ODU FORMULA SAE

Fall 212 Formula SAE

Midterm Report
Miles Martschink, Nick Chinyavong, Todd Hayward, Kun Mu, Lateef Shodeinde, Travis Wall, Joshua
Wright, Janet Bivens, Kyle Brady, Lindsey Draper, Mark Griffin, Jeff Manning, John Rynders, Cody
Merkes, Gillen Elder, Aaron Cohen
10/17/2012
Abstract:

Old Dominion University Formula SAE Team is a student run business that fabricates and races a
formula style race car. The Formula SAE competition in Michigan judges the cars based on design, cost,
feasibility and a range of dynamic events devised to test handling, performance, and reliability. The
competition has numerous static and dynamic events designed to test every aspect of the car from
performance to mass production viability. There are a total of eight events comprised of three static
events, design analysis, cost analysis, and sales presentation, as well five dynamic events, acceleration,
skid pad, autocross, endurance race and fuel economy. Each Universitys performance is scored and
ranked by official SAE judges. This year our team will design and fabricate new car which will surpass
the 2012 car in quality, and ingenuity, and design validity. This task will be accomplished by improving
reliability, conducting a suspension overhaul and creating a lighter and stiffer chassis. Throughout this
project we intend to document all testing and design data in attempt to aid future years' research and
development in a way that will ensure each car is better than the one before it.

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 Table of Contents

Abstract.........................................................................................................................................1

Table Of Contents..........................................................................................................................2

List of Figures.........................................................................................................................4

Introduction...................................................................................................................................6

Management..................................................................................................................................7

Introduction........................................................................................................................7

Management Structure.......................................................................................................7

Internal Record Keeping.....................................................................................................7

Management Team...........................................................................................................12

Overview of Status............................................................................................................12

Suspension....................................................................................................................................14

Introduction......................................................................................................................14

Frame................................................................................................................................15

Control Arms.....................................................................................................................16

Shocks Springs and Rockers..............................................................................................19

Tires and Wheels..............................................................................................................21

Transmission and Differential...........................................................................................22

Uprights............................................................................................................................23

Spindles and Hubs.............................................................................................................27

Controls........................................................................................................................................30

Introduction......................................................................................................................30

Steering.............................................................................................................................30

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 Shifting..............................................................................................................................30

Brakes...............................................................................................................................32

Introduction..........................................................................................................32

Heat Generation/ Dissapation..............................................................................34

Engine...........................................................................................................................................35

Intake................................................................................................................................35

Introduction..........................................................................................................35

Temperature Conservation...................................................................................37

Valve Overlap........................................................................................................37

Pressure Consideration Fluid Friction Losses........................................................38

Design Method......................................................................................................41

Fuel Cell.............................................................................................................................42

Introduction..........................................................................................................42

Fuel Volume Determination..................................................................................43

Sloshing Prevention..............................................................................................43

Materials...............................................................................................................43

Construction..........................................................................................................43

Cooling..............................................................................................................................44

Introduction..........................................................................................................44

Radiator Classification...........................................................................................45

Radiator Heat Transfer and Surface Area Analysis...............................................45

Exhaust.............................................................................................................................45

Introduction..........................................................................................................45

Materials...............................................................................................................48

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 Construction..........................................................................................................49

Conclusion....................................................................................................................................50

References....................................................................................................................................62

Appendix.......................................................................................................................................51

Appendix 1: Intake Calculations........................................................................................52

Appendix 2: Fuel Volume Calculations..............................................................................57

Appendix 3: Radiator Calculations....................................................................................59

Appendix 4: Exhaust Length Calculations.........................................................................61

List of Figures

Figure 1 Group Progress Report Form.............................................................................8

Figure 2 Daily Work Record..............................................................................................9

Figure 3 Group Cost Record...........................................................................................10

Figure 4 Donations Record.............................................................................................11

Figure 6 Chassis Design..................................................................................................15

Figure 7 A Arm Design....................................................................................................17

Figure 8 Front Upper Control Arm Dimensions.............................................................18

Figure 9 Front Lower Control Arm Dimensions..............................................................18

Figure 10 Full Control Arm System Detail......................................................................19

Figure 11 Optimum Kinematics Suspension Detail........................................................21

Figure 12 Tire and Wheel Assembly...............................................................................22

Figure 13 Differential Exploded View.............................................................................23

Figure 14 Front Upright Design......................................................................................24

Figure 15 Front Upright Stress Analysis.........................................................................25

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Figure 16 Rear Upright Design.......................................................................................26

Figure 17 Rear Upright Stress Analysis...........................................................................27

Figure 18 Front Hub Stress Analysis...............................................................................28

Figure 19 Front Spindle Design......................................................................................28

Figure 20 Rear Spindle Design........................................................................................29

Figure 21 Rear Hub Design.............................................................................................29

Figure 22 Actuator Prototype........................................................................................31

Figure 23 - Shifting Diagram..............................................................................................31

Figure 24 Brake Rotor Free Body Diagram.....................................................................32

Figure 25 Isometric View of 2013 Intake Manifold........................................................39

Figure 26 Frontal View of 2013 Intake Manifold............................................................39

Figure 27 Cutaway View of 2013 Intake Manifold Plenum............................................40

Figure 28 Cutaway View of 2013 Intake Manifold Restrictor........................................40

Figure 29 Front View of IM with Frame and Engine.......................................................41

Figure 30 Side View of IM with Frame and Engine........................................................41

Figure 31 Rear View of IM with Frame and Engine........................................................42

Figure 32 Engine Cooling Diagram.................................................................................44

Figure 33 Isometric View of Headers.............................................................................46

Figure 34 Example of Exhaust Collector.........................................................................47

Figure 35 Isometric view of Assembled Headers, Collectors, and Mid-pipe..................48

Figure 36 Exhaust with Engine.......................................................................................49

Figure 37 Exhaust, Engine, and Frame...........................................................................49

Figure 38 Correction Factor F.........................................................................................59

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Introduction:
The goal of this semesters Formula SAE team is to design and construct a formula style race car
that is, while not 100% finished, drivable on a track. The Formula SAE car is made up of dozens of sub-
components, with this is mind we have assigned groups of one to three people with each group tasked
to design one sub-component. This will ensure the proper amount of man hours for research, design
and development is devoted to each component of the car, which will ensure greater quality of each
project and, as a result, will yield high quality finished product. The overall project is broken down into
four main groups (Frame, Engine, Suspension, and Controls) with each group having a team leader to
oversee the completion component projects. All designs will be validated by calculations (and or real
world mechanical testing) and 3D modeling, using SolidWorks. Once design and testing is complete,
fabrication and assembly will bring the car to reality. This car will become the corner stone of the
Formula SAE 2013 team and will be judged and raced at the Formula SAE international competition in
Michigan.

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Management:

Introduction:

The 2010 Formula SAE Team has made strides to a more task driven effective management with
an emphasis on efficiently transferring knowledge to future teams. In our dedication to accomplish this
goal we have instituted several systems to meet our demands. The first is a logical management
hierarchy with a team based structure allowing for a high degree of division of labor. Secondly, we have
employed an in depth record keeping system that tracks all design, research, work and costs. Our third
initiative is utilizing all the resources ODU has to offer; we are trying to diversify our scope of business
knowledge by incorporating other departments at ODU.

Management Structure:

The 2012-2013 ODU SAE Formula Car Team is comprised, currently of 30 undergraduate
engineers. Seventeen of these engineers are in the MAE 435 class and receive class credit for their work
on the car. The other undergraduate engineers are on the project for the shear enjoyment and take a
great deal of pride in their work. Five of these members went to the competition last year in Michigan,
and help to construct the 2011-2012 car, and the rest are freshmen, sophomores and juniors eager to
apply their classroom knowledge to the real world. With this many engineers it has been very easy for us
to assign each individual component of the car to a team of two or three people. This strong division of
labor in the design process has allowed for each part have the proper amount of attention required to
yield the high level of quality needed to be a major competitor in competition.

Internal Record Keeping:

As previously stated record keeping is a focal point of the management efforts this semester.
We have several different forms of records all of which are keep in their respective files in the SAE shop.
The first is one of the most commonly used forms, the Group Progress Report.

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 Figure 1: Group Progress Report Form

This purpose of this form is largely focused in the design phase of the project, with the intention of
document all the research and design discoveries throughout the project in order to aid future teams.
The secondary purpose of this form is to ensure that groups are constantly goal oriented and always
know where their efforts need to be concentrated.

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 One aspect judged in the SAE Formula Car competition is the actual cost to build each teams
car. This goes beyond actual parts and material cost but delves into labor cost as well. To help give an
accurate figure for this we have a Daily Work Record Form.

Figure 2: Daily Work Record

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This form is a convenient way for team members to record how long they worked as well as the parts
they used or ordered. The purpose of tracking parts is to aid in our active inventory which should
prevent unnecessary expenditures and help to keep costs at a minimum. These forms should also aid
future teams to accurately plan construction times and set realistic deadlines based on facts.

The final two forms are the Cost Record and Donations Record.

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 Figure 3: Group Cost Record

Figure 4: Donations Record

The cost record helps to track our expenditures and aids in the creation of our active inventory. This
should aid future years teams in the assembly of their budget as well as choosing parts vendors. The

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donations record helps to track donations cost for use in the cost report for the SAE competition. Future
teams will be able to use these records to help maintain relationships with donors and continue to help
fund the project.

Management Team:

In addition to engineers, the Formula Car Team has branched out to include other departments
as well, with the intention to use all the resources the University has to offer. We currently have three
marketing majors and a graphic design student assisting in fundraising, website management, and
media design. All four of these students are receiving class credit for their work, as this is an
independent study through the Marketing department. Currently these students have made a website, a
public Facebook Page, a Twitter account as well as brochures and flyers. All of these projects have the
same intention, to inform the public of what we do and how it positively impacts the University as well
as bringing in sponsors to help financially contribute to the cars success. The addition of these students
has created a very strong division of labor, in the business as a whole, and allows for the engineers to
focus on design to the highest standards of quality, while the marketing students along with the Project
Leader can focus on ensuring that all the resources will be accounted for and available for when it
comes time to build the car. To further continue this practice we intend to recruit students for the
Business Management department, Finance Department and possibly the Journalism department.

Overview of Status:

Currently the entire car, with the exception of the body, has been designed in SolidWorks. For
the rest of the semester our goal is to have detailed design reports, both for the Spring 2013 team and
the actual competition, as well as the goal of actually constructing the car. We are assuming that we will
have our funds accessible by early November and we can begin assembling the car shortly thereafter.
We have a deadline of October 28th for the completion of all order forms. For ease of recordkeeping and
for the sake of availability we intend to place all of our orders at the same time. Since our frame is
currently under construction, with as deadline to be completed by October 28, we will be ahead of
schedule to begin the final assembly. The assembly will take place once our budget is approved by the
ODU Engineering department budget committee. Once our budget approved we will, through the use of
our Cost Report forms we will order all of our parts the day we have funding and hopefully minimize
time in shipping. This will allow us to begin assembling the car as quickly as possible and make our end

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of the semester deadline. In addition to assembly the design of the body is also a major project for the
rest of this semester. We have a team of five students working on the body to determine what type of
aerodynamic aids we will need, diffuser, spoilers, wings, etc. as well as craft a highly aerodynamic shape
for the overall body. These designs will be tested in miniature form in the small scale wind tunnel at
ODU; additionally the car will be full scale tested at NASAs wind tunnel at Langley.

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Suspension
Introduction:
The suspension is the aspect of the vehicle directly related to stability and control. The
suspension connects the wheel and tire to the frame of the car as well as governs the vehicles
performance both statically and dynamically. Though the durability of the suspension is of very high
importance, vehicle alignment as well as weight reduction needs to be the center of every suspension
parts design. Both the front and rear suspension react to changes in the roadway and focus on load
displacement, however, the front suspension deals more with the steering.
SAE Formula cars implement the use of independent suspension, which means that each wheel can
move independently in the vertical direction, though on the same axle, causing each wheel to be able to
react to the roadway as necessary. This allows more of each wheel to stay on the ground.

Many factors are included in the design of the suspension of an SAE Formula car. First, there will
be the rules and regulations set by the FSAE governing the design of the vehicle. Once the rules are
understood, design of each part of the suspension can be started. The goal in creating a successful
suspension is to make the car light, allow for gripping the track, having the car correctly displace the
load, and find a proper stiffness. Load displacement can be calculated with the following formula:

(m * h a)
dW
t

Where dW represents weight transfer as a result of acceleration (N), a stands for acceleration (m/s 2),
m is the mass of the vehicle (kg), h is the height of the center of gravity (m), and t is the width of the
track (m) (Suspension). Gripping, stiffening, lightness and load displacement as a result of this
calculation can be integrated into a car through proper design and adjustments. Drag resistance is
negligible relative to the entire body of car and doesnt need to be considered as much for the
suspension.

According to the SAE rulebook, the car must be equipped with a fully operational suspension
system with shock absorbers, front and rear, with usable wheel travel of at least 50.8 mm (2 inches),
25.4 mm (1 inch) jounce and 25.4 mm (1 inch) rebound, with driver seated. The judges reserve the right

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to disqualify cars which do not represent a serious attempt at an operational suspension system or
which demonstrate handling inappropriate for an autocross circuit. The FSAE 2012 rule book also
requires that all suspension mounting must be visible or made visible by removing covers upon
inspection. A typical Formula SAE cars suspension is a collection of systems working in unison to provide
the maximum amount of traction and control to the driver.

Frame

The frame of the FSAE racecar is the infrastructure base of the vehicle. The design for the frame
was completed this summer by Adam Halpert, and the FSAE team rightly chose the frame as the
beginning point for fabrication. The frame was chosen first because components such as the suspension
rely heavily on the geometry of the vehicle to find the control arm mounts, roll centers, and instant
centers. The frame also gives the size boundaries for components such as the engine and seat.

Figure 6: Chassis Design

The chassis contains the frame and other important components of the car such as the engine,
suspension, and transmission. The SAE Rules provide specific guidelines about the design of the chassis.

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The inspection phase before the completion should be kept in mind, and the published set of rules must
be strictly followed.

Formula SAE rules have specific thickness and dimensions for the structure of the chassis that
leaves little room for innovation. According to the Formula One SAE handbook, The Primary Structure
of the car must be constructed of: Either: Round, mild or alloy, steel tubing (minimum 0.1% carbon) of
the minimum dimensions (2011...). The rules dictate that all chassis roll hoops must be made of 1
inch outer diameter mild steel tubing, with a 0.095 inch all thickness. All bracing must be constructed of
1 inch outer diameter mild steel with either 0.065 inch or 0.049 inch wall thickness, depending on the
type of bracing.

Other than fabrication, the frame is awaiting the attenuator design for completion. An impact
attenuator is a structure locked at the nose of the car which is used to decelerate impacting vehicles
gradually to a stop. The gradual deceleration of the race car will help prevent the frame and driver from
significant injury. The majority of the impact energy is absorbed by the deformation of the attenuator
structure. FSAE specifies that each car in operation must have an attenuator that meets specifications
and testing criteria. Any car with a bulkhead larger than the attenuator must have a diagonal tube in the
front bulk head. The diagonal tube is to keep the attenuator from collapsing into the vehicle when
impacted.
According to the SAE rules, the Impact Attenuator must be: installed forward of the front bulkhead, at
least 200 mm (7.8 in) long with its length oriented along the fore/aft axis of the frame, at least 100 mm
(3.9 in) high and 200 mm (7.8 in) wide for a minimum distance of 200 mm (7.8 in) forward of the front
bulkhead, and attached securely and directly to the front bulkhead and not be part of the non-
structural bodywork.

A schematic of the test method must be supplied along with photos of the attenuator before
and after testing. The test piece must be presented at technical inspection for comparison to the
photographs and the attenuator fitted to the vehicle.

CONTROL ARMS
The control arms purpose on a Formula One car is equivalent to the axles on a typical car.

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The most common design of control arms is the double wishbone system where two wishbone-shaped
arms connect the top and bottom of the wheel to the chassis. The control arms and frame are based off
the previous years car, but are designed in conjunction to create a better geometry. The upper and
lower control arms are points that connect the uprights to the frame of the car. As the car compresses,
the angle of the uprights, called camber, changes in relation to the car. This compensation is necessary
for when the car enters a corner, and then rolls toward the outside tire forcing the tire to lose contact
with the ground. This change in angle, which is called camber gain, is needed in order to compensate for
this loss of angle due to the rolling of the car. Camber gain is accomplished by having a shorter upper
control arm than the bottom, and having the mounting point to the upright higher than the mounting
point to the frame for the upper control arm.

Figure 7: A-Arm Design

The upper control arms are designed as a two piece control arm that is hinged with left and right
hand threaded heim joints at a point on the frame and a point on the upright to allow for adjustments as
shown in Figure 7. The two piece design is used so the upper control arm becomes fully adjustable. This
means that camber and caster can be changed by lengthening and shortening the front and rear
member of the upper control arm by unjamming the jam nuts and twisting the arm the length needed to
achieve the required camber and caster. The following two figures provide the dimensions of the upper
front control arm (left) and lower front control arm (right).

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Figure 8: Front Upper Control Arm Dimensions Figure 9: Front Lower Control Arm Dimensions

This adjustability needs to be taken into account because every tire is different and needs the correct
amount of camber to achieve the maximum grip. The reason for this difference is that each tire achieves
a different amount of sidewall deflection. Therefore, once the car has been assembled, testing for
camber will truly begin. In the meantime, the suspension analysis software Optimum K has been used
to obtain the amount of camber but requires further investigation for a value.

The lower control arm has been designed as a one piece control arm for simplicity. The attachment
points to the frame will have right hand threaded heim joints for some adjustability, while the point
attaching to the uprights will not be adjustable, because it will be using a circular bearing seated into the
control arm.

After the preliminary design was completed, the geometry of the control arms was analyzed and
showed that the instant centers were too close to the center of the frame. To fix the issue, the design
was changed so the lower control arm to be parallel to the ground, were as before the analysis, the
inboard mounting points were an inch higher. The full control arm system is shown below with the front
on the left and rear on the right.

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 Figure 10: Full Control Arm System Detail

Material Properties and specifications:

.035 wall thickness for control arm tubing

.63 outside diameter control arm tubing
Front and rear upper control arm length 16.6 inches overall
Front and rear lower control arm length 18 inches overall
24 Standard male heim, 3/8 shank/hole left and right hand tread

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 3/8 rod end inserts
65.01 wheel base
53.81 king pin to king pin in the front
56.05 king pin to king pin in the rear

SHOCKS, SPRINGS, & ROCKERS

The push-rod suspension is a form of suspension in which a push-rod connected to the upright
or A-arm transfers the forces from the wheels, while driving, to springs and dampening shocks. This
form of suspension allows the suspension to be placed within the body of the vehicle's body; this will
reduce drag along the suspension components. It is important for the suspension to keep the road
wheel in contact with the road surface as much as possible, because all the forces acting on the vehicle
do so through the contact patches of the tires. A properly tuned suspension will allow for a greater
control of the vehicle in maneuvers, while keeping the wheels in contact with the road surface. The
suspension must conform to FSAE Rule T6.1.1 which states "The car must be equipped with a fully
operational suspension system with shock absorbers, front and rear, with usable wheel travel of at least
50.8 mm (2 inches), 25.4 mm (1 inch) jounce and 25.4 mm (1 inch) rebound, with driver seated." This
rule dictates a significant part of the suspension requirements; we must use proper springs and
dampening ratios in the suspension or have the chance to fail out of the competition.

The first part of the suspension is the push-rod which is attached either to the lower A-arm or
the uprights. The push-rod allows for transfer of kinetic energy from the wheels to the shocks and
springs. The push-rod will be made of steel tube with heim joints at both ends to allow proper
articulation during different angles the pushrod will make to the uprights and the rocker.

The rockers are designed to allow the transfer of the energy from the pushrods to the shocks.
The push-rods will be mounted to the frame on bearings; the bearings will permit the rocker to rotate
accordingly. The geometry of the rocker changes the motion ratio between the wheels and the spring
displacement. The motion ratio is the ratio between vertical movement of the wheels and the distance
the shock will compress or elongate. Currently we are using a rocker geometry that will allow for a
motion ratio of 2.301 to 1, meaning for every 2.301 inches of wheel travel, the shocks will compress 1
inch. During the design of the rocker, we used Solidworks to test the Rocker design for stress analysis.

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The rocker is designed with aluminum 6061-T6 with yield strength of 40 kpsi. This choice of aluminum
will allow us save weight while maintaining structural integrity.

For the springs, we had to determine the proper spring rate. The determination of the spring
rate came from the weight of the vehicle including the driver, the motion ratio, and regulations in the
rule book. The approximate weight of the vehicle and driver is 575 pounds; we are using a 48%-52%
weight distribution from front to back, respectively, and equal weight distribution side to side. These
percentages provide 276 pounds on the front suspension and 292 pounds on the rear suspension,
meaning the spring rates for the front and rear will be different. The spring rate for a single tire will be
the weight per wheel multiplied by the motion ratio. So the front wheels will have a spring rate of
approximately 317lb/in, and the rear wheels will use a spring rate of approximately 344lb/in. Through
testing the suspension and vehicle, we will be allowed to finalize a specific set of springs that allow us
good control and handling of the FSAE vehicle. The following figure shows the full suspension set-up in
Optimum Kinematics, suspension software used to determine ratios and geometry of the suspension.

Figure 11: Optimum Kinematics Suspension Detail

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TIRES & WHEELS

Vehicles may have two types of tires including dry and rain tires. The dry tires are required on
the vehicle when it is presented for technical inspection and may be any size, type or tread. Rain tires
may be any size or type of treaded or grooved tire provided the tread pattern or grooves were molded
in by the tire manufacturer and there is a minimum tread depth of 2.4 mm. Under these constraints we
chose one of the largest Hoosier tires offered for FSAE in the hopes of increasing traction and overall
control on the track. The tire chosen was the Hoosier 43169 with size of 20x7.5-13, outer diameter of
20.6 and tread with of 8 and suggested rim size of 8.

According to the FSAE rules, the wheels of the car must have a diameter of at least 203.2 mm (8.0
inches). Any wheel mounting system that uses a single retaining nut must incorporate a device to retain
the nut in the event that the nut loosens. A second nut (jam nut) does not meet these requirements.
Aluminum wheel nuts may be used, but they must be hard anodized and in pristine condition.

For the wheels the Keizer A1 5-lug design was chosen due to the ease of modification and light
weight design of their wheels. The aluminum wheel dimensions are 13X8 with a low weight of 6.6lbs
each and a backspacing of 6. The tire and wheel assembly is shown below:

Figure 12: Tire and Wheel Assembly

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TRANSMISSION & DIFFERENTIAL

The purpose of the transmission is to convert, as efficiently as possible, the engines power to
the rear wheels of the car. Although the transmission serves a similar purpose than a normal car, the
design of the system is different when it comes to the differential and the gear box (for more
information about our gear box design see CONTROLS section).

During a race, a car must be able to transition between gears during cornering in order to keep
the maximum traction throughout the turn. The differential creates a change in torque to allow the tire
to rotate at different speeds through the turn. The 2012-2013 car uses a limited-slip differential which
uses friction to change the torque between the drive wheels.

The differential that has been chosen for the ODU FSAE car is a Drexler 2010 FSAE LSD
Differential. This Differential is significantly lighter than the 2012 cars Differential at approximately 2kg
or 4.4lbs. This limited slip differential has Aluminum housing utilizing a chain driven sprocket with a
maximum applicable torque of 1200 Nm (see picture below).

Figure 13: Differential Exploded View

UPRIGHTS
The suspension uprights are important to the vehicle for many reasons. First and foremost, the
uprights are the supports to connect the A-arms and steering to the wheels; they also provide a
mounting point for the braking and suspension components to the wheels and tires. In addition, the

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uprights used in the front end suspension are different to the uprights in the rear suspension due to
different forces and moments occurring at the front and rear.

When designing the front suspension, the first consideration is the A-arm mounting points. For
the purpose of our vehicle, the front A-arms were designed to be 10 inches apart with two heim joints
stacked vertically at the mounting points. Also with the heim joints stacked, the control arms will need
room to move vertically and horizontally freely without placing the control arms under bending. The
solution to dealing with the swing arms was to create slots in the top and bottom of the upright in order
to hold the joints in place with 0.25 bushings in between the joints and upright to reduce the bending
of the control arms during vertical motion as seen in the figure below:

Figure 14: Front Upright Design

After connecting the upright to the control arms, the upright becomes a mounting point for the
spindle, hub, and brake calipers, which will be discussed later in the report. When the uprights are
mounted with the hubs and brakes, the torque of the wheels during acceleration and deceleration
create a bending moment on the upright via the upper and lower control arms. The maximum force
applied to the upright during braking is 450 pounds; therefore, aluminum 6061 was used for the upright
material due to high yield strength (8 kpsi) and lightweight (0.0975 lbs/in^3). See stress analysis of front
upright in the figure below:

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 Figure 15: Front Upright Stress Analysis

From the stress analysis, the maximum stress applied to the upright is 2,918.2 psi, and the yield strength
of the aluminum in 7,998.6 psi. The minimum factor of safety for the upright is 2.74.

The rear upright faces similar challenges as the front upright when dealing with braking force,
but also has new challenges. First, the rear upright is a new design compared to the front upright
because the rear control arms handle the toe of the suspension system. The overall shape of the rear
upright will change from a rectangle to a triangular component in order to attach the third control arm
on the bottom of the upright to dictate the toe of the rear wheels. Figure 8 shows the two legs at the
bottom of the upright where the front leg is for the heim joints for the double A-arms and the back leg is
for the toe control.

The rear upright has similar issues to handle when it comes to A-arms, except the A-arms attach
from a sharp angle from the vehicle frame. Therefore, the rear upright was designed to use detachable
brackets on the upper and lower A-arms. Detachable brackets allows for open sides where the A-arms
can attach from a sharper angle than in the front as well as allow for minimal swing during motion.

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 Figure 16: Rear Upright Design

The braking forces applied to the rear upright are not as significant as the front, because when
the vehicle brake, the weight is mostly placed on the front tires. However, the rear suspension deals
with a torsional load from the differential to the rear wheels. The stress analysis figure below
incorporates 300 lbs. of braking force and approximately 10,000 in-lbs of torque.

Figure 17: Rear Upright Stress Analysis

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The stress analysis shows a maximum stress of 5,495 psi, and the yield strength of 7,998.6 psi giving a
factor of safety of 1.47. The factor of safety is less than the front upright, but the brackets for the rear
upright will absorb some of the energy during motion to lower the maximum stress on the rear upright.

Hub and Spindles

The hubs and spindles of the vehicle are the components of the suspension to hold the wheel
and tire to the upright. Hubs are the components directly connected to the wheel of the tire as well as
the mount for the brake rotor. Spindles, on the other hand, are the components of the suspension that
allows the hub to freely spin with the use of bearings as well as attach the hub to the upright. For our
design, we stuck to a conventional bearing design in the rear suspension where the bearings are pressed
into the uprights. However, in the front suspension, the bearings were pressed into the hubs because
the front spindles are not directly powered by CV shafts as in the rear suspension.

The hubs were designed in junction with the lug spacing and backspacing dimension of the
wheel. After the design of the hub was aligned with the wheel dimensions, the cut-out of the leaves on
the hub were used to reduce the weight. The material used for both the front and rear hubs are 4340
steel due to its high yield strength of 68 kpsi. The difference between the design of the front and rear
hubs is the mounting to the spindle. The front hub is pressed with the bearings meaning the hub needs
to have enough material to handle the stresses of the free roll of the front tires.

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 Figure 18: Front Hub Stress Analysis

As seen in the front hub stress analysis, the maximum stress on the hub is 374.8 psi and the yield
strength of the material is 68,167.7 psi. The spindle designed for the front suspension is shown in the
figure below:

Figure 19: Front Spindle Design

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The spindle is attached to the upright using 0.25 bolts and the initial 1.5 length of the upright rests
inside the upright to counter any cantilever loads applied to the ends of the spindle. After the hub and
bearings are placed on the spindle, a 0.75 castle nut is used to hold the hub to the spindle.

The rear design uses a similar shaped spindle, however, the end of the spindle is bolted to the boot of
the CV shafts, which attaches to the differential. With the spindle attached to the shafts, the bearings
are pressed into the upright to allow the spindle freedom to rotate with the differential. Therefore, the
spindle is designed with a triangular section to attach the rear hub designs, see Figures 20 and 21.

Figure 20: Rear Spindle Design

Similar to the front upright, the rear hubs are secured to the spindle using a 0.375 castle nut. The lip at
the start of the spindle was used to create a small separation between the base of the spindle and the
upright so there was no friction or rub when the CV shaft spins the spindle in the upright.

Figure 21: Rear Hub Design

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Figure 2.16
Controls
Introduction

The Controls group is a subgroup of the ODU FSAE team that is responsible for designing and
putting together the shifting, steering, pedal assembly, and the seat/firewall of the Formula car. The
goal of the controls design is to aid the driver in such a way that he is not distracted from the race. This
is important, especially in a race where it is a student driver and multiple drivers will be used. Making a
cockpit that can be easily adapted by a range of drivers, both in size and skill level, is the top priority of
the controls group.

Steering

The team wants to make the car easily drivable with little hassle so a steering rack with a low
ratio was chosen. This was done so the car can turn with little rotation of the steering wheel and so the
driver does not have to make overhand turns while driving. The weight of the steering components was
considered when selecting the material in order to keep the weight of the car light. The steering column
will be fabricated once the suspension team finalizes the location of the rack and pinion. The throttle
and clutch pedal have been designed in Solid Works but have not been fabricated. The brake pedal
design is in the preliminary stage and could be completed within a week once. The master cylinder bore
size will be 7/8 inches. The bore size directly affects the brake pedal ratio, which has been selected to be
6:1, by transforming the force applied by a person into the pressure within the brake lines. The material
for the seat has not been finalized and research is being conducted to determine the best choice for the
car.

Shifting

The shifting in the car will be done electronically on this years Formula car. The Controls team
intends to have two buttons on the steering wheel that will shift the gears up and down. Doing this will
allow the car to shift gears at an optimized RPM to maximize immediate shifting. On a straightaway
shifting from low to high gears will just require pressing the up shift button several times. There will be
no first gear because shifting from first gear to second gear requires two up shifts and it will be easier to
shift without it. Another reason for the electronic shifting is due to the space limitations in the car. The
drivers focus should be on the road and having the shift buttons on the steering wheel will help

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accomplish this. A mockup of the actuator assembly was fabricated in the shop in order to test without
attaching it to the car. The test runs and trials will be done through ECM.

Figure 22: Actuator prototype

6
5
4
3
2
N
Figure 23: Shifting diagram

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Brakes
Introduction

The braking system for a Formula One design is similar to the braking system on a normal street
car. The integral components of the braking system are the master cylinder, calipers, and rotors. For our
design, we will use brake analysis to determine braking force applied to all four wheels in order to create
the maximum braking force possible.

The brake analysis requires two main parts of analysis: maximum braking force and heat
generation and dissipation. One of the challenges that the team will need to overcome at the
competition is to demonstrate the capability of locking all four (4) wheels and stopping the vehicle in
a straight line In order to do this we must determine what kind of force is necessary to lock the
wheel. We first look at the free body diagram:

Figure 24: Brake Rotor Free Body Diagram

Where Fb=Frictional force due to the brake pad; Rb = effective radius of the brake pad; Rr=wheel radius;
Fr=Frictional force due to the road; w=angular velocity

In order for the wheel to lock up, looking at the sum of the moments:

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 As the car decelerates during braking, the weight of the rear shifts to the front of the car
creating more weight for the front brakes to handle. Since the max frictional force acting to slow the car
down is (0.9)*m*g, the fastest that the car can decelerate at is .9 gs. This is an important fact when
determining the dynamic axle load. Determining the amount of weight transfer to the front axle can be
determined by using the following equation:

With our 48% front to 52% rear weight distribution, is 288 pounds, the weight supported by
the front axle, and is 312 pounds, the weight supported by the rear axle. When deceleration occurs,
the dynamic load on the front axle will be , 380 pounds. Conversely the dynamic load on
the rear axle while decelerating will be , 220 pounds. Using the maximum deceleration
and the dynamic loads (normal forces), we can now determine the force needed per pad per
wheel to lock up the wheels. Obviously the brake pad force from the rear axle will differ from the front
axle.

If one set of brakes lock up before the other, the braking efficiency is reduced. This is due to the
fact that while one set of wheels have not yet started to slow the car down at their maximum capacity,
but also, due to the fact that the kinetic coefficient of friction is often lower than that of static
coefficient of friction. Brake power distribution is also important because if the back brakes lock up
while the front are still rolling, the car is at risk of having the back end swing out, thus making it harder
to control once the car comes out of its skid. To optimize braking performance, the braking distribution
should equal the weight distribution. Mathematically speaking:

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 After completing the previous calculations, the next step in the design process is to select a
caliper and master cylinder to fit these calculations. The master cylinder needed to have a bore size
large enough to convert the brake pedal force into pressure on the caliper. Therefore, we chose a
Wilwood Tandem Master Cylinder with a 7/8 bore size which produces 1500 psi. Once the pressure
from the master cylinder is decided, we need to determine a diameter size for the brake calipers to stop
the dynamic load on the front tires.

We will use the same size calipers on the front and rear tires, because if the caliper piston
produces enough force to stop the dynamic load of the front then it will be large enough for the rear.
The pressure of the caliper from the master cylinder will decrease due to the piston diameter being
larger than the bore size of the master cylinder. The pressure on the calipers is 1020 psi, which produces
2500 pounds of force to stop the torsional load of the front tires. We chose a Wilwood DynaPro single
piston caliper with a piston diameter of 1.75. The piston and master cylinder combination along with a
mechanical advantage of 6:1 from the brake pedal assembly produces enough force to stop the vehicle,
but the main concern with braking is heat generation.

Heat Generation/Dissipation
Heat Generation and Dissipation is very critical for successful brake implementation. Excessive
heat can ruin wheel bearings, vaporize brake fluid, and cause brake fade. Heat generation is pretty
simple, kinetic energy is converted to heat energy, meaning

Heat dissipation can be determined by using Newtons cooling model,

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 It is important to select brake materials that maintain frictional and thermal properties at
operating temperatures. The brake caliper will use grey cast iron brake pads with a 0.6 coefficient of
friction applied to a steel rotor. The brake rotor is supplied by Wilwood with a 10 outer diameter and
drilled to help maintain cooling during the deceleration.

Engine

Intake

Introduction

Fluid flow through a four stroke engine is unsteady. Consider the induction process. The
following parameters are unstable: pressure, temperature and gas particle velocity. The unsteady state
is due to the fact that the intake and exhaust valves are rapidly opening and closing (Blair 1999). Intake
pipe pressure is violently changing with respect to acoustic speed.

The intake system consists of an intake manifold, a throttle, intake valves, and either fuel
injector or a carburetor to add fuel. Fuel injectors can be mounted by the intake valves of each cylinder

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(multipoint port injection), at the inlet of the manifold (throttle body injection). The intake manifold is a
system designed to deliver air to the engine through pipes to each cylinder, called runners. The inside
diameter of the runners must be large enough that a high flow resistance and the resulting low
volumetric efficiency do not occur. On the other hand, the diameter must be small enough to assure
high air velocity and turbulence, which enhances its capability of carrying fuel droplets and increases
evaporation and air-fuel mixing.

Volumetric efficiency is one of the most important processes that govern how much power and
performance can be obtained from an engine is getting the maximum amount of air into the cylinder
during each cycle. More air means more fuel can be burned and more energy can be converted to
output power. In Ideal case, a mass of air equal to the density of atmospheric air times the
displacement volume of the cylinder should be ingested for each cycle. Due to the fact of the short
cycle time available and the flow restrictions presented by the air cleaner, intake manifold, and intake
valve, less than this ideal amount of air enters the cylinder.
v = ma / a Vd = na / a Vd N
Where

ma mass of air into the engine (or cylinder) for one cycle

a steady-state flow of air into the engine

a air density evaluated at atmospheric conditions outside the engine

Vd displacement volume

N engine speed

n number of revolutions per cycle

Fuel is added to inlet air somewhere in the intake system - before the manifold, in the manifold,
or directly into each cylinder. The further upstream the fuel is added, the more time there is to
evaporate the fuel droplets and to get proper mixing of the air and fuel vapor. However, this also
reduces engine volumetric efficiency by displacing incoming air with fuel vapor. Early fuel addition also
makes it more difficult to get good cylinder-to-cylinder AF consistency because of the asymmetry of the
manifold and different lengths of the runners.

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 Volumetric efficiency will always be less than 100% because fuel is also being added and the
volume of fuel vapor will displace some incoming air. Manifolds with late fuel addition can be designed
to further increase volumetric efficiency by have larger diameter runners. They can also be operated
cooler, which results in a denser inlet air flow. The length of a runner and its diameter should be sized
together to equalize, as much as possible, the amount of air and fuel that is delivered to each separate
cylinder. To minimize flow resistance, runners should have no sharp bends, and the interior wall
surface should be smooth with no protrusions such as the edge of a gasket. On SI engines, air flow rate
through the intake manifold is controlled by a throttle plate (butterfly valve) usually located at the
upstream end. The throttle is incorporated into the carburetor for those engines so equipped.

Temperature Consideration (Heat Transfer - High Temperature)

All intake systems are hotter than surrounding air temperature and will consequently head the
incoming air. This lowers the density of the air, which reduces volumetric efficiency. Intake manifolds
for carbureted systems or throttle body injection systems are purposely heated to enhance fuel
evaporation. At lower engine speeds, the air flow rate is slower and the air remains in the intake system
for a longer time. It thus gets heated to higher temperature at lowe speeds, which lowers the
volumetric efficiency at the lower speed end.

Valve Overlap

At TDC (top-dead-center) at the end of the exhaust stroke and the beginning of the intake
stroke, both intake and exhaust valves are open simultaneously for a brief moment. When this
happens, some exhaust gas can get pushed through the open intake valve back into the intake system.
The exhaust then gets carried back into the cylinder with the intake air-fuel charge, displacing some of
the incoming air and lowering volumetric efficiency. The problem is greatest at low engine speeds,
when the real time of valve overlap is greater and there is lower pressure in the intake manifold. This
effect lowers the efficiency at the low engine speed end. Other factors that affect this problem are the
intake and exhaust valve location and engine compression ratio.

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Pressure Consideration Fluid friction Losses

Air moving through any flow passage or past any flow restriction undergoes a pressure drop. For
this reason, the pressure of the air entering the cylinders is less than the surrounding atmospheric air
pressure, and the amount of air entering the cylinder is subsequently reduced. The viscous flow friction
that affects the air as it passes through the air filter, carburetor, throttle plate, intake manifold, and
intake valve reduces the volumetric efficiency of the engine intake system. Viscous drag, which causes
the pressure loss, increases with the square of flow velocity. This results in decreasing the efficiency on
high speed. Smooth walls in the intake manifold, the avoidance of sharp corners and bends, elimination
of the carburetor, and close-fitting parts alignment with no gasket protrusions all contribute to
decreasing intake pressure loss. One of the greatest flow restrictions is the flow through the intake
valve. To reduce this restriction, the intake valve flow area has been increased by building muti-valve
engines have two or even three intake valves per cylinder.
Air-fuel flow into the cylinders is usually diverted into a rotational flow pattern within the cylinder.
This is done to enhance evaporation, mixing, and flame speed. This flow pattern is accomplished by
shaping the intake runners and contouring the surface of the valves and valve ports. This increases inlet
flow restriction and decreases volumetric efficiency. If the diameter of the intake manifold runners is
increased, flow velocity will be decreased and pressure losses will be decreased. However, a decrease in
velocity will result in poorer mixing of the air and fuel and less accurate cylinder-to-cylinder distribution.
Compromises must be made (Pulbrek 2004).
The 2013 intake manifold design is based on torque at 38.5 pound-foot at 9488 revolutions per
minute. It can be shown that a runner length of 12.2 inches is achieved by the effective cam duration, a
five degree factor of safety, desired rpm, speed of sound and the number of pulses
(www.grapeaperacing.com). Runner area is determined by considering the diameter of the intake valve
of 27.2 mm times two (GSXR 600 Tech Manual 2006) and assuming only 85% of flow is achieved. The
average taper of the runner is 4.84 degrees. The composition of the runner is aluminum T-6
Consider the plenum architecture. There is no known formula when considering plenum size.
Most experts agree that plenum size should be based anywhere between one to times the engine
displacement of 600 cubic centimeters. Grapeaperaing.com suggests that a four stroke engine should
have a 50% to 60% displacement (www.grapeaperacing.com). The 2013 intake manifold is designed a
little over 60% engine displacement of 63 cubic inches. This is just over a liter. The material of the
plenum is carbon fiber and incorporates velocity stacks.

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 Finally we consider the ram pipe and the restrictor plate. The ram pipe diameter of 1.72 inches
is based on Helmholtz equation.

Dram =

Figure 25: Isometric View of 2013 Intake Manifold.

Figure 26: Frontal View of 2013 Intake Manifold.

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The length of the ram pipe of 6.5 inches was considered using 13 inches of length at 6000 rpm and
subtracting 1.7 inches for each increment of 1000 rpm (www.grapeaperacing.com). The orifice is
designed as a nozzle/diffuser with a throat area of 20mm (2013 FSAE rules 2013).

The final outcome should obtain a pressure pulse entering the combustion chamber after the
intake valve opens and thereby increasing volumetric efficiency. Hence, an increase in torque and horse
power should be achieved.

Figure 27: Cutaway View of 2013 Intake Manifold Plenum.

Figure 28: Cutaway View of 2013 Intake Manifold Restrictor.

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Design Method

SolidWorks is a CAD program used to generate one dimensional to three dimensional drawings.
The 2013 Formula I intake manifold incorporated this software for its design. SolidWorks is also very
dynamic when considering flow testing, stress analysis, heat transfer analysis and vibrational analysis.
Flow analysis will be incorporated in the testing of the 2013 intake manifold. The software allows the
user to integrate with other team members of the formula SAE team.

Figure 29: Front View of IM with Frame and Engine.

Figure 30: Side View of IM with Frame and Engine.

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 Figure 31: Rear View of IM with Frame and Engine.

Fuel Cell

Introduction

In order to effectively design the fuel tank we must first identify the fuel needs of the
competition and vehicle. The 2013 FSAE rules estimate next years endurance competition to be 13.66
miles (or 22km). This is the longest running stretch of the competition and will require the most amount
of fuel to be utilized. The rules also show there will be aspects to the competition involving a number
hair pin turns (with a minimum diameter of 9m) which raises a concern for fuel sloshing and possible
fuel starvation, a condition where, due to centrifugal forces, fuel sloshes from side to side causing a loss
of fuel to the suction of the fuel pump and a subsequent engine failure.

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Fuel Volume Determination

A theoretical (necessary) volume of fuel was determined mathematically using calculations of

fuel consumption based on: length of the endurance race course, fuel and air mass flow rate (), fuel
mass (m) (for Octane), restrictor diameter (d), and a Mach number of 1 (M=1) under choked flow
conditions. It is important to note at this time, M=1, theoretically, during times when the engine is at full
throttle. This will only occur coming out of turns and in straight-always and will not be the case all of the
time. As a result our estimation of necessary fuel will be an over estimate. (See Appendix 2 for
calculations)

From our calculations we determined a maximum of 3.09 gal will be needed to complete the
endurance course. In prior years experience, from both prior ODU teams as well as other teams
experience, 2 gal was proven to be quite sufficient to meet the needs of this part of the competition.

Sloshing Prevention

To prevent sloshing within the tank we will be using a baffle system. Baffles will be welded,
slanted in a downward angle, to the tank walls above the location of the fuel suction line. When the
vehicle turns at hard angles, the baffles will block a large portion of fuel flow up the sides of the tank,
preventing the fuel suction hole from being uncovered. As an additional aid, the tank will have a conical
shape at the bottom allowing the fuel suction line to be located at the lowest point of the tank, ensuring
maximum exposure to fuel.

Materials

This years tank will be constructed by our team using 3mm Aluminum with POR-15 gasoline
proof sealant. The aluminum will provide a low weight for the tank while the sealant protects the tank
from corrosion and prevents leaks.

Construction

The tank will have a wedge shape design in order to fit effectively below and slightly behind the
driver. Additionally, the bottom will have a conical shape (mentioned above) to provide a low point for
fuel suction and to reduce sloshing effects. Per FSAE regulations the tank will contain a filler / sight tube
located on top of the tank with a length a minimum of 125mm and at an angle not to exceed 45 degrees
from the vertical axis. It was found in past years that a lack of a vent system in the tank led to an

43 | P a g e
inadequate amount of fuel for the endurance race. This year we will include a vent tube, to be located
adjacent to the filler line. The vent tube must have a length higher than that of the filler tube, and both
the vent tube and filler tube will contain check valves to prevent back flow. In addition to the filler and
vent tubes, the tank will contain welded connections for the fuel line and a fuel return line (which will
allow a pressure regulator to maintain fuel flow at 43psi, per the engine specifications).

A 3D design in Solid Works is currently underway. Once driver seating dimensions are finalized
and available room is specified, dimensions will be able to be set for the fuel tank will a volume range of
2 3.09 gal to work with.

Cooling

Introduction

As we know, the cooling system of any machine is very important for the machine to operate
efficiently. Most people often overlook this aspect of a vehicle. As much work is limited building an
adequate cooling system, lots of research is required for the system to run efficiently. The objective of
this system is to maintain the engine at a constant optimal operating temperature. Furthermore, the
cooling system must be reliable and light while mounted on our cars frame. Taking these aspects into
account, the use of an effective radiator should be chosen based on size, weight and cooling capabilities.

Figure 32: Engine Cooling Diagram

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Radiator Classification

The primary component of the cooling system will be a Single Cross Pass Flow HX, which is an
unmixed cross flow heat exchanger. Flow will circulate from the radiator through the engine to cool heat
produced by waste energy. The heat is then transferred from the water to the outside air via fins causing
the cooling of the water. This water is then re-circulated through the engine to repeat the process.
Accompanying the radiator will be an electrically driven fan operating in a band of 88C 104C and a
mechanically driven water pump which operates off the rotation of the engine shaft.

In previous years there were problems with overheating of the engine. One of the contributing
factors may have been that the inlet hole where the fluid enters the radiator was directly above the exit
hole, allowing incoming hot water to mix freely with outgoing cold water. This years radiator is
designed so the position inflow and outflow locations maximize cooling exposure.

Radiator Heat Transfer and Surface Area Analysis

Obtaining the surface area is critical because the larger the radiator generally the more heat is
dissipated because of its larger surface area. Due to space limitations, heat and mass transfer analysis is
required to select the smallest radiator that can meet the formula cars needs .We calculated the rate of
heat transfer using the equation: , where is the mass flow rate created by the water
pump, is the specific heat capacity of water, and is the change in temperature of the inlet and
exit temperatures of the fluid. The following equation for the total heat transfer of the radiator was
used: . We were then able to calculate the surface area using the
equation where F is the correction factor based on air and water temperatures and
type of heat exchanger. is the log mean temperature. To obtain the value for F we must first find the
factors P and R then evaluate the Correction Factor Chart to obtain F (Figure 9). Calculations are located
in Appendix 3.

Exhaust

Introduction

The combustion that takes place inside an engine can be defined by a chemical reaction. In this
particular reaction, gasoline mixes with air and a spark is introduced. The spark acts as a catalyst, and

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the gas reacts with the air. Once the reaction is complete, products such as carbon monoxide, carbon
dioxide, nitrogen oxide, and water are left in the engines cylinders. Below is the theoretical combustion
equation for octane, which is the main ingredient in gasoline:

C8H18 12.5(O2 3.76N2 ) 8CO2 9H2O 3.32N2

The purpose of the exhaust system is to remove the waste products of the combustion reaction
of the engine. Once the waste gases are emptied, air is allowed to enter the cylinders
from the cylinders
and restart the combustion cycle.

The exhaust system is made up of multiple parts. The headers attach to each exhaust outlet on
the engine, and are the primary stage of exhaust flow. Each header consists of a flange and a runner.
The runner is the pipe the exhaust gas flows through, and the flange attaches the runner to the engine.
These are usually welded together.

Figure 33: Isometric view of headers

The headers then join together through a collector or series of collectors. These collectors
transfer the exhaust flow from each individual runner into a single, larger pipe. There are two common
ways to collect exhaust systems. The first is a 4 to 1 configuration, which provides better max power for
a full throttle environment. The second is 4 to 2 to 1 configuration, which provides a power band that is

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better for all around performance. Since the courses in the Formula challenges have a large number of
turns, we will be designing our exhaust in a 4 to 2 to 1 configuration.

Figure 34: Example of an exhaust collector

Once all the exhaust travels through the headers and collectors, it then hits the mid-pipe, which
transfers the gas to the muffler and the tail pipe. When tuning the exhaust for a desired decibel level,
the mid-pipe length is usually what is changed.

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 Figure 35: Isometric view of assembled headers, collectors, and mid-pipe

In order to maximize power while keeping noise levels to a minimum, the exhaust length must
be calculated to match the engine speed that the judges will be testing at. We will need to know a few
things in order to calculate the exhaust length, including: engine speed (RPM), degrees before BDC that
the exhaust valve opens, and the distance from the exhaust valve to the manifold. For an engine speed
of 11,000 RPMs, we will need an exhaust length of 16.5 inches.

Materials

The exhaust flanges, runners and collectors will all be fabricated using mild steel. The runners
will be made from 13/8 inch smoothbore tubing with a wall thickness of 0.065 inches. The tubes
connecting the first two collectors to the final collector will be 1 5/8 inches in diameter with a wall
thickness of 0.065 inches as well. The mid-pipe will have the same wall thickness with a diameter of 1 3/4
inches. The muffler we will use is a Yoshimura TRC slip-on, and will be a combination of stainless steel
and carbon fiber.

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Construction

The flanges for the headers and the collectors will be purchased. The runners and mid-pipe will
either be pieced together using purchased mandrel bends, or we will custom bend the tube through an
outside shop. Each piece will be welded to the next via TIG or MIG welding.

Figure 36: Exhaust with engine

Figure 37: Exhaust, Engine, and Frame

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Conclusion

This semester the ODU Formula SAE team is on schedule to meet our deadline. Through hard
work and perseverance each team has successfully completed their design and validated them with
SolidWorks testing. We are currently ahead of schedule since our frame and suspension will be
completed long before our budget is approved and we can order the rest of the parts required for the
car. The late budget, we will not receive money until November 7th at the earliest, is an unfortunate
reality, but one that can not be avoided. The late date will put a lot of pressure on those involved with
fabrication as the timeline for their work has been drastically reduced. However, we have a very large
group and achieved the required man hours should not be an issue. The Monarchs will be testing on the
track by January 1st, that is our teams guarantee.

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Appendix

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APPENDIX: 1
Intake Calculations

The design is based on torque in the high rpm range and a 7% increase from 2012 FSAE Formula Data:

HP = 68.2 HP @ 9400 rpm Torque = 38.5 Lb-ft @ 9200 rpm

Increase of 7%: Torque = (0.07) (38.5) + 38.5 = 41.195 lb-ft rpm = (0.07) (9200) + 9200 = 9844rpm
Frequency = 9844 rpm

Effective Cam duration is designed based on the pressure wave arriving before the valve closes and after
it opens (30 degree is subtracted). The Intake manifold duration is 284 degree.

ECD = 720 284 -5 = 406 (1.1972 rev)

Runner Length:

Based on the location of Virginia Beach, VA and Brooklyn, Michigan (FSAE Event), the average
speed of sound is calculated as 1114.72 ft/sec.

Period = (60 sec/min) / (9844 min/rev) = 0.0060951 sec/rev

Rev = (406 degree) / (360 rev/degree) =1.127 rev
time = (1.127 ) (0.0060951 sec/rev) = 0.00687392 sec
Total Runner Length = time * speed of sound
= (0.00687392 sec) (1114.72 ft/sec) = 7.662496 ft (91.94995 in)
The wave will travel a distance of 91.95 inches. The wave travels back from the plenum
(resonance chamber) to the intake valve; one pulse is defined as one travel of wave up and down the
pipe. Let n = # of pulses. (91.95 in ) /2 = 45.975 in for n = 1.

For n = 4 pulses, Runner Length = 11.5 inches

Runner Diameter:

Using Helmholtz Equation: (Dram) = [(CC's)/(Veff) (RPM)] / [(Ve1)(1130)]

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 The calculated result of Runner Diameter is 1.4 inches. However, this presents a problem w/ the
design of port surface. 1.5 is chosen as this will give a taper into the port manifold which increases the
velocity and decreases the pressure.

Runner Diameter = 1.5

Lower Runner Taper:

Degree

Degree

= = = 4.84 degree

Design of the Upper Tube:

The total length of the runner is 11.5 inches. The lowered runner and upper runner is designed
using an equation of Arc.

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 i) Lofted lower runner

(s1) = = 1.906271224 inches

ii) Let s2 = 4.45437

Plenum Volume

The plenum volume should be (1-2) times of engine displacement. Sufficient volume is required
to deliver plenty of airflow while keeping the volume low enough to keep the throttle response from
becoming sluggish. For a 4 cylinder engine, 60% displacement is used.

Engine displacement = 36.553 in^3 @60% => 36.443 in^3 + (36.443^3)(0.6) = 58.523 in^3

Volume of Plenum = 59 in^3 = 1 liters

The plenum is modeled as an elliptical paraboloid.

Ram Pipe Design

The ram pipe consists of piping, filter, throttle body, restrictor orifice (diameter = 20mm)

Using Helmholtz Equation: (Dram) = [(CC's)/(Veff) (RPM)] / [(Ve1)(1130)]

Dram = 1.72 inches

For the length of ram pipe, starting with 13 inches of pipe @ 6000 rpm, add or subtract 1.7 inches for
each increased or decreased rpm of 1000. The calculated (Lram) total = 6.5. Due to the design of the
frame, at least 8 inches of ram pipe is required.

(Lram)total = 8 inches

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Restrictor Plate

Based on 2013 FSAE Rules, the restrictor plate must be at least 20 mm in diameter to limit the power of
the engine. A diffuser/nozzle type design is used to prevent VENA contracta.

D = 20 mm
D = 0.7870 inches

Base Data:

Inner Diameter = 1.5 inches Outer diameter = 1.90 inches Base Diameter = 4 11/16 inches

Bolt circle = 3 inches Hole diameter = 13/32 inches Bold Height = 0.75 inches

Design Data (Base data + 0.22 inches):

Inner Diameter = 1.72inches Outer Diameter = 2.12 inches Base Diameter = 4.9075 inches

Bolt circle = 3.97 inches Hole diameter = 13/32 inches Bolt Height = 0.75 inches

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Total length = 5.24 + x inches

Total Length of the Ram pipe is 8 inches. This leaves 2.76 inches for the design of throttle and 0.25
inches for velocity stack.

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APPENDIX: 2
Fuel Volume Calculations

Equations:

Combustion Reaction

C8H18 + 12.5 (O2 + 3.76 N2) _ 8 CO2 + 9 H2O + 47 N2

Mass: O2 = 32kg/mol

- N2 = 28.013kg/mol

C8H18 = 114.23 kg/mol

Mass Flow Rate

Where = 1.4

Air Fuel Ratio (using Octane and 100% theoretical air)

Fuel Volume

Mass of Fuel

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 Where t is time to complete course:

Assumptions:

Course Length: L = 13.66miles = 22km

FSAE estimated average speed: v = 48 57 km/hr

Restrictor diameter: d = 0.02mm

Mach: M=1

Temperature:

Pressure:

Fuel Density:

Results:

a = 0.074 kg/s

AFmass = 15.03kgair/kgfuel

f = 0.005kg/s

t = 1650s

mf = 8.25kg

V = 0.0117m^3 = 3.09gal

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APPENDIX: 3

Radiator Calculations

Fig 38: Correction Factor F

Equations:

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Assumptions:

Water

Th = 104C

Tc = 88C

= 0.1667kg/s 1.89kg/s

Air

Th = 49C

Tc = 27C

U = 400W/m^2K 850W/m^2K (for water side)

Results:

Q = 11.64KW

= 19C

F= 0.68

A = 22200cm^2 to 10400cm^2 (range)

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 APPENDIX: 4
Exhaust Length Calculations

Engine speed for decibel testing:

AveragePistonSpeed ft min 6
RPM
Stroke(in)

3,000ft min 6
RPM 10,757rpm
1.67323(in)

Since the engine speed is rounded to the nearest 500rpm, we will be tested at 11,000rpm.

Exhaust length (Silent Exhaust):

850(180 N)
L P
RPM

Where:

L=Length (in), N=Degrees before bottom dead center, P=distance from the exhaust valves to the
manifold (in), and RPM=testing engine speed

850(180 57 o )
L 2in 16.5in
11,000rpm

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 References

About Formula SAE. http://students.sae.org/competitions/formulaseries/about.htm, n.d.

2012. Web

Blair, Gordon. Design and Simulation of Four-Stroke Engines. Warrendale, Pa. Society of

Automotive Engineers, Inc. 1999. Print.

Induction Systems. www.grapeaperacing.com, Web.

Suzuki, Suzuki GSXR-600 Service Manual, Japan. 2006. Print.

2013 Formula SAE Rules. SAE International, 2013. Print.

Pulkrabek, Willard W. Engineering Fundamentals of the Internal Combustion Engine. 2nd ed. Upper
Saddle River, Nj: Prentice Hall, 2004. Print.

"Silent Exhaust." . N.p., 21 2000. Web. 14 Oct 2012. http://www.piteraq.dk/flight/exhaust.html.

"Exhaust System." Wikipedia. N.p., 4 2012. Web. 16 Oct 2012.

http://en.wikipedia.org/wiki/Exhaust_system.

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