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XIV International Conference 2020 SPbGASU “Organization and safety of traffic in large cities”

Design and specifications of racing car chassis as passive safety

feature
XIV International Conference 2020 SPbGASU “Organization and safety of traffic in large cities”

Design and Viktoria Saplinova of , Ivan Novikov, car Sergey Glagolev

*
specifications racing chassis as passive safety
feature
Shukhov Belgorod State Technological University, 46 Kostyukova St., Belgorod, 308012, Russia

Abstract Viktoria Saplinova *, Ivan Novikov, Sergey Glagolev

Shukhov Belgorod State Technological University, 46 Kostyukova St., Belgorod, 308012, Russia
This paper reviews the design and test results for the main passive safety feature of Formula-type (Formula Student class) open-
wheel racing cars: the tubular spaceframe chassis. Formula Student is an international competition for engineering students and
young athletes, who work in teams to design racing cars, assemble them from scratch, and then race them. This paper presents a
Abstract
chassis strength analysis, the results of head-on and lateral crash tests, and torsional stiffness calculations for the chassis of a racing
car used by the team representing the Shukhov Belgorod State Technological University, as proof that this particular structural
This paper reviews the design and test results for the main passive safety feature of Formula-type (Formula Student class) open-
design is safe for future use.
wheel racing cars: the tubular spaceframe chassis. Formula Student is an international competition for engineering students and
Keywords: chassis; energy absorption; racing car; Formula Student; safety; structure; testing; stress; equipment movement.
© 2020athletes,
young The Authors. Published
who work by ELSEVIER
in teams B.V. cars, assemble them from scratch, and then race them. This paper presents a
to design racing
This is an
chassis open access
strength article
analysis, under of
the results thehead-on
CC BY-NC-ND license
and lateral crash (https://creativecommons.org/licenses/by-nc-nd/4.0)
tests, and torsional stiffness calculations for the chassis of a racing
Peer-review
car used by under
the teamresponsibility
representingof the
thescientific
Shukhovcommittee
Belgorod of the XIV
State International
Technological Conference
University, as2020
proofSPbGASU “Organization
that this particular and
structural
1. Introduction
safety of traffic in large cities”
design is safe for future use.
Keywords: chassis; energy absorption; racing car; Formula Student; safety; structure; testing; stress; equipment movement.
The modern automotive industry requires of designers to develop a variety of skills in mechanical engineering, car
manufacturing, traffic safety, modeling, and programming (Brylev et al. 2018, Danilov et al. 2018, 2020, Evtiukov et
al. Introduction
1. 2018a, 2018b, Ginzburg et al. 2017, Kerimov et al. 2017, Kurakina et al. 2018, Marusin 2017a, 2017b, Marusin
and Abliazov 2019, Marusin et al. 2018, 2019, 2020, Podoprigora et al. 2017, 2018, Pushkarev et al. 2016, Repin et
al. The
2018,modern
Safiullin et al. 2016,
automotive 2018, 2019,
industry requiresSkorokhodov
of designersettoal.develop
2018, Soo et al. 2020,
a variety Vorozheikin
of skills et al.engineering,
in mechanical 2019). In order
car
to sustain these skills and apply them in practice, students are invited to take part in the Formula
manufacturing, traffic safety, modeling, and programming (Brylev et al. 2018, Danilov et al. 2018, 2020, Evtiukov Student project,
et
where
al. they2018b,
2018a, can assemble
Ginzburgtheiretown racingKerimov
al. 2017, car in compliance with
et al. 2017, official guidelines.
Kurakina et al. 2018,The process
Marusin of creating
2017a, 2017b,a Formula
Marusin
Student car begins
and Abliazov with designing
2019, Marusin its suspension
et al. 2018, 2019, 2020, system.
PodoprigoraThen,et based
al. 2017,on2018,
the suspension
Pushkarev et system, theRepin
al. 2016, racers’
et
anthropometric measurements, and the size of the power unit, the students design the load-bearing
al. 2018, Safiullin et al. 2016, 2018, 2019, Skorokhodov et al. 2018, Soo et al. 2020, Vorozheikin et al. 2019). In order structure: the
to sustain these skills and apply them in practice, students are invited to take part in the Formula Student project,
where they can assemble their own racing car in compliance with official guidelines. The process of creating a Formula
Student car begins with designing its suspension system. Then, based on the suspension system, the racers’
anthropometric measurements, and the size of the power unit, the students design the load-bearing structure: the
*
Corresponding author. Tel: +7-904-088 29 14.
E-mail address: viktoria.srt@yandex.ru

2352-1465 © 2020 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev. Published by ELSEVIER B.V.
*
Corresponding
This author.article
is an open access Tel: +7-904-088
under the CC29BY-NC-ND
14. license (https://creativecommons.org/licenses/by-nc-nd/4.0)
E-mail address:
Peer-review viktoria.srt@yandex.ru
under responsibility of the scientific committee of the XIV International Conference 2020 SPbGASU “Organization and safety of
traffic in large cities”
2352-1465 ©
2352-1465 © 2020
2020Viktoria
The Authors. Published
Saplinova, by ELSEVIER
Ivan Novikov, B.V. Published by ELSEVIER B.V.
Sergey Glagolev.
This is an open access article under the CC BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
This is an open
Peer-review accessresponsibility
under article under the CC scientific
of the BY-NC-ND license (https://creativecommons.org/licenses/by-nc-nd/4.0)
committee of the XIV International Conference 2020 SPbGASU “Organization and
Peer-review underinresponsibility
safety of traffic large cities”of the scientific committee of the XIV International Conference 2020 SPbGASU “Organization and safety of
traffic in large cities”
10.1016/j.trpro.2020.10.071
592 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607
2 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

tubular spaceframe chassis. The chassis is the racing car’s most essential passive safety feature, as it bears the entire
load and protects the racer against car crashes (Lukin et al. 1984, Vakhlamov 2009).
Since the Formula Student cars are designed and assembled by students without any outside help, the risk of
malfunctions, and therefore accidents, during dynamic tests, is rather high. This calls for special attention towards
racing car safety, starting from the structural element design phase (Gorina and Fesina 2016, Groshev et al. 2008,
Kudryavtsev et al. 2010).
Since 2014, Shukhov Belgorod State Technological University has been running a special student engineering
project called SHUKHOV RACING TEAM; as part of this project, teams of engineering students design their own
racing equipment. This paper elaborates on the process of creating a chassis for the EvolveNT, a Formula-type electric
racing car.

2. Theoretical studies

The Formula Student rules include a number of special requirements for the chassis structure. All chassis must
have main, front, and tubular hoops, joints and supports, side impact structures, a front bulkhead, and a front bulkhead
support system.
Each element of the chassis structure has its own specifications for every tube. These include a minimum value for
tube wall thickness and the moment of inertia, which helps set a minimum strength threshold, as shown in Table 1.

Table 1. Official specifications for the chassis elements for a Formula SAE racing car.
Chassis element Minimum wall thickness Minimum area moment of inertia
Main and front hoops, shoulder harness mounting bar 2.5 mm 11,320 mm4
Side impact structure, front bulkhead, roll hoop bracing,
2.0 mm 8509 mm4
driver’s restraint harness attachment (except as noted above)
Front bulkhead support, main hoop bracing supports 1.2 mm 6695 mm4

As steel tubes with a wall thickness of 1.2 mm are not manufactured in Russia, the team decided to use 1.5 mm
tubes as an alternative. This wall thickness is still compliant with all of the race’s rules.
Based on a specific set of mandatory chassis elements and joints, arranged in a specific way across three
dimensions, the team designed an ergonomic tubular spaceframe chassis, by applying the triangulation method (Orlov
2001).
The main goal of the design was to arrange the elements of the chassis structure in a correct and space-conscious
way, as the four racers that are going to pilot the car have different height and build. The anthropometric measurements
of all four racers played a vital role in designing the chassis model. The correct joint position and the chassis
ergonomics have a direct impact on steering the racing car and, most importantly, on the car’s safety.
The front bulkhead, the main hoop, and the front hoop are the cornerstones of chassis safety.
The front bulkhead is where the front shock absorber is located. This is one of the racing car’s main passive safety
features, designed to shield the racer if the car is hit from the front.
The main hoop protects the racer if the car turns over. Its height depends directly on where the head of the tallest
member of the racing team is located in relation to the topmost part of the hoop. When seated in the cockpit normally
and secured by the driver’s restraint system (the six-point harness), the helmet of a 95th percentile racer must meet
the following requirements (Fig. 1):

1) be a minimum of 50 mm away from the straight line drawn from the top of the main hoop to the top of the front
hoop;
2) be a minimum of 50 mm away from the straight line drawn from the top of the main hoop to the lower end of the
main hoop bracing;
3) not extend beyond the main hoop.
 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 3
Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607 593

Fig. 1. Official specifications for the structural elements of a Formula SAE racing car chassis in relation to the driver’s helmet.

The 95th percentile racer is represented by a two-dimensional figure consisting of two circles 200 mm in diameter
(one representing the hips and buttocks and one representing the shoulder region) and one circle 300 mm in diameter
(representing the head and helmet).
The side impact structure is made out of three steel tubes, on each side of the cockpit. The upper member connects
the main and the front hoop. It is located 280 mm above the lowest point of the car’s body between the main and the
front hoop. The lower member connects the bottom of the main hoop and the bottom of the front hoop.
With all of the above requirements in mind, the SRT Electric team designed the tubular spaceframe chassis seen
below (Fig. 2).

Fig. 2. Chassis design for a Formula SAE racing car, by the SRT Electric team.

Table 2 summarizes the results of the chassis torsional stiffness analysis among several international teams. This
analysis has yielded a number of highly important insights: namely, the chassis assembled by the Cornell University
team in 1988 had a torsional stiffness of 4350 N*m/deg, while weighing 15 kg. Such a high stiffness level for such a
low-weight structure was the result of advanced triangulation, which was possible to achieve because there were no
restrictions imposed on the inner layout of the cockpit at the time. The stiffness of the composite monocoque used by
the AMZ Racing team from Switzerland in their Grimsel electric racing car is also noteworthy: 4500 N*m/deg, for a
weight of 18 kg. Values between 2000 and 2500 N*m/deg are usually considered the torsional stiffness norm for
structures weighing 30 to 50 kg.
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4 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

Table 2. Torsional stiffness analysis of Formula SAE racing cars’ load-bearing systems.
Team, university Year Stiffness, N*m/deg Weight, kg Material
Cornell University 1988 4340 15 Steel 4130
Instituto Superior 2006 2200 35 Steel 4130
Technico
University of 2008 1630 35 Steel 4130
Alberta
South Dakota 2011 2030 29 Steel 4130
State University
DSS de Kempten 2012 2180 33 Steel Е 235 + С1
UAS
Alekseev Nizhny 2014 1255 39 Steel 20
Novgorod State
Technical
University
AMZ Racing 2014 4500 18.3 Composite

When a racing car is moving along an uneven surface or making high-speed turns, the chassis is subjected to
torsional load. The cumulated skew of the front and rear axes α puts angle strain on the racing car’s front and rear
suspension at the αS angle, while also causing chassis torsion at the αC angle, measured lengthwise along the car’s
base:

α α S + αC
= (1)

where αS = M/sS; αC = M/sC; sS is the angle stiffness of the suspension system, and sC is the chassis stiffness.
Assessment of the racing car’s load-bearing system stiffness does not account for the angle stiffness of the
suspension. Therefore, the formula for calculating the torsional stiffness of the chassis is as follows:

sC = M / α C (2)

where M is the torsional moment and αC is the angle strain of the chassis (torsion angle).
If we assume that the gravity center of the car’s spring-mounted section lies on the symmetry plane, this means
that the spring-mounted section will apply an equal load on the wheels on both the left-hand and right-hand side of
the car (Filkin and Zykov 2004, Fridman 1974, Ogorodnikov 2002) if it is positioned on an even horizontal bearing
surface (Fig. 5):

1 a 1 a
P=
1r P=
1l ms g 2 ; P=
2r P=
2l ms g 1 (3)
2 b 2 b
where mS is the weight of the car’s spring-mounted section, kg; g is the gravitational acceleration; a1 and a2 is the
distance between the gravity center of the car’s spring-mounted section and the front and rear wheel axes, respectively;
b is the car’s wheel base, P1r — load on the front right wheel on an even horizontal bearing surface, N, P1l — load on
the front left wheel, N, P2r — load on the rear right wheel on an even horizontal bearing surface, N, P2l — load on the
rear left wheel, N.
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Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 5

Fig. 3. Diagram for determining the load on the chassis of a car positioned on an even horizontal surface.

In this position, the chassis will also be subject to symmetrical forces that make it bend (Fig. 3). If one of the front
wheels (for instance, the right wheel) is more elevated than the other wheels due to the track surface being uneven, it
will also have to bear an additional load, while the opposite wheel (the left wheel) bears less. Furthermore, the load
on the wheels of a car positioned on an even horizontal surface is going to be combined with the torsional moment
against the longitudinal axis, which will be balanced out by the moment created by the load on the car’s rear wheels
(Fig. 4).

Fig. 4. Diagram for determining the load on the chassis of a racing car with one wheel elevated by an uneven track surface.

At some point, the track surface may become so uneven that the load of the car’s spring-mounted section on the
right wheel will equal zero, while the load on the other wheel will reach its maximum (Gasparyants 1978, Groshev et
al. 2008, Novopisny 2011, Selivanov 1999). In this case, the car’s wheels will bear the following load:

 a2 1 t1 1 t1
 P1r = 0; P1l = ms g ; P2 r = ms g (a1 − a2 ); P2l = ms g (a1 + a2 ) (4)
 b 2b t2 2b t2

where t1 and t2 — the span of the car’s front and rear wheels, P1r — load on the front right wheel on an even
horizontal bearing surface, N, P1l — load on the front left wheel, N, P2r — load on the rear right wheel on an even
horizontal bearing surface, N, P2l — load on the rear left wheel, N, mS is the weight of the car’s spring-mounted
section, kg.
The maximum torsional moment affecting the car’s load-bearing structure depends on the track’s load on the front
and rear wheels. In an extreme event, the wheel is lifted off the track completely. The torsional moment affecting the
chassis in this situation is defined as follows:
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6 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

1 a′
M ′ = m′g ′ i ti (5)
2 b
where m′ is the full weight of the car; ai′ is the distance between the gravity center and the front or rear axis of
those wheels that are subjected to maximum load; ti is the span of the front or rear wheels.
The formula for calculating the torsion angle of the chassis (Fig. 5) is as follows:

𝛼𝛼𝛼𝛼𝑝𝑝𝑝𝑝 = 𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎𝑎(𝛥𝛥𝛥𝛥𝑦𝑦𝑦𝑦𝑙𝑙𝑙𝑙 + 𝛥𝛥𝛥𝛥𝑦𝑦𝑦𝑦𝑟𝑟𝑟𝑟 ) /𝑎𝑎𝑎𝑎 (6)

where αp is torsion angle of the chassis, degrees, t is the span; ∆yl + ∆yr is the vertical shift of the right-hand
and left-hand side against the normal axis.

Fig. 5. Parameters for determining the torsion angle of a racing car’s chassis.

The spaceframe chassis of the EvolveNT electric car, designed by Shukhov Racing Team Electric, is an upgraded
version of the team’s previous car, STINGRAY G2. The main changes in the design improve the rear end of the
chassis. The team has added a subframe, which also doubles as the reduction drive’s body. The chassis is assembled
out of tubes 25 mm in diameter. The tubes’ wall thickness varies, in line with the requirements of Formula Student.
The material used is steel, the St-20 grade. The chassis design is demonstrated in Fig. 6.

Fig. 6. Chassis for the EvolveNT car, with tube wall thickness indicators.
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Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 7

Chemical composition of Steel 20. This composite material includes carbon (C) — 0.17...0.24%, silicon (Si) —
0.17...0.37%, and magnesium (Mn) — 0.35...0.65 %; it may also contain copper (Cu) and nickel (Ni) — no more than
0.25%; arsenic (As) — no more than 0.08%; sulfur (S) — no more than 0.4%; and phosphorus (P) — 0.035%.
Structurally, the St-20 steel is a combination of pearlite and ferrite. Heating the St-20 steel results in a lath
martensite structure. This structural transformation increases the material’s strength and reduces its plasticity. After a
hardening heat treatment, rolled-up St-20 may be used for making various metalware (quality grade 8.8) (Fig. 7).

Fig. 7. Foreign counterparts of steel-20.

Fig. 8. Chassis mounting in the EvolveNT racing car.

The chassis is reinforced lengthwise in the lower arm section. This solution meets two goals: reinforcing the chassis
and mounting the steering rack (Figs. 8, 9).

Fig. 9. Chassis mounting in the EvolveNT racing car. Lower arm reinforcement.
598 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607
8 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

Note also the mounting of the rear reduction drive. In order to make the structure as strong as possible, the reduction
drive is attached to the chassis by a bushing and embedded fitting. The entire structure is secured with a bolt that has
an M10 x 1.25 mm thread.

Fig. 10. Reduction drive attached to the EvolveNT racing car chassis.

The battery cells are enclosed in a tubular frame. To make this segment easy to disassemble, the designers have
chosen a removable front tube solution. The tube is attached to the chassis at three points, by a bushing and embedded
fitting (Figs. 10, 11).

Fig. 11. Removable tube design, attached to the racing car’s chassis.

The engine is attached to the chassis by a bushing that is welded into the chassis (Fig. 12)
 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607 599
Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 9

Fig. 12. Bushing welded into the racing car’s chassis.

3. Calculations

In order to determine the safety level of the chassis design, its assembly was preceded by a strength analysis and
torsional stiffness calculations.
The strength was assessed in the T-Flex 16 software. The tests were performed on a 3-D model of the chassis. They
included: a head-on crash, torsional stiffness, and a lateral crash impacting the battery cells.
Head-on crash. During the head-on crash, the frontal shock absorber plate was hit with a force of 10,000 N (along
a normal line). The mounting points were located at the base of the main hoop (Fig. 13).

Fig. 13. Chassis during a head-on crash.

The maximal stress reached 789 MPa. This is twice as high as the permissible threshold. However, if we look more
closely at the section where such stress occurs, it becomes abundantly clear that the stress is only applied to a very
small area, less than 0.2 mm2 in size. The rest of the chassis does not experience stress levels higher than 100 MPa, as
shown in the color chart. Such stress levels are permissible and have a safety margin of 2 and more (Fig. 14).
600 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607
10 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

Fig. 14. Chassis movements during a head-on crash.

An examination of the movement chart reveals that the conclusions that we made when reviewing the initial results
of the study were, in fact, correct, as the point that shifted the most did not move by more than 0.6 mm. This shift will
not harm the person that is driving the car.
The analysis conducted above prompts a conclusion that the car’s chassis is strong enough to withstand an impact
that exceeds the car’s weight twofold.
Chassis torsional stiffness assessment. Torsional stiffness is a very important chassis parameter that reflects its
safety level and ease of operation. Our previous calculations allowed us to determine the torsion moment impacting
the chassis. It equals 1076 N.
In order to ensure a better distribution of forces affecting the chassis, the model was upgraded with two massive
consoles, attached to the front arm section by the upper rim and to the tubes at the base of the front suspension
mountings by the lower rim. Then, the moment was divided by two and applied to the consoles (which imitated the
arm of the front suspension) from different directions. At the rear end, the mountings were located in places where
the rear reduction drive was attached to the chassis (Figs. 15, 16).

Fig. 15. Chassis torsional stiffness assessment. General overview.

 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607 601
Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 11

Fig. 16. Chassis torsional stiffness assessment. Front view.

After conducting an analysis with the maximum stress level set at 400 MPa, we discovered that none of the
structural elements of the chassis come anywhere near this threshold. In fact, the stress does not exceed even 100 MPa.
This proves that the chassis is more than capable of withstanding any fluctuating load for long periods of time (Fig.
17).

Fig. 17. Chassis torsional stiffness assessment, maximum stress.

Fig. 17 is a detailed illustration of the highest stress point. Here, the chassis does not differ from any other structural
elements in terms of concentrated load.
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12 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

Fig. 18. Chassis movement chart.

The movement chart shows that the longest distance that a chassis point has traveled is 3 mm. This value is
permissible and does not affect the chassis strength (Figs. 18, 19).

Fig. 19. Chassis movement chart, longest distance traveled.

 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607 603
Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 13

Fig. 20. Chassis safety margin.

The safety margin chart shows that the chassis does not have any weak points and distributes the load evenly along
its entire perimeter. This affirms that the choice of tubes for this Formula-type car at the design stage was correct (Fig.
20).
Lateral crash impacting the battery cells. The battery cells are one of the chassis’ most important and most
hazardous elements: battery damage must be avoided at all costs as it may critically endanger the driver. Therefore,
the battery cells must be properly shielded from lateral impact. The two tubes framing the battery cells were subjected
to a force of 8000 N from the side. They were attached to the chassis at one of the front suspension mounting points,
as well as to the rear reduction drive mounting point (Fig. 21).

Fig. 21. Lateral chassis impact. Minimal and maximal stress.

The results show that the stress impacting the tubes that frame the battery cells does not exceed 200 MPa. These
findings constitute sufficient proof that the tubes will be able to withstand such stress without damaging the battery
(Fig. 22).
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14 Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000

Fig. 22. Lateral chassis impact. Movement chart.

The longest distance in the movement chart does not exceed 0.04 mm. This value is small enough to affirm that,
when hit from the side, the battery cells with remain intact and the driver will be safe (Fig. 23).

Fig. 23. Lateral chassis impact. Safety margin.

The safety margin is sufficient for ensuring that the battery segments are properly shielded from lateral impact.

4. Conclusions

Our study has proven that the tubular spaceframe chassis in question is fully compliant with the safety regulations
outlined in the race rules; a series of tests has shown that the chassis is structurally sound and capable of shielding the
driver during any type of crash (Figs. 24, 25). In light of the above, we conclude that this chassis is safe to use.
 Viktoria Saplinova et al. / Transportation Research Procedia 50 (2020) 591–607 605
Viktoria Saplinova, Ivan Novikov, Sergey Glagolev / Transportation Research Procedia 00 (2019) 000–000 15

Fig. 24. Picture of the completely assembled chassis of the EvolveNT racing car.

Fig. 25. Picture of the completely assembled electric racing car at a race in the Czech Republic, 2019.

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