumed. The maximum
torsion moments are based on loads at the lighter loaded axle, its
value can be calculated by the wheel load on the lighter loaded
axle multiplied by the wheel track.
3.3 Combined bending and torsion caseIn practice the torsion
will not exist without bending as gravitational forces are always
present. So the two cases must be considered when representing a
real situation.3.4 Lateral Loading
This type of loading is experienced by the vehicle at the corner
or when it slides against a curve, i.e. loads along the y-axis. The
lateral loads are generated while cornering at the tyre to ground
contact patches which are balanced by the centrifugal force MV2 /
R, M stands for vehicle mass, V vehicle velocity , R is the radius
of the corner. The disaster occurs when the wheel reactions on the
inside of the turn drop to zero, that means that the vehicle ready
to turn over. In this case vehicle will be subjected to bending in
x-y plane. The condition that applies to the roll over is shown in
the below figure and it also depends up on the height of the
vehicle centre of gravity and the track. At this particular
condition the resultant of the centrifugal force and the weight
that passes along the outside wheels contact patch.
Curve bumping will cause high loads and will roll over in
exceptional circumstances. And also this high loads will cause in
the bending in the x-y plane are not critical as the width of the
vehicle will provide the sufficient bending strength and
stiffness.3.5 Fore and aft loadingAt the time of acceleration and
breaking longitudinal forces will come into picture along the
x-axis. Traction and braking forces at the tyre to ground contact
points are reacted by mass time's acceleration inertia forces as
shown in below figure. The important cases such as bending,
torsion, bending and torsion will come into play as these determine
the satisfactory structure (Pawlowski, 1964). 3.5.1 Longitudinal
loadingAt the time of vehicle accelerates or decelerates, the
inertia forces are generated. The loads generated can be
transferred from one axle to another by the inertia forces as the
centre of gravity of the vehicle is above the road surface. While
accelerating the weight is transferred from front axle to the rear
axle and vice versa at the time of breaking and decelerating
condition.To have a clear picture of forces acting on the body a
height of the centers of gravity of all structures are required.
And it's not so easy to determine. A simplified model considering
one inertia force generated at the vehicle centre of gravity can
provide useful information about the local loading at the axle
positions due to breaking and traction forces.
4. ADVANCED MATERIALS USEDFormula One (F1) is arguably the most
famous motor racing sport in the world, with almost 10% of the
world's population following the races. Due to the fierce
competition within the sport, coupled with the remarkable physical
strain the vehicles are put under during a race (sometimes hitting
speeds of up to 350 km/h), the cars need to be constructed using
the most cutting edge materials and processing techniques.
This articles looks at the important role that materials science
plays in the construction of these famous vehicles, and which
materials are utilized.
Line contingency and generator contingency are generally most
common type of contingencies. These contingencies mainly cause two
types of violations. Various advance material used in manufacturing
of a high speed car:
Carbon fibers Composites, Polymers, Ceramic Alloys Advance high
strength steel C-C steel Carbon Fibres Reinforced Plastics 4.1
Carbon Fiber
Racing cars used to be made of the same sort of materials as
road cars, that is steel, aluminum and other metals. In the early
1980s, however, Formula 1 underwent the beginnings of a revolution
that has become its hallmark today: the use of carbon composite
materials to build the chassis.
Today, most of the racing car chassis - the monocoque,
suspension, wings and engine cover - is built with carbon
fiber.4.1.1 Physical properties of Carbon Fiber
1. High Strength to weight ratio 2. Good Rigidity 3. Corrosion
resistant 4. Electrically Conductive 5. Fatigue Resistant 6. Good
tensile strength but Brittle
7. High Thermal Conductivity in some forms8. Low coefficient of
thermal expansion 9. Self Lubricating High Strength to weight
ratio: Strength of a material is the force per unit area at
failure, divided by its density. Any material that is strong and
light has a favorable Strength/weight ratio. Materials such as
Aluminum, titanium, magnesium, Carbon and glass fiber, high
strength steel alloys all have good strength to weight ratios.It is
not surprising that Balsa wood comes in with a high strength to
weight ratio.
Strength and rigidity are different properties, strength is
resistance to breaking, and rigidity is resistance to bending or
stretching. Because of the way the crystals of carbon fiber orient
in long flat ribbon or narrow sheets of honeycomb crystals, the
strength is higher running lengthwise than across the fiber. That
is why designers of carbon fiber objects specify the direction the
fiber should be laid to maximize strength in a specific
direction.
The fiber being aligned with the direction of greatest
stress.
Pan based precursor carbon fiber has higher strength than pitch
based carbon fiber which has higher stiffness. Good Rigidity:
Rigidity or stiffness of a material is measured by its Young
Modulus and measures how much a material deflects under stress.
Carbon fiber reinforced plastic is over 4 times stiffer than Glass
reinforced plastic, almost 20 times more than pine, 2.5 times
greater than aluminum Corrosion Resistant:
Although carbon fiber themselves do not deteriorate measurably,
Epoxy is sensitive to sunlight and needs to be protected. Other
matrices (whatever the carbon fiber is imbedded in) might also be
reactive. Composites made from carbon fiber must either be made
with UV resistant epoxy (uncommon), or covered with a UV resistant
finish such as varnishes.
Electrically Conductive:
This feature can either be useful or be a nuisance. In Boat
building conductivity has to be taken into account just as Aluminum
conductivity comes into play. Carbon fiber conductivity can
facilitate Galvanic Corrosion in fittings. Careful installation can
reduce this problem. Carbon Fiber dust can accumulate in a shop and
cause sparks or short circuits in electrical appliances and
equipment.
Fatigue Resistance:
Resistance to Fatigue in Carbon Fiber Composites is good.
However when carbon fiber fails it usually fails catastrophically
without significant exterior signs to announce its imminent
failure.
Damage in tensile fatigue is seen as reduction in stiffness with
larger numbers of stress cycles, (unless the temperature is
high).
Test has shown that failure is unlikely to be a problem when
cyclic stresses coincide with the fiber orientation. Carbon fiber
is superior to E glass in fatigue and static strength as well as
stiffness.
The orientation of the fibers and the different fiber layer
orientation, have a great deal of influence on how a composite will
resist fatigue (as it has on stiffness). The type of forces applied
also result in different types of failures. Tension, Compression or
Shear forces all result in markedly different failure results.
Good Tensile Strength:Tensile strength or ultimate strength is
the maximum stress that a material can withstand while being
stretched or pulled before necking, or failing. Necking is when the
sample cross-section starts to significantly contract. If you take
a strip of plastic bag, it will stretch and at one point will start
getting narrow. This is necking. It is measured in Force per Unit
area. Brittle materials such as carbon fiber do not always fail at
the same stress level because of internal flaws. They fail at small
strains. (in other words there is not a lot of bending or
stretching before catastrophic failure) Weibull modulus of brittle
materialsTesting involves taking a sample with a fixed
cross-section area, and then pulling it gradually increasing the
force until the sample changes shape or breaks. Fibers, such as
carbon fibers, being only 2/10,000th of an inch in diameter, are
made into composites of appropriate shapes in order to test.
High Thermal Conductivity:
Thermal conductivity is the quantity of heat transmitted through
a unit thickness, in a direction normal to a surface of unit area,
because of a unit temperature gradient, under steady conditions. In
other words it's a measure of how easily heat flows through a
material. There are a number of systems of measures depending on
metric or imperial units. Fiber has been specifically designed for
high or low thermal conductivity. There are also efforts to enhance
this feature.
Low coefficient of thermal expansion: Carbon fiber can have a
broad range of Coefficient of Thermal Expansion's, -1 to 8+,
depending on the direction measured, the fabric weave, the
precursor material, Pan based (high strength, higher CTE) or Pitch
based (high modulus/stiffness, lower CTE).In a high enough mast
differences in Coefficients of thermal expansion of various
materials can slightly modify the rig tensions.Low Coefficient of
Thermal expansion makes carbon fiber suitable for applications
where small movements can be critical.
Table 1 Table4.1 Properties of Carbon Fiber We can define Carbon
Fiber as follows:
Standard Modulus
up to 250GPa
Intermediate Modulus 250-350GPa
High Modulus m 350-500Gpa
Ultra High Modulus greater than 500GPa4.1.2 Carbon Fiber
SheetsThe first step along the way to making a carbon fiber car
looks more like a clothing factory than a car factory. In each
Formula 1 team factory is a room with large tables on which vast
sheets of what looks like cloth are laid out and cut to size. Taken
from large textile-like rolls, these sheets are highly pliable,
flexible, and unlike textiles, will end up looking nothing like
their original form.4.1.3 Carbon Fiber MoldsOnce the material is
cut out from the cloth-like roll, it is taken to a design room and
placed into molds. The position of the cloth within the mold is
important, as it affects the strength of the final component.
Many of the carbon fiber components are built with a light
aluminum honeycomb interior, around which the cloth is wrapped, to
strengthen the final component.4.2 Composite MaterialComposites are
defined as materials in which two or more constituents have been
brought together to produce a new material consisting of at least
two chemically distinct components, with resultant properties
significantly different to those of the individual constituents. A
more complete description also demands that the constituents must
also be present in reasonable proportions. The material must
furthermore be considered to be man made. That is to say it must be
produced deliberately by intimate mixing of the constituents. An
alloy which forms a distinct two phase microstructure as a
consequence of solidification or heat treatment would not therefore
be considered as a composite. If on the other hand, ceramic fibers
or particles were to be mixed with a metal to produce a material
consisting of a dispersion of the ceramic within the metal, this
would be regarded as a composite. On a microscopic scale composites
have two or more chemically distinct phases separated by a distinct
interface. This interface has a major influence on the properties
of the composite. The continuous phase is known as the matrix.
Generally the properties of the matrix are greatly improved by
incorporating another constituent to produce a composite. A
composite may have a ceramic, metallic or polymeric matrix. The
second phase is referred to as the reinforcement as it enhances the
properties of the matrix and in most cases the reinforcement is
harder, stronger and stiffer than the matrix (1). The measured
strengths of materials are several orders of magnitudes less than
those calculated theoretically. Furthermore the stress at which
nominally identical specimens fail is subject to a marked
variability. This is believed to be due to the presence of inherent
flaws within the material (2). There is always a distribution in
the size of the flaws and failure under load initiates at the
largest of these. Griffith derived an expression relating failure
stress to flaw size (a).
Graph 4.2: Relationship between flaw size and failure stress of
a material
Composites can be divided into two classes: those with long
fibers (continuous fibers reinforced composites) and those with
short fibers (discontinuous fibers reinforced composites).
In a discontinuous fibers composite, the material properties are
affected by the fibers length, whereas in a continuous fibers
composite it is assumed that the load is transferred directly to
the fibers and that the fibers in the direction of the applied load
are the principal load-bearing constituent.Polymeric materials are
the most common matrices for fibers reinforced composites. They can
be subdivided into two distinct types: thermosetting and
thermoplastic.
Thermosetting polymers are resins which cross-link during curing
into a glassy brittle solid, examples being polyesters and epoxies.
Thermoplastic polymers are high molecular weight, long chain
molecules which can either become entangled (amorphous) such as
polycarbonate, or partially crystalline, such as nylon, at room
temperature to provide strength and shape.In common with all
structural applications of polymer matrix composites, Formula 1 is
dominated by those based on thermoset resins, particularly
epoxies.
In addition to the obvious weight savings, composite push rods
and wishbones etc. have almost infinite fatigue durability and so
can be made far more cost effective than the steel parts which they
replaced.
The latest innovation was the introduction of a composite
gearbox by the Arrows and Stewart teams in 1998 although the true
potential of these structures was only fully realized from 2004 by
the BAR-Honda team.
Composite gearboxes are significantly lighter than traditional
alloy boxes, up to 25% stiffer, can be operated at higher
temperatures and are easy to modify and repair. The design and
logistics etc are not insignificant such that to this day they are
not universally used on the F1 grid.
Figure 4.2 Composite Suspension System
Figure 4.1 Composite Engine
4.3 Ceramics in High speed car
In Metal Engine: The choice of metal as the material from which
heat engines are made is an unfortunate one. This is because metals
are relatively low temperature materials for heat engines and they
are also good thermal conductors, two properties that are
detrimental to efficient combustion.
The maximum service temperature of many metals is less than 600
C, and thus metal engines are required to operate at temperatures
too low for fuel to be burnt completely. Also, as metals are good
thermal conductors, the heat generated within the metallic
combustion chamber is easily conducted through the metallic casing.
Liquid cooling is thus required to prevent the metallic engine from
overheating and this hastens heat loss (about 30% of the heat
generated is lost to the coolant or radiator water). Furthermore,
resulting incomplete combustion products are discarded through the
exhaust adding to airborne pollution.This temperature trade-offs
required of metallic internal combustion engines result in low
combustion and low thermal efficiencies. Thus, metallic internal
combustion engines suffer primarily from three problems: 1. Low
combustion efficiency (due to the lower operating temperatures of
metals), 2. Substantial heat loss (due to the high thermal
conductivity of metals), and 3. Some wear (resulting in some
limited metal component life).Ceramic Engine: As ceramics are high
temperature materials, a ceramic engine should be able to operate
at higher temperatures enabling combustion of fuel to be more
complete resulting in increased combustion efficiency. This should
increase performance, decrease fuel consumption and reduce
pollution. This should also enable various fuels to be used (i.e.
multi-fuel capability).
Some ceramics are Silicon Nitride
Alumina
Zirconias
4.3.1 Silicon Nitride
Among the various engineering ceramics that have been developed
over the decades, silicon nitride has received the most attention
for use in internal combustion engines and turbines. It has good
thermal shock resistance (T ~ 600 C) and good creep resistance.
Though very desirable as an engine material, their poor mechanical
strength (low fracture toughness) has precluded their use in
load-bearing applications. As the brittleness of silicon- based
ceramics is considered an intrinsic characteristic of such
materials by virtue of their strong bonding, covalent and ionic,
only limited increases in the fracture toughness of silicon nitride
is believed to be attainable. The development of ceramic matrix
composites (CMC) is considered to be a more attractive alternative
, but success in this approach has been limited.Although some
progress has been made over the years, the processing of silicon
nitride remains a problem and larger higher-strength silicon
nitride components have yet to be fabricated. Silicon nitride
cannot be heated over 1850 C to densify because it dissociates into
silicon and nitrogen. Also its covalent bonding does not allow it
to easily sinter and fully densify.Furthermore, silicon nitride
ceramics in a hot, corrosive and humid oxidizing atmosphere (such
as during fuel- air combustion in internal combustion and turbine
engines) are prone to degradation. When they are subject to
oxidation, water vapour and high temperatures they form a
thermally-grown silicon oxide layer which continually volatilizes
as hydroxide species affecting the integrity of the silicon-based
ceramic surface.
4.3.2 Silicon Carbide
A material with a very high hardness, silicon carbide has, in
the last few years, been receiving some attention from the Micro
Electro-Mechanical Systems (MEMS) community in their quest to
develop a miniature engine. However, the same problems that plague
silicon nitride would also apply to silicon carbide, and the
fracture toughness of silicon carbide is even lower than that of
silicon nitride. Silicon carbide still has many other uses that do
not require mechanical integrity and strength
4.3.3 Aluminas
A much used ceramic, mainly as electrical insulators, they have
seldom been considered as suitable materials for engines possibly
because of their low fracture toughness and high thermal
conductivity. However, there has been some recent interest in
fabricating alumina components for micro-engines.
4.3.4 ZirconiasThese engineering ceramics were once dubbed
"ceramic steels" because of their very high fracture toughness
among ceramics. Also, zirconia ceramics have one of the highest
maximum service temperatures (~2000 C) among all of the ceramics
and they retain some of their mechanical strength close to their
melting point (2750 C). However, their low creep resistance and
their low thermal shock resistance (T ~ 350 C) could pose a
problem.Zirconia ceramics have been used in heat engines because of
two very notable properties they possess: a high temperature
capability and a low thermal conductivity. None of the other
ceramics possess a thermal conductivity as low as the zirconias.
This means that engines made out of zirconia would retain much of
the heat generated in the combustion chamber instead of losing it
to the surroundings (approaching near adiabatic conditions). Thus
the need for a cooling system could also be eliminated.4.4 Carbon
Fiber Reinforced Plastic
Carbon fiber reinforced plastic (CFRP or CRP), is a very strong,
light and expensive composite material or fiber reinforced plastic.
Similar to glass-reinforced plastic, sometimes known by the name
fiberglass, the composite material is commonly referred to by the
name of its reinforcing fibers (carbon fiber, glass fiber). The
plastic is most often epoxy, but other plastics, such as polyester,
vinyl ester or nylon, are also sometimes used.
Some composites contain both carbon fiber and other fibers such
as kevlar, aluminum and fiberglass reinforcement. They are known as
hybrid composites.
The terms graphite-reinforced plastic or graphite fiber
reinforced plastic (GFRP) are also used but less commonly, since
glass-(fibre)-reinforced plastic can also be called GFRP.Carbon
fiber composite has many applications in aerospace and automotive
fields, as well as in sailboats, and notably in modern bicycles,
motorcycles and sport cars, where these qualities are of
importance. Improved manufacturing techniques are reducing the
costs and time to manufacture making it increasingly common in
small consumer goods as well, such as laptop computers, tripods,
fishing rods, racquet sports frames.Figure4.3 Thermal Property
Comparison of thermal characteristics:1. GFRP Glass Fiber
Reinforced Plastics
2. CFRP Carbon Fiber Reinforced Plastics
3. AFRP Aramid Fiber Reinforced Plastics
Figure4.4 Comparison of materials
Carbon Fiber Reinforced Plastics (CFRP) is superior to steel or
glass fiber reinforced plastics (GFRP) in its specific tensile
strength and specific elastic modulus (specific rigidity). That is
to say, CFRP is "Light in Weight and Strong" in its mechanical
performances. Composites are largely unrivalled as a material for
impact absorption, with a specific energy absorption (SEA, measured
in kJ per kg of material used) far higher than their metallic
counterparts providing sufficient optimization.
The decision to use CFRP for impact absorption is a fairly easy
one. Comparing the SEA-s of various materials, steels achieve about
12 kJ/kg while aluminum reaches around 20k J/kg. However, a
well-optimized carbon fiber structure (one with an optimized
lay-up/fiber orientation and component geometry) can absorb
anything from 40 kJ/kg up to 70 kJ/kg in a highly refined and
tested design.
Suffice to say, from a safety perspective, CFRP does not look
likely to be superseded as Formula Ones material of choice any time
soon.
Figure4.5 Composite honeycomb structure
4.4 Alloys
The metals used in the production of light alloy wheels are
aluminium and magnesium.
4.4.1Aluminium alloysAluminium is one of the lightest metals
(specific weight 2.7 kg/cm3). Used as an alloy and hardened and
subsequently aged, it maintains its main characteristic, namely,
lightness, and improves its mechanical and technological
properties, such as tensile strength, dynamic stress resistance and
resistance against corrosion.
4.4.2Magnesium alloysMagnesium is the lightest among structural
metals (specific weight 1.74 kg/cm3, thus 35% less than aluminium).
Magnesium alloys are characterized by extreme lightness, high
resistance to impact and vibration, they do not stretch nor are
they damaged superficially by friction: this is another
characteristic that makes them particularly appropriate for the
production of racing wheels. But they are hard to manufacture. The
wheel thickness specifications are mainly in place for strength and
safety, as thin layers of magnesium are highly flammable and could
be a threat for the driver's safety.Incase of an accident.
Federation Internationale de l'Automobile(FIA) technical regulation
are limiting use of any lighter material.
5. MATERIAL AND CONSTUCTION-COMPONENT5.1 Piston
Pistons must be manufactured from an aluminum alloy which is
either Al-Si, Al-Cu, or Al-Mg or Al-Zn based.
5.2 Piston Pin
Piston pins must be manufactured from an iron based alloy and
must be machined from a single piece of material5.3 Connecting
Rod
Connecting rods must be manufactured from iron or titanium based
alloys and must be machined from a single piece of material with no
welded or joined assemblies (other than a bolted big end cap or an
interfered small end bush).
5.4 Crank Shaft
Crankshafts must be manufactured from an iron based alloy.No
welding is permitted between the front and rear main bearing
journals.No material with a density exceeding 19,000kg/m3 may be
assembled to the crankshaft.5.5 Valves
Valves must be manufactured from alloys based on Iron, Nickel,
Cobalt or Titanium.Hollow structures cooled by sodium, lithium or
similar are permitted.5.5 Reciprocating and rotating component
Reciprocating and rotating components must not be manufactured
from graphitic matrix, metal matrix composites or ceramic
materials. This restriction does not apply to the clutch and any
seals.
Rolling elements of rolling element bearings must be
manufactured from an iron based alloy
Timing gears between the crankshaft and camshafts (including
hubs) must be manufactured from an iron based alloy.5.6 Static
Component Engine crankcases and cylinder heads must be manufactured
from cast or wrought aluminum alloys.No composite materials or
metal matrix composites are permitted either for the whole
component or locally.
Any metallic structure whose primary or secondary function is to
retain lubricant or coolant within the engine must be manufactured
from an iron based alloy or an aluminum alloy of the Al-Si, Al-Cu,
Al-Zn or Al-Mg alloying systems.
All threaded fasteners must be manufactured from an alloy based
on Cobalt, Iron or Nickel.Composite materials are not
permitted.
Valve seat inserts, valve guides and any other bearing component
may be manufactured from metallic infiltrated pre-forms with other
phases which are not used for reinforcement.5.7 Wheels
Formula One car must have four, uncovered wheels, all made of
the same metallic material, which must be one of two magnesium
alloys specified by the FIA. Front wheels must be between 305 and
355mm wide, the rears between 365 and 380mm.
With tyres fitted the wheels must be no more than 660mm in
diameter (670mm with wet-weather tyres). Measurements are taken
with tyres inflated to 1.4 bar. Tyres may only be inflated with air
or nitrogen.Wheels must be made from an homogeneous metallic
material with a minimum density of 1.74g/cm3 at 20C.
6. CONCLUSION
Advanced materials used in the construction of automobiles are
carbon fibers, composites, polymers, ceramics, metals &
alloys.
Carbon fiber is the most widely used construction materials in
racing car (around 70%).
Composites materials have polymer, metal or ceramics matrix
component & a second component in shape of fiber or particulate
(reinforcing).
REFERENCES[1] Nigel Bannett,Inspired to Design:-F1 Cars,Indycars
& Racing Tyres, Veloce Publishing,U.S.A,pp20-25, 1982.[2]
http://www.ukessays.com/services/example-essays/mechanics/stiffness-car-chassis.php[3]
http://www.f1technical.net/features/3 [4] Keith
Collantine,Legendary Race Cars,Material for Race Cars pp 95-103.[5]
Girogoi Piola,Formula 1:Technical AnalysisRed Bull Racing Track,
UK, pp 147-155, 2012/2013[6]
http://www.formula1.com/news/features/2013/8/14875.htm[7] Nigel Mac
Knight,Technology of F1 Car, Hazleton Pub Ltd, United Kingdom,
pp205-211.1998PAGE