Beruflich Dokumente
Kultur Dokumente
RollNo#MECH201110184
SEPTEMBER - 2014
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.
ABSTRACT
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.
ACKMOWLEDGEMENT
I 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.
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TABLE OF CONTENTS
ABSTRACT....................................................................................................................i
ACKMOWLEDGEMENT.............................................................................................ii
LIST OF TABLES.........................................................................................................iv
LIST OF GRAPHS.........................................................................................................v
LIST OF FIGURES........................................................................................................6
1. INTRODUCTION......................................................................................................1
2. HISTORY...................................................................................................................2
3. BASIC LOAD............................................................................................................3
3.1 Bending Case........................................................................................................3
3.2 Torsion Case.........................................................................................................3
3.3 Combined bending and torsion case.....................................................................4
3.4 Lateral Loading.....................................................................................................4
3.5 Fore and aft loading..............................................................................................4
4. ADVANCED MATERIALS USED...........................................................................6
4.1 Carbon Fiber.........................................................................................................7
4.2 Composite Material............................................................................................11
4.3 Ceramics in High speed car................................................................................14
4.4 Carbon Fiber Reinforced Plastic.........................................................................17
4.4 Alloys..................................................................................................................20
5. MATERIAL AND CONSTUCTION-COMPONENT.............................................21
6. CONCLUSION.......................................................................................................23
REFERENCES.............................................................................................................24
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LIST OF TABLES
Table4. 1 Properties of Carbon Fiber....................................................................10
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LIST OF GRAPHS
Graph 3.2 Relationship between flaw size and failure stress of a material12
LIST OF FIGURES
Figure 4.2.1 Composite Engine13
Figure 4.2.2 Composite Suspension System....13
Figure 4.4.1 Thermal Property.17
Figure 4.4.2 Comparison of Materials.....18
Figure 4.4.3 Composite Honeycomb Structure19
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1. INTRODUCTION
High 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 model
The 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:
o A means for recognizing opportunities for overall weight reduction for better fuel
economy
o The means for determining centre of gravity (CG) location and polar moment of
inertia.
o Detail weight estimates provides target figure of cost estimates of all parts.
o To resist inertial loads under accelerations, accidents etc.
3. BASIC LOAD
The 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
up to 250GPa
Intermediate Modulus
250-350GPa
High Modulus m
Ultra High Modulus
350-500Gpa
greater than 500GPa
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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.
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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.
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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 Zirconias
These 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.
15
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4.4 Alloys
The metals used in the production of light alloy wheels are aluminium and
magnesium.
4.4.1Aluminium alloys
Aluminium is one of the lightest metals (specific weight 2.7 kg/cm 3). 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 alloys
Magnesium 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
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use
of
any
lighter
material.
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.
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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
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Carbon fiber is the most widely used construction materials in racing car
(around 70%).
REFERENCES
22
[1]
[2]
http://www.ukessays.com/services/example-essays/mechanics/stiffness-carchassis.php
[3]
http://www.f1technical.net/features/3
[4]
[5]
[6]
http://www.formula1.com/news/features/2013/8/14875.htm
[7]
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