Revista Científica Interdisciplinaria Investigación y Saberes
2024, Vol. 14, No. 3 e-ISSN: 1390-8146
Published by: Universidad Técnica Luis Vargas Torres
How to cite this article (APA):
Gusñay, L., Lidioma, D., Reyes, G. (2024) Structural analysis of a chassis
for a Formula SAE using finite element software, Revista Científica Interdisciplinaria Investigación y
Saberes, 14(3) 164-192
Structural analysis of a chassis for a Formula SAE using finite element
software
Análisis estructural de un chasis para un Fórmula SAE mediante software de elementos
finitos
Luis David Gusñay Llallico
Automotive Mechanics Technologist, Faculty of Technical Sciences, Universidad Internacional Del
Ecuador UIDE, https://orcid.org/0009-0008-9460-2032, lugusnayll@uide.edu.ec
Danilo Steven Lidioma Suntasig
Superior Technologist in Automotive Mechanics, Faculty of Technical Sciences, Universidad Internacional
Del Ecuador UIDE, https://orcid.org/0009-0000-8070-7249, dalidiomasu@uide.edu.ec
Guillermo Gorky Reyes Campaña
Master's Degree in Automotive Systems, Doctorate in Higher Education
Faculty of Technical Sciences, Universidad Internacional Del Ecuador UIDE
https://orcid.org/0000-0002-7133-9509, ureyesca@uide.edu.ec
The proposal of this research was the structural analysis of a chassis
for a Formula SAE by means of finite element software with the
objective of analyzing the structural behavior with different materials
according to the standards stipulated by the technical regulations. For
this, a quantitative approach was used in which the difference
between the data of design one and the other designs was evaluated,
and the mechanical characteristics of the materials were determined
by means of the research method. Finally, the best performing design
was defined using the statistical method in which the results of the
structural analysis obtained in the finite element software were
presented. The results of the analysis showed that the optimum
material for the structure was A500 Steel with a weight of 51.2 kg, a
deformation of 0.16 mm was achieved in the belt test and a tension
of 38.59 MPa. The values obtained in the simulations are compared
with design 1 in its legal basis. From the simulations performed, it is
determined that design 3 complies with the requirements stipulated
Abstract
Received 2024-01-12
Revised 2024-02-09
Published 2024-08-01
Corresponding Author
Luis David Gusñay Llallico
lugusnayll@uide.edu.ec
Pages: 164-192
https://creativecommons.org/lice
nses/by-nc-sa/4.0/
Distributed under
Copyright: © The Author(s)
Structural analysis of a chassis for a Formula SAE using finite element software
Revista Científica Interdisciplinaria Investigación y Saberes , / 2024/ , Vol. 14, No. 3
165
by the Formula SAE regulations using materials at world, regional and
national level; determining that the A500 steel considered as national
material presents better performance for this type of competition.
Keywords:
Finite Elements, SAE Formula Chassis, Structural Analysis,
SAE Formula Standards, A500 Steel.
Resumen
La propuesta de la presente investigación fue el análisis estructural de
un chasis para un Fórmula SAE mediante software de elementos
finitos con el objetivo de analizar el comportamiento estructural con
distintos materiales de acuerdo con las normativas que estipula el
reglamento técnico. Para esto, se usó un enfoque cuantitativo en el
cual se valoró la diferencia entre los datos del diseño uno y de los
demás diseños, mediante el método investigativo se determinó las
características mecánicas de los materiales. Finalmente se definió el
diseño de mejores prestaciones mediante el método estadístico en el
cual se presentó los resultados del análisis estructural obtenidos en el
software de elementos finitos. Los resultados del análisis mostraron
que el material óptimo para la estructura fue el Acero A500 con un
peso de 51.2 kg, se logró una deformación de 0.16 mm en el ensayo
de cinturones y una tensión de 38.59 MPa. Los valores obtenidos en
las simulaciones son comparados con el diseño 1 en su base legal. A
partir de las simulaciones realizadas se determina que el diseño 3
cumple con los requerimientos estipulados por el reglamento de
Fórmula SAE usando materiales a nivel mundial, regional y nacional;
determinando que el acero A500 considerado como material nacional
presenta mejores prestaciones para este tipo de competición.
Palabras clave:
Elementos finitos, Chasis Fórmula SAE, Análisis
estructural, Normativa Fórmula SAE, Acero A500.
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Introduction
Formula SAE is a worldwide competition in which universities from all
over the world compete in the design and construction of a Formula
SAE racing prototype. (Formula SAE - Nebrija Automobile Club,
2012).. The construction of Formula SAE single-seaters has been
implemented in the area of engineering studies in educational
institutions. In the country, several universities have a Formula SAE
vehicle based on the design of a general chassis, however, when
investigating their research work, it is concluded that there is no
previous study of the structural analysis with different types of chassis
based on different materials and lack of background of a design and
construction. The present research was based on the Formula SAE
regulations, which establishes design and construction parameters
prioritizing the pilot's safety, contemplating guidelines that delimited
the scope of the project, considering variables in static and dynamic
conditions. Therefore, the aim is to understand from an engineering
point of view the data collected from the structural analysis, being
able to interpret data for the design and construction, strengthening
the engineering students in undertaking the development of these
projects for the automotive engineering career.
Based on the following articles, it was determined that the analysis
and choice of the design, among other factors, should be optimal for
this research article, considering the problems at the time of building
a Formula SAE chassis.
The article "Design and static structural analysis of a race car chassis
for Formula SAE event" focuses on the chassis structure, being
considered as the backbone of all automotive systems dealing with
static and dynamic loads therefore poor design and resistances can
lead to mechanical failures. (Mohamad et al., 2017)
Research conducted by Universiti Teknologi Malaycia mentions the
minimum manufacturing costs of an SAE Formula, without
compromising safety and performance in manufacturing,
acceleration, braking and handling. (Pal Singh, 2010)
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In the article "Design and optimization of a SAE formula" it mentions
the design of the frame as a complex component of the system,
complying with competition standards by being light and rigid,
therefore the design is a procedure that includes research, modeling,
optimization and testing. (Auer et al., 2006)
The article "design and analysis of a tubular space frame chassis of a
high performance race car" mentions that material selection is of
great importance since chassis support different forces, must remain
intact and rigid to absorb vibrations and resist high temperatures.
(Kumar et al., 2014)
The research of Universite du quebec a chicoutimi mentions three
constraints on the basis of chassis design which are the constraints of
the SAE formula regulations, constraints of the racing teams and
personal constraints. (Morel & Gilbert, 2009).
The purpose of this research is the structural analysis of a chassis for
a Formula SAE by means of finite element software. As a first stage of
research, the technical regulations of Formula SAE, the types of
chassis and materials allowed for a first chassis design in its legal basis,
then a comparison of materials and their design for construction was
made, finally the chassis was designed using a simulation program
which allowed to analyze safety factors, loads, deformation and
efforts, thus defining the improvements in the design.
Formula SAE regulations are modified every year based on different
vehicle systems, including engine, weights and loads as the sole
purpose of reinforcing theoretical-practical knowledge for building a
racing vehicle, as well as improving engineering, teamwork and
project management skills. (Kasi V Rao et al., 2022)
There are different categories in the Formula SAE competition, in
which the rules vary depending on the location and edition of the
event, this will depend on the authorities of the Society of Automotive
Engineers (SAE) as they organize the event.
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Table 1
. Formula SAE competition categories
Categories
Regulations
SAE Combustion
Formula
Use of gasoline
internal combustion
engines
SAE Electric Formula
Use of electric
motors and batteries
Formula SAE
Autonomous
Vehicles with
autonomous
operation on specific
parts of the runway.
SAE Formula Cost
Evaluation of the
total cost of the
project and vehicle
maintenance.
Note.
Types of categories that exist within the Formula SAE
competition, authors.
Formula SAE Technical Regulations
It is a set of rules established by the SAE organization with the aim of
typifying the entire competition ensuring the safety of competitors,
some regulations are based on general rules, administrative
management, document requirements, vehicle requirements,
structural chassis, technical aspects, equipment, etc.. Hence in the
present research the chassis design regulations are addressed.
(Prasetya et al., 2020)
SAE Formula Chassis
A structural assembly that supports the functional systems of the
vehicle, being single, multiple or a combination of composite and
welded structures. (SAE Formula, 2023)
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They are rigid and stable. There are two types, the monocoques that
are integrated to the bodywork and the tubular chassis form a system
different from the bodywork, designed by rectangular sections
suitable for competition since they resist torsion. (Valenzuela et al.,
2013).
Table 2
. Elements that compose a Formula SAE chassis.
Element
Description of
physical
elements
Parameters
Tipping arches
SAE Formula
Regulations
article F.1.3-
F.1.13.
Rollover is a factor that the driver
avoids receiving.
Main arch
SAE Formula
Regulation article
F.5.8 appendix
F.5.8.1 -
(F.3.2.1.g),
F.5.8.2, F.5.8.3,
F.5.8.4
Piece of closed or continuous
section with steel material.
Front Arch
SAE Formula
Regulation article
F.5.7 appendix
F.5.7.1, F.5.7.2,
F.5.7.3, F.5.7.4 -
(F.5.9.6), F.5.7.5,
F.5.7.6, F.5.7.7
It must not exceed 250 mm in
front of the steering wheel.
Front impact
attenuator
SAE Formula
Regulation
articles F.8.1,
F.8.2
Anti-intrusion plate in front of the
front screen area min 200x100
mm.
Node-to-node
triangulation
SAE Formula
Regulations
Appendix F.1.17
Segments forming triangles
between upper and lower limbs.
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Note:
See regulation pages (23, 31, 32), taken from (SAE Formula,
2023)
Loads applied to the chassis SAE Formula
They are forces and moments that act on the structure during its
operation, they are classified into two types: static and dynamic. In
the present research, it was studied how the structure acts, the loads
are defined and the forces are analyzed in a CAD simulation. (Pons,
2016)
Table 3
. Types of loads on a chassis
Parameters
Formulas
Total weight of chassis and
mounted components: 300
kg.
𝑴 = 𝑀𝑡 ∗ 𝑔
Rider weight and
components incorporated
in the chassis
𝑽 = 𝑉𝑡 ∗ 𝑔
Minimum two-wheel
braking.
𝑭 = 𝑀𝑡 ∗ 𝑎
Designed on the basis of
the track dimension
𝑨𝒃 =
(
𝑀𝑡
)
∗ (−𝑎)
They depend on the
aerodynamic devices of the
vehicle.
𝑹𝒂𝒇 =
𝐶𝑥 ∗ 𝜌 ∗ 𝐴𝑓 ∗ 𝑉
!
2
Note:
Loads applied to the chassis, Authors.
Impact loads
Acting on the chassis during a collision, it is subjected to different
tests to evaluate the capacity to withstand impacts, safety level,
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behavior in rollover conditions and to determine which deformation
zones are controlled or not. (Valenzuela et al., 2013)..
Table 4
. Impact loads.
Front
Lateral
Superior
Formula SAE
Regulations
article F.8.6 -
F.8.7.
Formula SAE
Regulations articles
F.6.4 to F.6.6.
Formula SAE Regulation
article F.6.4 appendix
F.6.4.4 to F.6.4.6.
Note:
See regulation pages (37, 43, 44), taken from (SAE Formula,
2023)
Design requirements
There are specific guidelines for proper chassis analysis taking into
account that it is performed by students.(Saplinova et al., 2020).. The
following are the requirements.
Structure
Steel tubes, alternative or composite according to the regulations, will
be built by triangulation for better strength, material efficiency and
minimize deformation, incorporating all vehicle systems. (SAE
Formula, 2023)
Material
Materials have properties such as density, hardness, elasticity,
mechanical strength. Therefore they present a key criterion for chassis
design. (Mohammed et al., 2018).
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Table 5
. Characteristics of the materials
Material
Technical data
Features
Steel
SAE Formula Regulations F.3.4
Appendix F.3.4.1
Young's modulus (E): 200 GPa or 29,000
ksi
Yield strength (Sy) = 305 Mpa or 44.2 ksi
Ultimate Strength (Su) = 365 Mpa or 52.9
ksi
Welded structures discontinuous
materials are:
Yield strength (Sy):180 Mpa or 26 ksi
Maximum resistance (Su): 300 Mpa or
43,5 ksi
Aluminum
SAE Formula Regulations article
F.3.5 appendix F.3.5.3
Aluminum calculations with non-welded
properties:
Young's modulus (E): 69 GPa or 10,000
ksi
Yield strength (Sy) = 240 Mpa or 34.8 ksi
Ultimate Strength (Su) = 290 Mpa or 42,1
ksi
Aluminum calculations with welded
properties:
Yield strength (Sy):115 Mpa or 16.7 ksi
Maximum resistance (Su): 175 Mpa or
25,4 ksi
Note:
Taken from (SAE Formula, 2023)
Design arches
This structure protects the pilot in case of an accident, known as roll
cages, its design is important since it is integrated into the chassis
structure closing the area where the pilot is, guaranteeing his safety
while driving. (Valenzuela et al., 2013).
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Table 6 shows the types of bows on the chassis: safety, main and front
bows. The function of the roll bar is to provide protection to the rider
in case of rollover or side impact. The main arch contributes to the
rigidity of the chassis because it is connected to the other arches and
is designed to resist deformation and protect the rider. The front arch
provides protection to the rider in case of a frontal impact, it
distributes the impact energy along the structure. (Valenzuela et al.,
2013).
Table 6
. Chassis bows
The wheelbase of a Formula SAE vehicle is 1525 mm.
Safety
arches
There should be 50 mm of space between
the top of the hull and the tangent
generated from the main arch to the front
arch.
Main
arch
It should form a triangulation against the
front arch and the back of the main with an
inclination of 30° in side view. Having a
distance of 50 mm will be a space with the
pilot's head.
Front
arch
Upper circle:
300 mm will have a distance
up to 25 mm from the headrest.
Central circle:
200 mm, representing the
pilot's shoulders, to be placed on the seat.
Lower circle:
200 mm, distance between
the center of the circle and the rear face of
the pedals, 915 mm.
Note:
See regulation pages (32, 33), taken
from
(SAE Formula, 2023)
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Virtual design
It is important to analyze the type of material and identify which are
the live loads, dead loads, maximum deflection, elastic or plastic point
of the material and restrictions during the analysis.
Table 7
. Mathematical models of the design tests
Design testing
Specifications
Mathematical model
Weight distribution
Within the structure the weight
distribution indicates the way the
masses are distributed.
𝑏 = :
𝑤
"
∗ 𝑙
𝑤
Torsional analysis
It determines the behavior of the
vehicle on the track, in order to
improve the rigidity and structure of
the chassis.
𝑇 = 𝐹. 𝐿
Longitudinal
acceleration
Refers to the change in velocity along
the trajectory, in a straight line.
𝑎 = :
∆𝑣
∆𝑡
Lateral acceleration
Change of vehicle speed in
perpendicular direction, generally in
curves.
𝑎
#
= :
𝑣
!
𝑅
Bending stress
It allows understanding the behavior
of structures subjected to bending
loads.
𝜎
"
= :
3𝐹𝐿
2𝑏𝑑
!
Note.
SAE Formula design test specifications, authors.
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Welding
Fusion of grains produced by heating materials, welding is the joining
of materials at high temperatures that produces a softening of the
element, there are different types of welding. (Larry, 2009). Among
them are:
Table 8
. Types of Welding
Welding
Feature
Operating
data
Material
Smaw
Generated by direct or alternating
electric arc. (Flores, n.d.)
20-40 V
110-220 A
Steel, cast iron,
aluminum.
Mig- Mag
Semiautomatic, by means of a manual
gun, continuously fed (Uribe, n.d.)
26-30 V
150-350 A
Stainless steel,
aluminum.
Tig
Use the electric arc, skip the tungsten
electrode. (Larry, 2010)
15-25 V 60
-120 A
Steel,
aluminum,
other alloys.
Note
: Operating characteristics of the welding types, Authors
Methodology
The type of method that was used in the present research has a
quantitative approach, which means that the difference that exists
between the structural data of the designs was numerically assessed,
the type of study that was used is deductive this means that through
the interpretation of results the appropriate material was identified
and it was determined if the results are favorable in the other designs
and compared with what is stipulated in the SAE Formula regulation.
(Aneta & Jerzy, 2013)
In the first stage, using the bibliographic method, the technical
regulations of Formula SAE were approached, covering the basic
design of the chassis and the types of materials established by the
regulations, defining the basis for the present study. (Guimaraes et
al., 2016)
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In a second stage, through a research study, the mechanical
properties of the materials that are determinant to analyze the
structure and that are admitted within the SAE Formula regulations
are detailed.
Finally, the design of the chassis was determined by means of
software, using the statistical method to determine the design that
presented the best performance for the competition and that
complied with the structural regulations and thus validate the design.
As a guide for the design of the structure, the regulations are
fundamental to establish the parameters and standards of the chassis
to be proposed, the weights, distances and types of materials
required as shown in the following table.
Table 9.
Design parameters of the structure of a SAE Formula.
Chassis
Request
Wheelbase
1704 mm
Front wheelbase
1159 mm
Rear wheelbase
1057 mm
Main structure
Tubular steel, mild or alloy min. 0.1% C.
Marco
Must include "Main Hoop" and "Front
Hoop".
Length
2050 mm
Pilot weight
75 kg
Chassis weight
42 kg
Engine weight
58 kg
Other elements
97 kg
Total vehicle weight
300 kg
Note: Specifications for chassis design, taken from (SAE Formula,
2023)
Design
The Formula SAE chassis is a safe and robust structure designed to
provide and ensure chassis rigidity and rider safety in rollover
conditions. The central part of the structure features a Main Hoop,
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located next to or behind the rider's torso, a Front Hoop located
above the rider's legs. These elements form the Roll Hoops and the
reinforcements and supports that are added to the chassis form the
primary structure. The chassis features a side impact structure, a front
bulkhead called Front Bulkhead, and a support system. All the
members that make up the chassis are designed in a continuous, non-
cutting manner while maintaining structural cohesion to meet Formula
SAE safety standards and regulations. This ensures that the chassis
provides efficiency and safety for all vehicle systems.
Table 10.
Design parameters
Application part
Outside diameter and thickness
Main arch, front, shoulder
harness mounting bar.
25.4mm x 2.4mm or 25.0mm x
2.50mm
Side impact structure,
accumulator protection
25.4mm x 1.65mm or 25.0mm x
25.0mm x 1.20mm
Front plane support, main arch
reinforcements.
25.4mm x 1.20mm
25.0mm x 1.5mm
Bent upper side impact limb.
35.0mm x 1.2mm
Note: Specific parameters for the chassis parts, taken from (SAE
Formula, 2023)
It is verified where it is possible to change the material in the structural
parts that are within the regulation and see how it influences the
analysis.
The material allowed by the regulations is carbon steel, however,
other materials will be taken into account, aspects for their selection
were verified one of them is the union of the chosen materials, as a
first stage this article proposes a base structure, as a second stage in
the design and with the use of other materials different analyses will
be performed on the chassis. (Sanborn et al., 2017)
The following materials were selected due to their availability and the
physical properties required according to the technical regulations.
The regulation specifies that the materials will have a minimum of
0.1% carbon, this steel meets the requirement considering it for the
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design. AISI 1010 steel is used in the construction of SAE Formula
vehicles as it meets all the requirements specified in the regulation.
(SAE Formula, 2023)
Table 11.
Properties of the types of materials
Physical properties
ASTM
A36
steel
Aluminum
6061
ASTM
A572
steel
ASTM
A500
steel
AISI
1010
steel
Young's modulus [GPa].
200
68-70
200
200
200
Poisson's ratio
0.26-
0.28
0.33-0.35
0.28-0.30
Density [g/cm3].
7.85
2.70
7.85
Shear modulus [GPa].
50
25-30
77
Elastic limit [MPa].
250
40-280
290-450
290
305
Maximum tensile strength [MPa].
400-
550
450-650
400
365
Thermal conductivity [W/m-K].
25-45
237
25-45
Specific heat [J/g-°C].
0.473
0.897
0.465
Coefficient of thermal expansion
[µm/m-°C].
11*10-
6
23*10-6
10.8
Note: Selection of materials at national, regional and global levels,
Taken from. (Romero, 2019)
Table 12.
Composition of materials
Material composition
ASTM
A36
steel
Aluminum
6061
ASTM
A572
steel
ASTM
A500
steel
AISI
1010
steel
Carbon (C)
0.26%
-
0.23%
0.26%
0.13%
Manganese (Mn)
0.90%
0.15%
0.6%
1.35%
0.60%
Phosphorus (P)
0.04%
0.05%
0.04%
0.04%
0.040%
Sulfur(S)
0.05%
0.05%
0.045%
0.05%
0.050%
Note: Authors.
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There are two types of joints within the category, the first type is
welding and must be subject to a standard such as American Welding
Society (AWS). The second type is bolted joints which must be subject
to standards such as SAE grade 5 or AN/MS specifications as stated
in T.8.1 to T.8.4.
Table 13.
Bolted joints specifications
Components
Specifications
Primary structure
Sae formula regulation article F5.4.1-F5.4.3
Butt seals
Sae Formula Regulation article F5.12.7
straps
Sae Formula Regulation Article 5.13.1
Front screens
Sae formula regulations F.8.2.3
Impact attenuator
Sae Formula Regulation F.8.5.5
Note: Gasket specifications for each chassis component, (SAE Formula, 2023)
A finite element software is chosen to analyze the behavior of the
chassis, due to its versatility and its wide testing capacity required in
this project, allowing to evaluate, optimize designs and understand
its behavior under different loading conditions. (Engineering
Simulation Software, 2024)
Table 14.
Software features
Capabilities
Inconveniences
Breadth of analysis capabilities for
designs.
It is not open source.
Coupled simulations for different
physical phenomena
Learning curve
Best graphical interface
Complex licensing
Broad industry adoption
Significant computational resources.
Note: Description of software capabilities and drawbacks, taken from.
(Engineering Simulation Software, 2024)
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Results
For the proposed design of the chassis structure of this study, the
Formula SAE regulations were taken into account under the 5
structural analysis conditions: front, rear, side, main arch, front and
seat belt anchorage, establishing the maximum forces and
deformations that the chassis will have in the simulations. Each
simulation was carried out with the purpose of verifying which material
presents the best performance for the competition, taking into
account the joints that best adapt to the design. With the input data,
the third objective of analyzing the safety factor, deformation and
bending of each design is fulfilled.
Three chassis proposals were presented which vary geometries and
materials while maintaining the pipe sizes in order to reduce
deformations, optimize stiffness and bending strength. The cross
sections vary to adapt to the chassis loads, thus each proposal has its
differences that significantly influence the performance and behavior
on the track.
a. b. c.
Figure 1
. Analysis of forces applied to the chassis.
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Note: a) DCL I. front, b) DCL I. side, c) DCL A. main; d) DCL A. front
e) DCL A. belts; The loads applied on the chassis (yellow) and the
reactions (red) are observed.
Table 15.
Parameters for design analysis
Structural
analysis
Loads (kN)
Point of application
Max. allowable
deflection (mm)
Breakage
Fx
Fy
Fz
Frontal impact
120
0
0
Connection points
25
no
breakage
Side impact
0
7
0
Front and main arch
25
no
breakage
Main arch
6
5
-9
Upper front arch
25
no
breakage
Front arch
6
5
-9
Upper front arch
25
no
breakage
Seat belt
anchorage
7
7
7
Two points
simultaneously
25
no
breakage
Note: Description of the points of application for the respective
analysis and deformation, Authors.
Table 15 describes the loads in the 3 axes used in the analysis of the
structure and the points of application. According to the SAE Formula
regulation, the deformation should not exceed 25 mm.
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Table 16 specifies the selection of the following materials: ASTM
A500 steel, aluminum 6061 and AISI 1010 steel, calling them national,
regional and global materials, respectively. It specifies the values of
importance by compliance for the selection of the material, with a
range of high, medium and low for the importance, for the compliance
its values are good, regular and bad, according to this a multiplication
was made between the needs and the importance as shown in Table
17.
Table 16
. Importance x Compliance
Importance
Value
Compliance
Value
High
3
Good
3
Media
2
Regular
2
Download
1
Malo
1
Note
: Table of levels of importance and compliance, authors.
Table 17 shows that AISI 1010 steel is the most suitable for the
structure since it presents better results in terms of fabrication, impact
resistance and weight; however, certain requirements such as cost are
high and accessibility in the locality is complex, unlike ASTM A500
and Aluminum 6061, which present better results in these aspects.
Table 16 specifies the parameters and values of importance x
compliance, the same principle was used to select the most suitable
weld for the structure, taking into account the needs described below.
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Table 17.
Types of welding
Needs
Importance
Compliance
Results
ASTM A500
Aluminu
m 6061
AISI
1010
ASTM
A500
Aluminu
m 6061
AISI
1010
Manufacturi
ng
3
2
2
3
6
6
9
Cost
2
2
2
1
4
4
2
Impact
resistance
3
2
2
3
6
6
9
Accessibility
3
3
2
1
9
6
3
Weight
2
2
3
2
4
6
4
Total
29
28
27
Note: Requirements for the choice of the type of welding, authors.
MIG welding was selected because it produces high quality joints with
characteristics such as 66% impact resistance and 100% accessibility,
while TIG welding has a high cost value. SMAW welding is 33% less
efficient due to the excess slag it emits, which makes MIG welding
more suitable.
The design takes into account the types of materials such as: national
(ASTM A500), regional (ASTM A572, Aluminum 6061) and worldwide
(AISI 1010), characteristics of the piping. The results obtained from
the analysis of each chassis are presented below.
Design 1
The design is divided into 3 sections specifying the diameter and
thickness of the material, the first section being 25.5 x 2.6 mm, the
second 25.5 x 1.9 mm and the third 25.5 x 1.5 mm. With the
established data, the analyses described below were developed.
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Figure 2.
Structural analysis
Note: Results of finite element structural analysis, authors.
With the world material, the structure weighs 51.29 kg. When
observing Fig. 1, we obtain results that do not exceed 25 mm of
deformation. The posterior impact has a value of 20.25 mm compared
to the analysis with the regional and national material which have a
reduction of 38.56% and 74.32% respectively, establishing the
national material as the one with the best performance.
Figure 3.
Peak stress analysis.
Note: Results of stress analysis, authors.
Fig.3 shows the obtained values of the stress, based on this the elastic
limit of the material was determined, in the subsequent impact
analysis it presents values higher than 365 MPa so the world material
presents a high stress than the one allowed in the regulations, the belt
I. lateral
(mm)
I. frontal
(mm)
I. posterior
(mm)
E. arco
principal…
E. arco
frontal…
E.
cinturone…
E. flexión
(mm)
E. torsión
(mm)
World Cup
0,538 3,82 20,25 1,182 0,53 1,79 0,18 1,77
Regional
1,01 2,9 10,68 1,972 1,15 1,89 0,28 5,27
National
0,572 1,218 1,67 1,255 0,57 1,68 0,19 1,88
0
5
10
15
20
25
Deofrmation
(mm)
I. lateral
(Mpa)
I. frontal
(Mpa)
I. posterior
(Mpa)
E. arco
principal
(Mpa)
E. arco
frontal
(Mpa)
E.
cinturones(
Mpa)
E. flexión
(Mpa)
E. torsión
(Mpa)
World Cup
47,347 174,17 370,94 191,76 107,23 311,97 24,9 250,97
Regional
72,13 180,54 338,67 198,36 142,78 378,18 14,045 268,96
National
47,355 89,565 190,09 191,76 107,22 343,86 24,91 250,97
0
100
200
300
400
Maximum voltage
MPa
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test with the regional material has a value of 378 MPa exceeding the
allowed, which led us to make another design.
We modified parts of the structure focused on improving the rear
impact analysis and belts, varying the lateral triangulation,
disappearing the upper cross bar and the lower bar generating a
support triangle that goes from the mid-section of the front arch to
the main arch. And to verify if the change in design philosophy is on
the right track.
Note: Results of finite element structural analysis, authors.
With a weight of 46.11 kg, Fig. 3 shows the deformation of the
posterior impact with the regional material, which is 4.85 mm,
obtaining an improvement in the structure. With the global and
national material their variation of values is minimal, so the regional
material presents better performance, taking into account the stresses
these do not favor the other analyses so another design is required.
Figure 4
Structural analysis design 2
I. lateral
(mm)
I. frontal
(mm)
I.
posterior
(mm)
E. arco
principal
(mm)
E. arco
frontal
(mm)
E.
cinturon
es(mm)
E. flexión
(mm)
E.
torsión
(mm)
World Cup
2,464 2,65 20,11 1,182 0,55 1,79 0,1 2,62
Regional
2,625 7,53 4,85 1,874 1,146 1,88 0,3 6,84
National
1,069 2,92 1,62 1,255 0,594 1,68 0,11 2,78
0
5
10
15
20
25
Deformation
(mm)
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Note: Results of stress analysis, authors.
In Fig.5 in the post impact analysis with the world material presents a
value of 380 MPa, with the regional and national materials the stress
decreases. In the belt test with the regional material its value is 378
Mpa similar to design 1, with the other materials the results increase,
there is a deficit in the triangulations of the structure so it is required
to design the chassis focusing on all areas of the design.
Different characteristics of the previous designs were taken into
account, focusing on all areas of the structure. The world material
shows a high deformation in the impact analysis, however, with the
other materials the value of this analysis is low, thus determining that
the new geometry of the chassis is resistant and presents better safety
than the previous designs.
Figure 5.
Maximum design stress analysis 2
I. lateral
(Mpa)
I. frontal
(Mpa)
I. posterior
(Mpa)
E. arco
principal…
E. arco
frontal…
E.
cinturones…
E. flexión
(Mpa)
E. torsión
(Mpa)
World Cup
165,62 150,27 380 191,76 124,42 322,75 13,113 256,94
Regional
60,549 304,67 145,76 197,26 153,08 378,04 13,049 256,58
National
52,059 216,99 143,61 191,76 124,4 357,86 13,319 260,72
0
100
200
300
400
Maximum voltage
MPa
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Figure 6
. Structural analysis design 3
Note: Results of finite element structural analysis, authors.
The weight presented by design 3 is 51.2 kg, in the subsequent
impact analysis with the world material, it is 1 mm higher than design
2, which is within the established norms, with the regional material it
was possible to reduce 2 mm and for the national material this result
was 1 mm higher. In the belt test with the 3 materials, a reduction of
approximately 1 mm was obtained, improving in these aspects.
Figure 7.
Maximum design stress analysis 3.
Note: Results of stress analysis, authors.
The stress analysis focused on the improvement of the rear impact,
obtaining a result of 348.87 MPa with the world material and with the
other materials it was significantly reduced. For the belt test, the
Impacto lateral (mm)Impacto frontal (mm)Impacto posterior (mm)Ensayo de arco principal (mm)Ensayo de arco frontal (mm)ensayo de cinturones(mm)Ensayo de flexión (mm)Ensayo de torsión (mm)
World Cup
0,8 3,843 21,56 1,307 0,53 0,15 0,09 1,77
Regional
1,11 2,88 2,89 2,07 1,15 0,16 0,28 5,27
National
0,85 0,941 2,81 1,417 0,57 0,16 0,09 1,88
0
5
10
15
20
25
Deformation
(mm)
I. lateral
(Mpa)
I. frontal
(Mpa)
I.
posterior
(Mpa)
E. arco
principal
(Mpa)
E. arco
frontal
(Mpa)
E.
cinturones
(Mpa)
E. flexión
(Mpa)
E. torsión
(Mpa)
World Cup
47,86 188,04 348,87 209 113,3 38,585 12,012 266,36
Regional
77,503 184,32 97,97 218,15 142,83 38,59 14,028 268,96
National
47,868 145,99 102,56 209 113,29 38,59 12,005 270,46
0
100
200
300
400
Max. Tession
MPa
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maximum tension with the 3 materials is around 38 MPa, unlike the
previous designs, this result improves significantly. The safety factor
must be taken into account for the analysis, taking into account the
subsequent impact analysis, the safety factor calculation is performed:
𝐹𝑆 =
𝑇𝑒𝑛𝑠𝑖ó𝑛:𝑑𝑒:𝐹𝑙𝑢𝑒𝑛𝑐𝑖𝑎
𝑇𝑒𝑛𝑠𝑖ó𝑛:𝑀á𝑥𝑖𝑚𝑎:𝑒𝑛:𝑒𝑙:𝑐ℎ𝑎𝑠𝑖𝑠
𝐹𝑆 =
290:𝑀𝑃𝑎
102,56:𝑀𝑃𝑎
𝐹𝑆 = 2,82:
Conclusions
Addressing the technical regulations of Formula SAE, the technical
regulations regarding design and manufacturing were analyzed,
identifying the types of chassis allowed, the appropriate materials,
and the specific construction and safety requirements, such as an
approximate Young's modulus of 200 GPa with a maximum resistance
of 360 Mpa in order to develop a chassis that meets the standards of
the competition, optimizing both the performance and safety of the
vehicle within the available resources. These resources are not
available at the national level; therefore, considering these
characteristics, we opted for national materials with physical
characteristics similar to those stipulated by the regulations.
Based on the second objective and the calculations of importance for
compliance, AISI 1010 steel was defined as the one with the best
performance for manufacturing with a disadvantage in the high costs
approximately (13.68 € x tube) and low level of accessibility at national
level. A500 steel enters as a suitable material due to its similar
performance, low cost and national feasibility. Considering this
material and based on the AWS standard, MIG welding was selected
as the suitable joint since it presented high impact resistance, low cost
and more accessible compared to TIG welding which presented
similar characteristics, but with the disadvantage that at national level
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it is less accessible while SMAW welding presented a greater weight
for the structure and therefore it was not feasible.
In the design 3 of the chassis, important results were considered
based on the analyses carried out with the selected materials, a
minimum safety factor of 2.82, which is within the established safety
standards for the pilot. The maximum resistance of the A500 steel is
8.75% higher than the characteristics of the AISI 1010 steel. The
maximum deformation values are below 25 mm as specified by the
regulations, thus guaranteeing functionality, obtaining a maximum
deformation of 21.56 mm in the post impact analysis and a minimum
deformation of 0.09 mm in the bending test with the world material,
with the national material presenting a maximum and minimum
deformation of 2.81 and 0.09 respectively. Therefore, design 3
presents favorable results with the A500 steel considering the national
material suitable for the Formula SAE competition.
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