tag:blogger.com,1999:blog-19055995255979938072024-03-21T13:30:28.122+01:00BerniModelsBerni Models.com - A website about design and building scaled working F1 cars.Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.comBlogger31125tag:blogger.com,1999:blog-1905599525597993807.post-56836746547647952182014-12-07T15:37:00.002+01:002014-12-07T15:42:49.612+01:00More engine running videoFire up and running video of engine.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-84801431096642245012014-11-29T21:15:00.001+01:002014-11-29T21:36:57.243+01:00Fire up!!Finally the engine is alive! the recent weeks have been really busy at work, leaving not so much time for hobbing and delaying the fire up. But at last the final bits were assembled and after a few mods to the fly wheel the engine run for first time.<br />
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The progress from the previous post have only been a new flywheel and the preliminary exhaust manifold. As you can see the engine is fixed in a very crudely manner, which will be changed to make it safer to operate and extra stuff around it (gas tank, etc) properly secured. Obviously the white cable will go away too.<br />
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I will make a better and longer video and post it after everything is adjusted. It is mainly tuning the carburettor settings to achieve the full performance that hopefully is in it.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-83392120871160431452014-10-27T23:56:00.000+01:002014-10-27T23:56:01.840+01:00ProgressAlmost there! just last checking to do and all will be set for the first fire up!<br />
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The spark plug was tested with quite nice results as shown, and for sure the spark will be powerful<br />
enough to ignite the fuel-air mixture.<br />
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Another development was the assembly of the carburettor inlet onto the engine head. This part is made in RP (Rapid prototyping). In particular, the material of choice is RP SLS Carbon, and was outsourced. The cost was <span style="background-color: white; font-size: 16px;"><span style="font-family: inherit;">£23 for 1 off.</span></span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKH4MQWJ2hK9HNg8wyFobwWd5HBsluPQ-SFQ4moXwAzTxgYb_tHI7Yr5zhMURKb-JRdqxX5NXQQsJfBhkM8QyH1QA9fE_H5_bCX1MGzfaYT0ITsGS5pDrbhB7Q9hywg5_XsYbQrCmK/s1600/2014-10-26+20.12.57.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: 1em; text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjKH4MQWJ2hK9HNg8wyFobwWd5HBsluPQ-SFQ4moXwAzTxgYb_tHI7Yr5zhMURKb-JRdqxX5NXQQsJfBhkM8QyH1QA9fE_H5_bCX1MGzfaYT0ITsGS5pDrbhB7Q9hywg5_XsYbQrCmK/s1600/2014-10-26+20.12.57.jpg" height="480" width="640" /></a>Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com1tag:blogger.com,1999:blog-1905599525597993807.post-57121160579272719842014-09-21T22:28:00.000+02:002014-09-21T22:28:21.456+02:00Spark plug<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The spark plug is finally finished. The requirement for a custom spark plug is due to the design of the combustion chamber. In order to get the maximum port area the valves use the maximum area available. The off the shelf spark plugs are too big to allow such big valves and so a custom spark plug was required.</span><br />
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<span style="background-color: white;"><span style="font-family: Verdana, Arial; font-size: x-small;">The body of the spark plug is made from stainless steel, which is turned, milled and threaded, and finally swaged to capture the insulation components and electrode. The thread is M5, and extra long thread section reduces the chances of wearing out the thread on the engine head. In the V8, I would probably opt to have a wire insert to reduce even further this risk.</span></span><br />
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<span style="background-color: white;"><span style="font-family: Verdana, Arial; font-size: x-small;">The insulation materials are machined from Macor, which is a machinable ceramic. It machines quite nicely, but because of its brittleness one has to be extremely careful. Wall thickness's in some cases is <0,5mm. On the thread section of the spark plug, the diameter of the insulation is Ø2mm and electrode Ø1mm. </span></span><span style="background-color: white; font-family: Verdana, Arial; font-size: x-small;">There are two ceramic parts in this spark plug, with a flange that gets locked by the swaging process. To achieve a leak prof part, adhesive is added during assembly, which</span><span style="background-color: white; font-family: Verdana, Arial; font-size: x-small;"> seals any void produced by machining tolerances.</span><br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg26BO2a-DH1UbpKv2wUyZggJAGuffJZO2wR2JyC_Q9QaPD0rDkJDmN6alZC0_2LdcOg8NU8xGWqw80r9snVJX2kC9xhpbsVADcWWox6afGNUi2A28HkHeecsWZNrPFIBMKcLb5eO4p/s1600/2014-09-14+15.45.19.jpg" imageanchor="1" style="clear: right; margin-bottom: 1em; margin-left: 1em; text-align: center;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg26BO2a-DH1UbpKv2wUyZggJAGuffJZO2wR2JyC_Q9QaPD0rDkJDmN6alZC0_2LdcOg8NU8xGWqw80r9snVJX2kC9xhpbsVADcWWox6afGNUi2A28HkHeecsWZNrPFIBMKcLb5eO4p/s1600/2014-09-14+15.45.19.jpg" height="480" width="640" /></a><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small;">A dedicated swaging tool had to be made to press the collar onto the ceramic insulation. There is not much pressure anyway, as the adhesive also helps keeping the bits together and did not want to crack the delicate ceramic material.</span><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small;">Another tool required is the special 4,5 mm spanner socket that is used to fit the spark plug onto the engine head. This is made form a M6 x 120 cap head bolt which cut down in length. The spanner socket for the spark is broached onto the stud section with a custom made broaching tool. The tool is quenched to achieve the required hardness.</span><br />
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<span style="font-family: Verdana, sans-serif; font-size: x-small;">All in all, only a few details are left to make: installation of ingnition system (CDI), test bench, carburator assembly.</span><br />
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The engine is looking good so far!<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-59511259180927416092014-09-05T01:16:00.001+02:002014-09-05T01:17:25.101+02:00Engine head progress 2<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">Hi there, it´s been a while after last post, but batteries fully charged after the summer break. Hope you all had a good time too.</span><br />
<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The engine head has been assembled and is almost completed. All four valves, rockers, cam shafts are working together. All is left is the valve lapping and cups to be ground. I pretend to adjust cam clearance by grinding the cups, so each cup will have to be numbered according to its position and valve.</span><br />
<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The valve seats were already cut with an HSS custom made tool. This tool is basically a countersinking tool with a pilot steam to achieve good concentricity with the valve guide. I am sure most of you use the same system.</span><br />
<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">I hope I can grind the cups and lap the valves this weekend, so I will be posting more pictures soon.</span><br />
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<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;"><br /></span>Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-57990616231465037242014-07-29T00:20:00.000+02:002014-07-29T00:20:52.446+02:00Engine head progress<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">This weekend I have made some progress with the engine head. The inlet and exhaust ports have been polished and valve seals have been pressed in. It all went quite nice together. I used some Dremel tools and polishing compound to polish the ports in the inside, with extreme care to not damage the mating surfaces for the inlet and exhaust and valve seats. On the pictures you can see the dedicated fixtures to press the valve seats and guides into the head.</span><br />
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<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The upper assembly with the camshaft carriers and little brackets has also been put together. As the top of the engine will be open, it will be possible to see any leaks or other issues inside the head. The brackets are only for the test engine as the V8 holds the cam shafts with the head covers. </span><br />
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<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The valves were almost finished, I just had to grind the top and bottom surfaces to final dimension. So they are ready to install. The material for valves is SS AISI 316.</span><br />
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<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">During the week I expect to finish the bores for the cam shafts, including the bronze split bearings installation. Also the countersunk on the valve seats.</span><br />
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<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;"><br /></span>Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-88463430342861939352014-07-21T01:14:00.001+02:002014-07-21T01:14:14.724+02:00Lower engine assembly<span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">I have virtually completed the lower assembly of the engine. The crankshaft is finished and finally assembled with con rod inside the crankcase. </span><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">You can see that the crankshaft has 6 holes on the counterweight area. These will be filled with tungsten bars. This is to adjust the amount of weight on the counterweight as well as keeping the inertia low. On the V8 one I might not do it as it is a lot of hassle as the tungsten is really hard to work with. I have to use a right angle grinder and because the pieces are so tiny it is quite a dangerous job.</span><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The bolts to on the con rod are M2. I will replace the current stainless steel by 12.9 steel ones.</span><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">The cylinder liner is from a Lapped internal H7 steel off the self tube, that I turned to fit the aluminium engine block. It is not hardened but I hope it will be just fine for this test engine.</span><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><br style="background-color: white; font-family: Verdana, Arial; font-size: 13px;" /><span style="background-color: white; font-family: Verdana, Arial; font-size: 13px;">I am going to use gasket sealant, like Loctite 5800 as I do not plan to use any joints on between the crankcase and engine block.</span><br />
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-62718613999262658832014-07-14T23:35:00.000+02:002014-07-14T23:44:30.956+02:00Piston machining and con rod assy<div style="text-align: justify;">
Today I have finished machining the piston. It has been a long process which started on the lathe and has finished on the milling machine.The difficulty of manufacturing this component lies on the amount of features and accuracy required.</div>
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In terms of design it is a complex exercise, especially as boundary conditions are unknown at this stage. I have based the loads for a max. of 14000 RPM for inertial loads, pressure cycle is based on a conventional 4 ST IC engine, but adjusted to the IT3 engine. The piston is subject to 3000 g at 14000 rpm</div>
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All in all, the loads the piston see are 820N in compression and 391N in tension (that is 83,6 Kg, 39,9 Kg). This is quite extreme and is mainly due to inertial loads and pressure gradients from the combustion cycle. Temperature wise I have estimated 250C, which reduces the material strength. The diameter has been reduced to account for expansion of the piston with temperature.</div>
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The piston pin has a slight tight fit on the piston and H6 on con rod. The piston pin is secured by two elastic clips that sit on a groove. The groove is machined with a custom made tool, as shown in the next pictures. The initial development of the piston will focus understanding better the boundary conditions (RPM, temperature, etc) and how the piston performance is affected (wear on friction surfaces, distortion, etc)</div>
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Above is the piston blank after turning operations (right) and milling fixture in PA (left)</div>
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This is the piston during machining on the 3 jaw chuck used to fix it.</div>
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Above is the custom made cutter to machine the piston pin clip groves.</div>
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Piston and con rod assembled. As you can see there are neither piston rings nor piston pin clips. The con rod bolts are not final ones either. Piston rings are off the shelf from Honda. there will only be 2 compression rings, and no lubrication ring.</div>
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Next is the final stages of crankshaft machining and assembly of it with cylinder and con rod / piston assembly. With that I should be able to start feeling the compression of the piston moving up and down the cylinder.<br />
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com1tag:blogger.com,1999:blog-1905599525597993807.post-15374779477207042962014-05-25T22:33:00.001+02:002014-05-27T20:11:07.217+02:00Con rod machiningThe con rod has been machined!! it looks quite good, prior polishing and final work on the bearings. On the sequence below you can see the different machining stages.<br />
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The material used on the con rod is 7075 T-6. The bearings are LM-7 Zn bronze, with the top one pressed in and the main one being split. Bolts are M2.<br />
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At 14000 RPM the con rod sees a maximum compression load of 820 N and a maximum tension load of 391N. Coefficient of safety is n = 4,4 static and n = 1,1 fatigue (infinite life). I expect fatigue wise it will be safe as 14000 RPM seems quite optimistic for the first test engine for both speed and life time.<br />
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After polishing the part will look even better. I will polish it to remove all the tiny notches and sharp edges which will make it look better and improve fatigue resistance.<br />
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I will make the split bearings with a tang on each one, and a dowel pin for the real engine. This will improve fitting quality and repeatability of the tolerances.<br />
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Next part is the piston, which is one of the most exciting parts of the project.Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-79216493438632225672014-05-21T00:15:00.001+02:002014-05-21T00:15:21.927+02:00Renault F1 monocoque manufacturingJust a little insight on how to make composites. This post is related to the Renault R26, already finished some years ago, to show what can be done in composited by the model engineer.<br />
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I have to say, this process is very similar to the real thing, and I can assure you I know what I am talking about.<br />
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The process is usually the same for every part: design component - design tooling - patterns - moulds - laminating - trimming/assy. The first two are down to you, so we will focus on the actual making-bit. Just a brief note on design. CAD is very powerful to assist production engineering with templates, 1:1 plots, etc. it is not just the 2D drawings, not to mention CAM, so worth considering for any project.<br />
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As an example, see below the engine cover and monocoque. Both made in a similar way: basically, the pattern is the actual shape of the part, but made form a solid block of material that we can shape easily, in this case MDF (wood). The better the pattern quality, the better the mould quality and therefore the part. Patterns usually last only one pull, but enough to get a mould, from which several parts can be made. The mould is the negative shape of the part, if you see what I mean.<br />
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Paper templates (1:1 plots) are made which are the cross sections of the part to make at certain heights. Each section correspond to a MDF board level that will be stacked to create the rough volume.<br />
After cutting the boards, they are bonded using glue. You might want to pin them to guarantee alignment.<br />
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Rough cuts are made using chisels, files, saws, etc. This is quite an elaborate process. Use templates in all the directions required to ensure the shape is within tolerance. Make as many templates as you need, e.g. cross sections every 20 mm. </div>
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Finishing touches using a Dremel. Use also sanding paper to shape by hand the form. Remember that after this all the little holes and gaps will be filled with body filler, which makes things easier at this stage.</div>
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Body filler and paint are applied after the finishing touches. At this stage, the surface has to be spotless as this is exactly how the part will look like. Use good quality paints to prevent reaction with the epoxy resin and release agent. I recommend car body panel paint.</div>
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Apply the release agent and start laminating. In order to draft the part, a several mould pieces mould might be required. See below how to make the splits using panel board to create the bolting flanges. Use plasticine or other paste on the corners to seal the edge of the board to the part. As cure occurs at room temperature, you can use almost anything. Do one mould piece, cure it, and remove the board from the next section to make another mould piece. This has to be repeated as many times as required until all the mould pieces are completed. Do not remove mould pieces during the sequences so the flanges match perfectly from one mould piece to the other. Drill the mould flanges for bolting the mould pieces together during laminating.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihZcXWEHojXONW9MlSeTCRMmvp4Nj8y4OV59KkyQgouZ6E5TvskuVe7Ifw_ZEHch6huysyfdDFpfhser74ONacESNnPMLGBEo7NscVr75Mnpl4zgi72Z-zFpl-uwEvC1kXRRP9uVd8/s1600/P1070248.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEihZcXWEHojXONW9MlSeTCRMmvp4Nj8y4OV59KkyQgouZ6E5TvskuVe7Ifw_ZEHch6huysyfdDFpfhser74ONacESNnPMLGBEo7NscVr75Mnpl4zgi72Z-zFpl-uwEvC1kXRRP9uVd8/s1600/P1070248.JPG" height="240" width="320" /></a></div>
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When the mould is ready, make the part with the required material and layup thickness. For most of body work, only 2-6 layers are required. Use more material on corners and bolting sections to reinforce high stress areas. The winglets and other elements of the engine cover where manufactured separately, even with different materials/processes, and bonded afterwards. This applies to chassis, floor, gearbox, etc. where many elements of the car are mounted too. Fit inserts and other bits inside during layup to create hard pads for tapping or bolting later on.<br />
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Use again body filler for finishing the part and achieving a nice surface. Prep the surface for paint and go for it!<br />
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Based on this process, all the other parts of the body work can be made. However, other processes like thermoforming, 3D printing, sheet metal fabricating are also required for particular parts, like end plates, brake ducts, etc. In real F1 world, the process is based on the same steps, but enhanced with the use of better equipment and materials. You might want to take a look at the pattern post for a more advanced way to make components (http://bernimodels.blogspot.co.uk/2012/11/tooling-wing-test.html). For the Red Bull 1/3 I am planning to use CNCed patterns, although for big body work pieces, I might stick to the process on this post due to size/cost restrictions of my equipment.</div>
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-89925569605300331682014-05-20T23:18:00.001+02:002014-05-25T22:19:46.804+02:00Con Rod manufacturing IT3Work has begun on the con rod. I will be extending the post as I work along this part and the next parts untill the engine is finished.<br />
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I have started with the blank and the machining fixture. All this will come together as what you see below.<br />
More to come :)<br />
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The bearings are already finished for it, but will not be mounted until the body and head are machined. After that, the bearings will be reamed to achieve the final bore tolerance for the crankshaft journal and piston pin.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB14fzcFtbvgs5VrFab_7j5hJ95b06U44NjDbPvgo-3oV6FpwrWaP8cIKk1bq9Dfi65zqdFs-NJclTY9fg_1xyuHgRNNIWaF7LchbM__gcedrxtmRI639HnHfb05i2qnR0yHlp7hWc/s1600/2014-05-18+19.52.41.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB14fzcFtbvgs5VrFab_7j5hJ95b06U44NjDbPvgo-3oV6FpwrWaP8cIKk1bq9Dfi65zqdFs-NJclTY9fg_1xyuHgRNNIWaF7LchbM__gcedrxtmRI639HnHfb05i2qnR0yHlp7hWc/s1600/2014-05-18+19.52.41.jpg" height="382" width="640" /></a></div>
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-67064792750291927702014-04-26T23:03:00.004+02:002014-04-26T23:05:05.275+02:00General view IT3 engine<br />
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Due to recent job change and house moving, I have not been able to put as many hours in the workshop as I would have liked. This will stay the same for a few months so I will concentrate on getting the main scheme of the car under way and start with the actual car design. This means the IT3 engine will be finished later but still on time to gather relevant info before the important design decisions on the V8 engine are made.</div>
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Some screenshots on the engine design almost finished. At this point it is missing spark plug and ignition hall effect sensor, and other sensors (Temp, Engine speed, Inlet pressure, EGT), carburettor, exhaust and engine stand.</div>
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The image below shows a cross section of the engine assembly. It clearly shows the main section of con rod, crank shaft and piston, on the lower part; and the exhaust valves and cam shaft on the upper part, behind the rocker carries section. Note the minimal cross section of the piston, quite innovative on an model engine of this size. The bore is Ø35 mm and stroke is 20 mm. Not quite to scale, but this allows for bigger engine capacity and thus more power, without significantly affecting overall engine envelope. Obviously the big flywheel will not be used on the V8 engine. On this test engine it will be used to, first provide enough inertia for the engine to not stall at low revs, and secondly to allow measuring the rough power of the engine.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOWGh38id5VDMiDQ2G_82Fh7nFA67M3n0zT43SKCPTnjL1WOtllUOCVFxELFi4bQfiPCytSRYFocWvptveNklSwi5DW0T8c3XwtRKFodR8uuToSltDU0h5X4wMA2E0PmM3sv37Ghy1/s1600/Cross+section.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhOWGh38id5VDMiDQ2G_82Fh7nFA67M3n0zT43SKCPTnjL1WOtllUOCVFxELFi4bQfiPCytSRYFocWvptveNklSwi5DW0T8c3XwtRKFodR8uuToSltDU0h5X4wMA2E0PmM3sv37Ghy1/s1600/Cross+section.jpg" height="640" width="560" /></a></div>
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Below is the entire engine, showing mainly the distribution system. On the V8, this will be different as only gears will be used. The depicted arrangement was chosen to test the gear system, but a chain is used to keep cost and complexity down.</div>
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I do not intend to bring into the CAD assembly all the fixings and other mechanical elements to reduce amount of time on design. Since this engine assembly is not too complex, it is worth taking the risk of not playing around with hundreds of fixings in CAD.</div>
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Overall very excited to start with the scheming of the car. I might start doing some 1:1 plots to start sketching by hand on it. Even perhaps a cardboard mock-up. This is always a good practice as it is the only way of getting a feeling on the size and helps a lot with packaging (engine, cooling system, control systems, batteries, etc).</div>
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-91705403590512510762014-02-07T15:27:00.000+01:002014-02-07T15:27:19.437+01:00More progress with IT3 engineAfter a few months without doing much work, I have been putting in some hours in the last weeks at the workshop. It is nice to start seeing the parts in real live that I have been designing for some time, although it has been quite painfull in some instances. Camshafts, cranshaft and valves are all quite triky to machine for its geometry, tolerances and material of choice.<div>
I have been doing external parts of the engine first, then internals that require turning and will finish with internals that are mainly milled. It is intersting to see the nice learinign curve from the IT1 to the IT3 at all levels: resources, cost, materials, design techniques.</div>
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Every component requires a lot more time to manufacture, and uses the equipment´s capabilities more extensibely. One noticeable example is the engine head. On IT1 it was made with 3 axis machining, with two main ops. On IT3 it has to be done with 4 axis machining, and it takes 13 ops, aproximatelly 10 times as much machining time, and 6 times as much cost in cutting tools. This is true for most of the parts and will have a big impact on final cost of the V8 engine and time required to manufacture.</div>
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On the design side of things, although it is more complex, it is more enjoyable. The better I learn how to use my equipment, the freer design becomes. On the other side, there is still a limit of resource and times available, although this will be enhanced with the use of DMLS and rapid casting techniques I am planning to use for most of the engine external and structural parts. I am considering outsourcing some components of the internals as cost would not be that high compared with the amount of time and tooling costs it would take me.</div>
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See some components that I have made so far, although not fully finished:</div>
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I have made now the 4 valves that will be used on the IT3 (2 exhaust valves and 2 inlet valves). The one on the picture below is a inlet valve. The stem has Ø3mm on its sliding surface, and Ø2 mm on the wet section. The valve head is Ø14 mm. On the image, the valve still has some material to be removed at the top. I will do that on a secondary op, as the top needs to be grinded to achive a high level of flatness and height tolerance. Material is stainless steel AISI316L for both types, and was not too hard to machine.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXSjeUJngWlcXTfHhjSgGVTPiNY1RUe7xh-M1T4hlrOHAOfIGCTyicnrPwCoK_tvI3zBTBbPDUyT0hIJsCKTVsDsAJ3MRMv1qCQOdrZ3eYknvKXGuzvQ3f-YnPzWy0frLKghnGMzWy/s1600/2014-01-13+20.15.47.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhXSjeUJngWlcXTfHhjSgGVTPiNY1RUe7xh-M1T4hlrOHAOfIGCTyicnrPwCoK_tvI3zBTBbPDUyT0hIJsCKTVsDsAJ3MRMv1qCQOdrZ3eYknvKXGuzvQ3f-YnPzWy0frLKghnGMzWy/s1600/2014-01-13+20.15.47.jpg" height="320" width="191" /></a></div>
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Cam shafts. there are two camshafts, that operate the inlet and outlet valves separatelly. They are slighly different, as the pitch between the IN valves is different to the pitch ont he EX valves. This arrangement allows the maximum valve surface with a given cylinder diameter. The material for the cam shafts is EN24T and is quite hard to machine. At the stage shown, the cams have not been milled yet. For the IT3 engine I will mill the valves, with interpolation as the tests I have made are quite good. See the next picture below. The cam profile was calculated in Excel, then transferred in Catia using a macro, and then into Visual mill. The profile is different from EX valves to IN valves. I will post more pictures after the cams have been milled. The millign of the front flange is also missing, and it will accomodate the features to connect the timming gears. Both cam shafts, have a Ø8 mm diameter on the main shaft, and are bored to Ø6 mm, making it quite light. I will try to keep this arrangement on the V8 engine, although it will be a challenge to drill such a lenght in this steel.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr1BkTw5Y53HtCn4V19wKHYXi1ijIQjerJl-IHqup2waFcDYQE1Yn-RDryw4FqAhAdtHoByiGXVsT2M8xK1BFtqoFnz9K15woQBONyxsLcugp7Gp-hOs5Mj78IQX_mpKF4w3NWPtu3/s1600/2014-01-25+13.43.11.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjr1BkTw5Y53HtCn4V19wKHYXi1ijIQjerJl-IHqup2waFcDYQE1Yn-RDryw4FqAhAdtHoByiGXVsT2M8xK1BFtqoFnz9K15woQBONyxsLcugp7Gp-hOs5Mj78IQX_mpKF4w3NWPtu3/s1600/2014-01-25+13.43.11.jpg" height="320" width="191" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEglm0-OOgWDLK9YDnGIGSU_Zt0oLbeY2qtCn2tPgz2EdigoorrzC7ohpODHfJ_lTWFm8FAXs5UP7QRpFPhpd9uEFXIj1kX8Pjh3sUjxU4HDJCdwr8jd2o7-RFbSLmlR6ZD6hrKQqPHM/s1600/2014-01-25+13.44.55.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEglm0-OOgWDLK9YDnGIGSU_Zt0oLbeY2qtCn2tPgz2EdigoorrzC7ohpODHfJ_lTWFm8FAXs5UP7QRpFPhpd9uEFXIj1kX8Pjh3sUjxU4HDJCdwr8jd2o7-RFbSLmlR6ZD6hrKQqPHM/s1600/2014-01-25+13.44.55.jpg" height="191" width="320" /></a></div>
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Below is the sequence of pictures of the crankshaft machining. It is also made in EN24T, and is quite hard to machine. The nice thing is that it is turned using this arrangement, rather than with the chuck. This is to allow the turning of two differnet axis of the main and rod journal. I started with a billed of Ø30 mm in diameter. See the bracket on the left to spin the part that I made. </div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhayU24R1bqSpK_yH6Td5413rcaTiQ9RLI0EjyFY0klkQS3LCzDzAinLKGpc2ZL2GBEtcvVlX5_itM1cW2Io0GEjbSHF1ZwfS5LnYK75pAwGYsKtb8Kywi1KSpPv9Ch12ob31wQO6ek/s1600/2014-01-26+15.59.41.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhayU24R1bqSpK_yH6Td5413rcaTiQ9RLI0EjyFY0klkQS3LCzDzAinLKGpc2ZL2GBEtcvVlX5_itM1cW2Io0GEjbSHF1ZwfS5LnYK75pAwGYsKtb8Kywi1KSpPv9Ch12ob31wQO6ek/s1600/2014-01-26+15.59.41.jpg" height="191" width="320" /></a></div>
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Below is the first op finished. This is basically the turning of the main journal, which consists of different diameters, that will be used to fit the timing sproket and the fly wheel. On this engine I have not added any feature to spin the engine. I will rather use a friction wheel on against the fly wheel as it is quite a big one (for what I am used to). The main journal is Ø10mm and the rod journal is Ø12 mm.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOwkyP61ePvDDEGpmbjBdnkk9Bu3-ZF0PoRJHQLRCkw5uLocuPcYBufQSvzsBPaNBf0wztbSb2o49yrAEE_UHJRUSJJQSn8p8VrnREuaEqAI6TltV4DujSY09WEXmuGtSFIdAGqTK6/s1600/2014-01-26+19.14.11.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiOwkyP61ePvDDEGpmbjBdnkk9Bu3-ZF0PoRJHQLRCkw5uLocuPcYBufQSvzsBPaNBf0wztbSb2o49yrAEE_UHJRUSJJQSn8p8VrnREuaEqAI6TltV4DujSY09WEXmuGtSFIdAGqTK6/s1600/2014-01-26+19.14.11.jpg" height="191" width="320" /></a></div>
The next op consists of milling the material around the rod journal, rather than turning it. I just did it like that because it is much safer. See as well, that the cranshaft now is fixed on the secondary axis, ready to turn the rod journal. The next picture shows the rod journal being finished.<br />
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The next steps are to mill the camshaft to form the counterweight area, and key groves for the timming sproket and flywheel. There will not be any oil passages on this one, to simplify the component, it will use a splash type of crank case. </div>
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Below is a picture of my workshop being busy on a late dinner time. Many more to come.</div>
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-5963611183909120562013-12-19T08:39:00.002+01:002014-02-07T15:27:42.177+01:00Test engine IT3After a while of not wrinting any post I finally found a minute to show some pictures of the engine I am working on. This is a single cylinder test engine, which will be used to test the design of the V8 cylinders. The design is almost 100% complete but I have already made some of the main parts.<br />
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I will be posting more often from now on. The next two pictures are from the engine head - quite a lot of machining!<br />
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These is the engine head rockers bracket. There are two per cylinder. It is quite an original design but I do not think they will make it to the final V8 engine design.</div>
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This is the main engine parts put together. The cam cover is missing.</div>
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This is one of the split bearings. It is quite hard to machine due to the tang for locking the position in rotation. It is all made on the milling machine, using a rotary table.It is accurate to 0.01 mm in all dimensions, which is quite an achievement bearing in mind my equipment.<br />
You can see I also do drawings for every single part to keep all the details for when I start designing the V8 engine in a few months.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-59495388579543319202013-02-18T23:12:00.000+01:002013-02-18T23:16:49.701+01:00Dynamic Vehicle SimulationThe last step of the preliminary design is to find out the actual overall performance of the vehicle. For this purpose, I use a MatLab coded 4 corner vehicle simulation, which I developed as my dissertation.<br />
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I will not get into much details about the model. In short, it can simulate the forces, accelerations, speeds and travels of each corner of the car, including sprung and unsprung masses. Additionally, it simulates engine and gearbox functions, as well as aerodynamic effects.<br />
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After completing the weight estimation and aerodynamic study, the data was input to the MatLab code to simulate a series of maneuvers: pure acceleration, 180º corner and chicane.<br />
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Basically, I wanted to find out how the car would perform and if this would be equivalent to the real F1 car. Let´s take 5g as maximum lateral acceleration of the 1:1 car. At 1:3 scale, this acceleration would be 3 times smaller. Not the force, since there is mass involved, but it would be the acceleration. This is considering, the car has a turn radius of also 3 times less, and speed 3 times less as well. Therfore, the Lat Acc we are looking at is 1,67 g.<br />
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In order to run the model, many parameters have to be introduced: polar moment of inertia, masses, inertia of the wheels, engine torque curves, aero parameters, suspension stiffness, and a few more. The CoG is calculated on a quick estimation from the DMU, assuming some masses. The mass is estimated at 12,5 kg, which would be excellent to achieve.<br />
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The Tyre model used is a simplified version of Pacejka. The maximum mu coefficient is 2,2, similar to a good racing tyre. I might have gone a bit optimistic here, but the actual values should not be too far. In order to properly find out, I will perform testing on the R26 tyres at 1/5 scale. The tyre construction for this car will be similar.<br />
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The simulation is run by a series of driving inputs, that control steering and throttle/brake inputs, as a function of time. After the simulation is run, the results pop up like this:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjs4isGTFQcINUNjQLGgegyXJ8CkQxjPcyk1zp1DPhLoZqNBsDMmlQFzKqEw61-2PAgyoscO02sOfJdyEjldJVRS_tn_g0GFFjxY00XOManwXI3QhzXoKluDczkgIWEo2YLQUX2oytm/s1600/RB07-002DYN001+Dynamic+simulation+2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjs4isGTFQcINUNjQLGgegyXJ8CkQxjPcyk1zp1DPhLoZqNBsDMmlQFzKqEw61-2PAgyoscO02sOfJdyEjldJVRS_tn_g0GFFjxY00XOManwXI3QhzXoKluDczkgIWEo2YLQUX2oytm/s1600/RB07-002DYN001+Dynamic+simulation+2.png" /></a></div>
Therefore, the important results are:<br />
Max Lat Acc: 2,6 g at 120km/h.<br />
Max Long Acc (from a simulation not shown):1,2 g, but average from 15 to 100km/h is 0.56.<br />
Max Speed: 130 ish km/h.<br />
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Considering that some of the assumptions might be a bit optimistic, but that there is also room for improvement on the aero side, this results are quite satisfactory. The car will perform slightly better than a scale 1/3 F1 car and will look fast.<br />
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Interesting to see from the tyre slip values, is that the handling is very understeering. This is due to the CoP position, which is way too far on the back. I expect to be able to correct this by improving the front wing performance. Testing the simulation with a CoP just 50 mm behind the CoG, an increase of 15% in Lat Acc is obtained.<br />
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Next steps is to complete the DMU more components, and perform composite test coupons to gather material data for FEA.Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-16038237273390666062013-02-18T21:51:00.001+01:002013-02-18T22:47:46.844+01:00Preliminary design CFD<div style="text-align: justify;">
CFD stands for Computational Fluid Dynamics. To put it in short, CFD are numerical models that are used to study the behavior of fluids within a set of boundary conditions.</div>
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As I am building a car at 1/3 scale, it will translate to 1,64 m vehicle in which aerodynamics will play an important role, as it does with the real F1 cars. This is why, for first time in all my cars I have decided to use CFD to improve the aerodynamic efficiency of my car. At this stage, only a preliminary study has been conducted but some valuable data has been obtained. This data will be used in the detail design later on in the project.</div>
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The process starts with meshing the geometry to study. The model is the same that was made for the DMU in CATIA, with the difference that I only study the front and rear sections, not the full car. This split is made to save modelling and CPU time.</div>
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The model was imported in COSMOS FlowWorks 2007 in iges format. After cleaning the geometry and fixing some defects on the surface, these is what is obtained:</div>
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The boundary conditions are stablished as 20 or 30 m/s flow, symetry on the XZ plane and symetry on the XY plane. The latter is used to simulate the road, as a big simplification. I did not want to use rolling floors since it is the preliminary stage only. A real F1 car has about 1500 kg downforce, which translate to 18,5 kg at 1/3 scale. This design is therefore not too far away, considering it still has plenty of room for optimization (assuming a maximum speed of 120km/h which would be 360 km/h on the 1:1 car).</div>
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The results were as follows:</div>
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20m/s: 12.1 N</div>
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30m/s: 28.2 N</div>
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REAR</div>
<span style="text-align: justify;">20 m/s: 22.7 N</span><br />
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30 m/s: 52.4 N<br />
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As you can see, there is flow detachment, especially on the diffuser and front wing airfoils. I am aware this is not correct and should be further developed, but it is just the starting point and a preliminary design.<br />
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Drag values were really high, and I assume it is due to not having the full body, rolling floor, and main simplifications on the cooling outlets on the rear section. For the dynamic simulation, a 1/3 of the downforce coefficient is used accounting for the drag.</div>
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The rear section, was optimized during several iterations using a NACA profile airfoil. This increased the initial downforce values by around 50%. Further refinements were made to remove airflow separation close to the trailing edge of the RUMP (rear upper main plane) and rear flap.</div>
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On the other hand, the front section was not refined, and thus a low downforce value is obtained. Additionally, the front wing is closer to the floor. Therefore the influence of not having a non-rolling floor is more acute than for the rear wing.</div>
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The Center of Pressure (CoP) is located -223 mm behind the CoG. This is too far behind, but is the result of the poor front downforce at the moment. The downforce value, might seem low but in fact, comparing it to what should be at 1/3 is not that low. Making some numbers, we find that the downforce is not scaled by 3 times, but by 81 times (F=1/2*p*A*Cz*V^2, area is 3^2 and speed is 3^2, hence 3^4=81). Reynolds number is way within the laminar flow and so turbulent flow is not a concern. </div>
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-31135812617189564362013-02-17T23:41:00.001+01:002013-02-17T23:55:55.904+01:00Car preliminary design studyAfter completing the wing test project, I started a preliminary design of the car to overview the estimated performance of the vehicle. I though it was important to make this study at that point, since will indicate me if the car will deliver scale able F1 performance and find out if any other test is necessary on engine, clutch or other areas.<br />
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A first iteration of the surface was modeled in CATIA to be used as a DMU (digital mockup). The RB model created is a combined version of the 2010-2013 cars. They all have followed a rather steady evolution, than a revolution. This is why the outer surface has not changed significantly As always it is on the details that one can notice the differences.<br />
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I started the modelling with the legality box, based on the FIA F1 rules. This model is used to check that the car is within the constrains of the FIA. I used different colors depending on the section of the car.<br />
The next step was to create the surface model of the car body, which means just the outer surface. Only the left section of the car is modeled to save CAD time. The model is then closed to create a solid which is used for the CFD analysis.<br />
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<span style="text-align: justify;">The solid model was split for the front and rear sections. Each model is then independent and transferred into the CFD software.This model is used as well as a digital mock-up. It is used to locate the main components of the car, i.e. chassis, engine, radiators, rc servos, electronics and so on.</span><br />
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Using the generative surface design tools from CATIA the different car sections can be extracted to create separate assemblies. Each assembly is linked to the surface model and any changes to the surface or trimming features are associative to the assemblies.</div>
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<span style="text-align: justify;">At this point, the DMU was left on hold, in order to make the CFD analysis, weight estimation and dynamic simulations. With this three steps, an estimation of the performance has been obtained.</span><br />
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-30765456052386384772013-02-17T20:57:00.000+01:002013-02-17T20:57:09.735+01:00Layup and curing Wing component (wing test)The component is produced with wet layup in a similar fashion as the molds The difficulty with wet layup is that the low resin viscosity and low tack makes it hard to preform and assemble. The plies were cut using paper templates created directly from CATIA v5. A drappability analysis was conducted on each layer to define the cutting kits.<br />
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Standard 2x2T 200 gsm was used with 5 layers on each wall. The spars have 4 layers each of the same material. Resin is Axson Epolam 2022, and was cured at 60ºC. This cure cycle was selected since this is a test wing to validate the processing, not the structural performance of the wing itself. The Epolam 2022 resin system can be postcured at 100ºC to obtain a higher Tg.<br />
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To create the assembly, the material is layup on each upper and lower moulds, including cores. After that, the spar preforms are layup on the mandrels and foam cores. Each preform is bagged and debulked separatelly before being assembled.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjM5JWAwtCpgXJvBZTCU8GtYR9rRB0ZO6TQmB4_btB3dGc7_dg1_EVj0q3U930MdAAVcmCQ8Esc5f6KMTzjEryTyJJEXRI1Q_8NoTmyPn7pfudX-sLLVAdzR1g4R_LRIYKrHlHF5rV8/s1600/2012-12-31+16.52.45.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjM5JWAwtCpgXJvBZTCU8GtYR9rRB0ZO6TQmB4_btB3dGc7_dg1_EVj0q3U930MdAAVcmCQ8Esc5f6KMTzjEryTyJJEXRI1Q_8NoTmyPn7pfudX-sLLVAdzR1g4R_LRIYKrHlHF5rV8/s400/2012-12-31+16.52.45.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdQeRaw4CoeWbo6XNXacFzo-ILHT_siwVT1b6JfGOs1o1AkdjlGS9KEuP2moKSqHz2TEShN63XY-AaVmfG4wT_ZYrscaUdaw-YQm_38Oj5Syx3afcI-F1dKOu9nDlLzmjCMsC6EMde/s1600/2012-12-31+16.51.11.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgdQeRaw4CoeWbo6XNXacFzo-ILHT_siwVT1b6JfGOs1o1AkdjlGS9KEuP2moKSqHz2TEShN63XY-AaVmfG4wT_ZYrscaUdaw-YQm_38Oj5Syx3afcI-F1dKOu9nDlLzmjCMsC6EMde/s400/2012-12-31+16.51.11.jpg" width="400" /></a></div>
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The end result was quite good and showed that wet layup could be used for the entire car. However, weight is such a big concern that it will have to be studied a bit further with different parts and perhaps compare that with a prepreg-alike made. For a wet layup I expect a 20% more RW than for the prepreg, but on the other hand is so much cheaper.<br />
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I am planning on making a simple sample test plan to obtain material characteristics for the FEA. Even though I do not have FEA software to compute dedicated composite elements, a shell analysis with a definition of the orthotropic properties for each type of laminate area would do. I will use the rule of mixtures to combine the different layups and materials.Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com2tag:blogger.com,1999:blog-1905599525597993807.post-83450251658690944732013-02-16T15:55:00.000+01:002013-02-16T15:55:09.121+01:00Inserts and core making (wing Test)Inside the wing there are several inserts, cores, foam cores and a mandrel, which will be used to make the component. Only the inserts and core will remain in the finished part. After the cure, the silicone mandrel is extracted and the foam cores destroyed.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4H9xQQecOzuVCm2PydXR3xV-gBjg7IVbM4vW0cenpkn3H4jO3rR4euWvTs-Vr_B5q00SaaiqpPdO35JmqRCw9gWvDVXZAcFp-RS4ylYJwSTOtDGtF89Dhyphenhyphenzml7gSBELxaUzNzi69o/s1600/Screenshot+4.PNG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="529" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj4H9xQQecOzuVCm2PydXR3xV-gBjg7IVbM4vW0cenpkn3H4jO3rR4euWvTs-Vr_B5q00SaaiqpPdO35JmqRCw9gWvDVXZAcFp-RS4ylYJwSTOtDGtF89Dhyphenhyphenzml7gSBELxaUzNzi69o/s640/Screenshot+4.PNG" width="640" /></a></div>
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Since there are different materials, each one has a different manufacturing process. Here is the way to manufacture them:<br />
<b>Foam cores: </b>Foam is usually machined because of the shapes it is designed for. Machining foam is not a big deal, but the fixing of it might be. Because the foam cores for the wing are machined all around, I designed a vacuum tool for one of them. The other two are machined into a big foam core and them cut with a staler knife.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh50Qjo5OPqTWyDryYs0Q2UAc0NNNFhfHCzaF8vhTXYoonmo0RDMl5a9FDH6VxaKPxNTWF3jcR-CXOOLGlemjhkMbDv7urm2ZaoJqBVLc7748-ty4CDcrbr3Wp7M_OAqfEj-coyOieh/s1600/2012-12-20+18.20.45.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh50Qjo5OPqTWyDryYs0Q2UAc0NNNFhfHCzaF8vhTXYoonmo0RDMl5a9FDH6VxaKPxNTWF3jcR-CXOOLGlemjhkMbDv7urm2ZaoJqBVLc7748-ty4CDcrbr3Wp7M_OAqfEj-coyOieh/s400/2012-12-20+18.20.45.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtjvJj0A_GMDtCxSA_SR0cuvT662xMTSLrnaT-Tht9gqmLFr4Vpmb9RLuKWaKSEdhBsMWYhpUNZ3SY3Vjh0zZl6Vr4K1czSt0djuVVSoS17rmXmDtQze7_a9fxBSwyDgOVd1SIz2Rh/s1600/2012-12-28+09.42.41.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhtjvJj0A_GMDtCxSA_SR0cuvT662xMTSLrnaT-Tht9gqmLFr4Vpmb9RLuKWaKSEdhBsMWYhpUNZ3SY3Vjh0zZl6Vr4K1czSt0djuVVSoS17rmXmDtQze7_a9fxBSwyDgOVd1SIz2Rh/s400/2012-12-28+09.42.41.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxEmMBQ0J4fgi7bHqdhvxjTd5-dPGOmTbsQb1987PzahbDPm0HZCmAoIsbf7KjGveQKgG_b3tENkGh7kvVtfA2RzKLxABsS5nyXvGjYON6O4DJEzQ6x6UKnM_ITJ7TsRshJ_q4-Zhe/s1600/2012-12-29+11.01.00.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEgxEmMBQ0J4fgi7bHqdhvxjTd5-dPGOmTbsQb1987PzahbDPm0HZCmAoIsbf7KjGveQKgG_b3tENkGh7kvVtfA2RzKLxABsS5nyXvGjYON6O4DJEzQ6x6UKnM_ITJ7TsRshJ_q4-Zhe/s400/2012-12-29+11.01.00.jpg" width="400" /></a></div>
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<b>Core trimming: </b>The cores are made out of balsa wood for the test. I am planning to use structural foam such as Rohacell and honeycomb for the actual car. The thickness of the core is 1.5 mm so I used a skimmed 2mm balsa sheet. I trimmed it using paper templates and chamfer it with a knife and chisells.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggCg2PAMR7IVvHJN1LN3IeNGDVpLgr103pwPfGCPrzVD2og_8u-qeIgQybs9azdgM_qkUVbS3-ntzI3XkozWoRPrWM9g2OV9sjArJ59spgqEClb0-Zu5rnfWtKKYHxfFqk8kQmf0Br/s1600/IMG_0121.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="240" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEggCg2PAMR7IVvHJN1LN3IeNGDVpLgr103pwPfGCPrzVD2og_8u-qeIgQybs9azdgM_qkUVbS3-ntzI3XkozWoRPrWM9g2OV9sjArJ59spgqEClb0-Zu5rnfWtKKYHxfFqk8kQmf0Br/s320/IMG_0121.JPG" width="320" /></a></div>
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I used an interesting techique to curve the balsa wood which consists in wetting the side of the wood which will become the convex surface. I used a bottle with a nozel to get a uniform water layer. After 10 minutes, the balsa wood has absorbed the water and bends by itself. At this point I placed the cores on the mould in the right position and bagged them in vacuum. Then baked them for 90 minutes at 60ºC and cool down slowly under vacuum, with a release below 30ºC. With this process the curvature on the balsa becomes permanent. The alignment of the balsa natural fibre has to be in the direction of the bending axis. I did not tried to do it in the other direction so it might work as well but I guess it will be harder.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5QIZ5NoDpckwrn-pjaP5TicY2eo4_cLwWzgx8nhiFZAdCJEgtiibSl9L8KSd25nPLNCNJ6yfeaa4NfvnRNa_UWBXahQllcVpYm9-UF2BQZCD3fL0_AbrOTLIep8OmHvjYeFeY0zks/s1600/IMG_0119.JPG" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="320" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi5QIZ5NoDpckwrn-pjaP5TicY2eo4_cLwWzgx8nhiFZAdCJEgtiibSl9L8KSd25nPLNCNJ6yfeaa4NfvnRNa_UWBXahQllcVpYm9-UF2BQZCD3fL0_AbrOTLIep8OmHvjYeFeY0zks/s320/IMG_0119.JPG" width="240" /></a></div>
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<b>CFRP inserts: </b> To connect the wing with bolts and other fixing elements, CFRP are embedded inside the structure. CF is used because it is light and has good strengh to hold a metallic insert such as a dowel or keensert. The drilling direction for the metallic element, will be allways perpendicular to the CF layup plane. The layup is usually made with a high gsm fibre and with a QI (Quasi Isotropic) layer orientation. Since the longest insert of the wing is 16 mm, I produced a brick of CFRP of 19 mm (80 layers of 200gsm). I did not have higher gsm fibre so there you go...</div>
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The insert drilling is made after curing the component in the curing tool. The curing tool is used as well for the drilling.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRaPJBIs3IwvH9fQOLJgfS30cC88SKBsfFYKgxAOihyphenhyphenAzmF3MbzryaSVqHmedD_WMJ3eT2YlaII5eCKr0eZ3-zFAZIaw6-Q1ljUBWapj1Sdmw7OXPrTKr1QVPCStXZTOW80nz4hTfC/s1600/2012-12-24+13.26.46.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjRaPJBIs3IwvH9fQOLJgfS30cC88SKBsfFYKgxAOihyphenhyphenAzmF3MbzryaSVqHmedD_WMJ3eT2YlaII5eCKr0eZ3-zFAZIaw6-Q1ljUBWapj1Sdmw7OXPrTKr1QVPCStXZTOW80nz4hTfC/s400/2012-12-24+13.26.46.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4o9pKZ3hYr5sz-Tc3gzvf5-xbjA5_u6UsnI8PRTdlR4C19h_I0_PKOV1DPduJFMok7ZkYH_QrJhlJhcpY5HIc68SZu0ZyOj3krAIG0a3gmMPRfSxXssyCbtREYLDoMPbN6o6GBhlH/s1600/2012-12-24+22.36.16.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi4o9pKZ3hYr5sz-Tc3gzvf5-xbjA5_u6UsnI8PRTdlR4C19h_I0_PKOV1DPduJFMok7ZkYH_QrJhlJhcpY5HIc68SZu0ZyOj3krAIG0a3gmMPRfSxXssyCbtREYLDoMPbN6o6GBhlH/s400/2012-12-24+22.36.16.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtPA8VqyBNZT6OfeHEiyRzqpRh0vJDZLV7rXA0lFPuwXKILEhPlsYVroRswLjUGOdbX-5zE6NaeZAnFDmvL0fCg-ZN79vCHK_Rj5DfNqJQj1K0NuFAUeLzHXY9TDQ90q7YNtL3DcJ7/s1600/2012-12-29+10.51.55.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="180" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtPA8VqyBNZT6OfeHEiyRzqpRh0vJDZLV7rXA0lFPuwXKILEhPlsYVroRswLjUGOdbX-5zE6NaeZAnFDmvL0fCg-ZN79vCHK_Rj5DfNqJQj1K0NuFAUeLzHXY9TDQ90q7YNtL3DcJ7/s320/2012-12-29+10.51.55.jpg" width="320" /></a></div>
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<b>Silicone mandrel: </b>The silicone mandrel is used to apply internal pressure to the spar area during the cure cycle. The difference in CTE between the CFRP mould and the silicone means that the silicone will expand and squeze the laminate against the rigid mould.</div>
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The silicone I used is a ESSIL 20 from Axson. It is a bicomponent produce that can be poured into a cavity. It cures at RT in 7 days, but can be released after 24h.</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhobF8AlKK-1K16PE6wlUOXb13Cu1xFVuI3MYFclo1kUHH1dHT1C6zX5Lrk1RHhClxgkvrPRXA8aMwEfwILXNQ1y8zfNdNIrwWvVKVsiplPya0WfoRLeYrfTZGP4bnUCg0PGRVtZqOd/s1600/2012-12-29+10.58.40.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhobF8AlKK-1K16PE6wlUOXb13Cu1xFVuI3MYFclo1kUHH1dHT1C6zX5Lrk1RHhClxgkvrPRXA8aMwEfwILXNQ1y8zfNdNIrwWvVKVsiplPya0WfoRLeYrfTZGP4bnUCg0PGRVtZqOd/s400/2012-12-29+10.58.40.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB3RuD2k6FxUQ8e9uJArejg5yr4kDV6ez4dQGWeKu03v7zwomN6WzA7NftNZu262uQE-ppZQ4mCHpiLJ0xWEhweAi8raBQb6RN9Z2kpAH2g5Pr_Q9wp5Oa8yy2Rkv3TAm5282S01Ru/s1600/2012-12-29+10.58.30.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiB3RuD2k6FxUQ8e9uJArejg5yr4kDV6ez4dQGWeKu03v7zwomN6WzA7NftNZu262uQE-ppZQ4mCHpiLJ0xWEhweAi8raBQb6RN9Z2kpAH2g5Pr_Q9wp5Oa8yy2Rkv3TAm5282S01Ru/s400/2012-12-29+10.58.30.jpg" width="400" /></a></div>
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The inserts in the tool cavity look like this:</div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8uX_GdLTfL7eBtr7Fqu2BUcTlBKmoncd_hMIw45YL-2mYy5tW8T3GPTzZjnzF5H2bV2g1-ImaHjFVGoUMg_8uNBEEMOB9OOJ6BFh8vPTTWYiprDyIPsBhRQXowZnHuwtsISBFpZ1z/s1600/2012-12-29+12.57.36.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEg8uX_GdLTfL7eBtr7Fqu2BUcTlBKmoncd_hMIw45YL-2mYy5tW8T3GPTzZjnzF5H2bV2g1-ImaHjFVGoUMg_8uNBEEMOB9OOJ6BFh8vPTTWYiprDyIPsBhRQXowZnHuwtsISBFpZ1z/s400/2012-12-29+12.57.36.jpg" width="400" /></a></div>
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Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-65217044299601232672013-02-16T14:19:00.002+01:002013-02-16T14:19:37.655+01:00Wing Test Mould buildingBecause I had holidays for quite a few days during Christmas, I have been able to work a lot on the wing. Of course, the tooling part of the project is the longest, especially because the wing is cocured. This requires the tooling to incorporate mandrels in different materials to be able to obtain the entire part in one cure cycle. In addition, the mandrels have to be removed without damaging the part.<br />
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Since I have no autoclave available, a silicone mandrel will produce the pressure inside the wing structure during the cure. The design and processing of the wing is the same as for a real part, except I cannot use tubular vacuum bags in some cavities due to its size. Therefore, the pressure has to be created inside the cavities so it either has to be a rigid-removable mandrel or expansible mandrel.<br />
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Basically, I produced the patterns, composite tooling, silicone mandrel, and some of the foam cores and wooden cores. I used my CNC milling machine to make them all, which is quite a pleasant compared to my other models which had patterns produced by hand.<br />
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As I do want to keep it within a reasonable budget, I did not use prepreg. Instead, I used wet layup for all compsite parts, and will try to do the same for the component as well. Here are the pictures of the wet layup process:<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhg-bcVt510JLfWEO0zdTIZsWou_fHvcvFz4dUhXW9jTRwMoEkB4rqXFYuh1IKV4k7xy6FO1EhEMOj6hyphenhyphenhk0pu0sVCj2aaCv4bNdoPi4mVUP0oc_YrMmy3N83FkEHQ3b7rfrpiGGWhl/s1600/2012-12-04+20.04.05.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhg-bcVt510JLfWEO0zdTIZsWou_fHvcvFz4dUhXW9jTRwMoEkB4rqXFYuh1IKV4k7xy6FO1EhEMOj6hyphenhyphenhk0pu0sVCj2aaCv4bNdoPi4mVUP0oc_YrMmy3N83FkEHQ3b7rfrpiGGWhl/s400/2012-12-04+20.04.05.jpg" width="400" /></a></div>
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGL9vBIrZp6LuWNis24_rA2tnCGH7ufeuDYVOIlid_IQPxSea3l-h29fm318NYUyZRxLUWrSiyC-09nnE9XppJ0VnMHAOd4gceEc7o4J_KmS2I8jHsyOMgndOOeCFJJwE-us1blif9/s1600/2012-12-07+18.39.23.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEiGL9vBIrZp6LuWNis24_rA2tnCGH7ufeuDYVOIlid_IQPxSea3l-h29fm318NYUyZRxLUWrSiyC-09nnE9XppJ0VnMHAOd4gceEc7o4J_KmS2I8jHsyOMgndOOeCFJJwE-us1blif9/s400/2012-12-07+18.39.23.jpg" width="400" /></a></div>
Both patterns have aluminium side plates to create the verticall wall for the composite tooling. A pair of these plates is used joint the composite tooling for the cure cycle.<br />
The plates also have the drilling guidance holes to drill the CFRP inserts on the actual cured part for mounting onto the endplate.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi9KIjIvVnzoD0PyT4GUWFSkk7DAfkjBaA1HWzgduWaM4jOMCEJhrMt5PE-cHcz9j1EF51S3TPK0jbeJ5mYb-xnTOJJafZAhIYW-lX14uSijJJ2bRDvs375ertrmc1uakQcAJQyEfKA/s1600/2012-12-07+15.38.56.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEi9KIjIvVnzoD0PyT4GUWFSkk7DAfkjBaA1HWzgduWaM4jOMCEJhrMt5PE-cHcz9j1EF51S3TPK0jbeJ5mYb-xnTOJJafZAhIYW-lX14uSijJJ2bRDvs375ertrmc1uakQcAJQyEfKA/s400/2012-12-07+15.38.56.jpg" width="400" /></a></div>
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This is the impregnated fabric with resin. I used a conventional 2x2T 200gsm with EPOLAM 2022 epoxy resin. The cutting templates are defined in Catia according to the layup sequence and ply contourn. A layer of 80 gsm GF is used on the tooling surface to improve surface finishing.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj73Erz7X32XCt0LBHHbL1JNFQkkGW9gKtrOf8MMJPxBI4fZuynbaAIa_qqANW3EMDOqoyKgO5qdWD6HGQLjaQhxc8Jhorwun9e8DunXRnZozYpdpZYMOSbo9KshvL9CUo0sbcfVHJj/s1600/2012-12-17+19.58.39.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEj73Erz7X32XCt0LBHHbL1JNFQkkGW9gKtrOf8MMJPxBI4fZuynbaAIa_qqANW3EMDOqoyKgO5qdWD6HGQLjaQhxc8Jhorwun9e8DunXRnZozYpdpZYMOSbo9KshvL9CUo0sbcfVHJj/s400/2012-12-17+19.58.39.jpg" width="400" /></a></div>
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This is the fabric being laid-up. It handles well, because it is impregnated feels like a prepreg with a very low resin viscosity. This step is performed on both patterns to obtain the top and bottom wing mould surfaces.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtJfvY67ZK8VsvX6-bbWWHlL2QadJ9BWVjR8_H_nn57vlfgLqvn5B5exsLyWD8Rp-tMku6125EWEQ0PTTANIawlQvFQgs_cVeYsKSKKbStOnvdyhm8TKRhpb13rDHF2NB_qRKg4Gtg/s1600/2012-12-08+11.58.36.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEjtJfvY67ZK8VsvX6-bbWWHlL2QadJ9BWVjR8_H_nn57vlfgLqvn5B5exsLyWD8Rp-tMku6125EWEQ0PTTANIawlQvFQgs_cVeYsKSKKbStOnvdyhm8TKRhpb13rDHF2NB_qRKg4Gtg/s400/2012-12-08+11.58.36.jpg" width="400" /></a></div>
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I made an oven from scratch to cure composite parts, which is really handy. It controls the air temperature only but works wonderfully for such small components. Of course, I use vacuum to compact the parts, as you can tell from the picture.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdt_6p1pNic2jI8tOcY-glNjWzSQcmGUIyKhsnUhBgv4xBsnnlmk3Odv_yxLJbv1MjMhLQdMXIqwSpes_L-1Low8XWFw2o1P2gZD9-qDWbi42lPMFlnyIsOWox8oT6npk2sfexRDtw/s1600/2012-12-08+15.34.34.jpg" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="225" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEhdt_6p1pNic2jI8tOcY-glNjWzSQcmGUIyKhsnUhBgv4xBsnnlmk3Odv_yxLJbv1MjMhLQdMXIqwSpes_L-1Low8XWFw2o1P2gZD9-qDWbi42lPMFlnyIsOWox8oT6npk2sfexRDtw/s400/2012-12-08+15.34.34.jpg" width="400" /></a></div>
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The mould surfaces are then polished to obtain a better cosmetic finishing on the wing surface. The polishing should be made to 1200 grid.</div>
<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-7986586075224993982012-11-15T15:44:00.002+01:002012-11-15T15:44:36.343+01:00Tooling wing testFirst tooling parts made from CAD - CAM - CNC on tooling board 600 kg/m3. Easy to machine and good surface finishing. To improve the surface , I will apply body sealer afterwards, before the release agent.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-53395322898806930132012-10-19T19:43:00.002+02:002012-11-13T17:09:10.927+01:00First Composite PartsHi all. Following the decision about putting on hold the engine testing, the modelling of the car is started. As a system check, I modelled this wing, following F1 standards. The CATIA model of the rear upper main plain has the intel for composite design of the part: ply pieces, splices, inserts, etc. The structure is quite complex and has Rohacell cores to reinforce the skins, plus two spars running across the wing span. The wing is 1:3 scale, meaning a total span of 252 mm. DXF are produced automatically to cut the plies on prepreg from the CAD model.<br />
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Material definition is now still to be defined both for part and tooling. This design and built exercise will prove the manufacturing cycle as well, since will use my Optimum BF20L vario to machine the patterns and final component. The CNC program will be made with Visual Mill based on the solid model created in Catia v5.<br />
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<a href="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1BzdRZ9bHwwDSDWKAxKbcB_Bt1nEWqSxZ9dBrK_CLey2R5ifyiCXZt5animCCuGmXCQQcqFHqhdLF4eotuv1nj0_0Hs7FhXRhAwi5LDXW6Ys3jDeWdBr7OqlIumAbG3qr6sLxCjpl/s1600/Screenshot+2.png" imageanchor="1" style="margin-left: 1em; margin-right: 1em;"><img border="0" height="315" src="https://blogger.googleusercontent.com/img/b/R29vZ2xl/AVvXsEh1BzdRZ9bHwwDSDWKAxKbcB_Bt1nEWqSxZ9dBrK_CLey2R5ifyiCXZt5animCCuGmXCQQcqFHqhdLF4eotuv1nj0_0Hs7FhXRhAwi5LDXW6Ys3jDeWdBr7OqlIumAbG3qr6sLxCjpl/s640/Screenshot+2.png" width="640" /></a></div>
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-58743108853370862212012-10-02T00:31:00.000+02:002012-10-02T00:31:06.688+02:00Time to move onEven though the IT3 engine is not finished, I decided to put its development on hold. I have changed job and am living away from my home town, in where my workshop is. Hence, I will get started with the design of the car (chassis, composites). This means, there will be some uncertainties about the engine fitting into the whole, but I am sure I can get around it.<br />
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I expect the design to be finished somewhere around Oct - Nov 2013. The model and aero surfaces will be finished end of this year. The rest of the detail design will be finished afterwards, including the latest design of the 2013 cars. The particular car to be made will be determined next year, as the newer the car I chose the better it will look when finished in 2015-2016. The engine will be first designed and then the development will continue on the test bench, untill it is running well, recovering the IT3 work. Car manufacturing will start end 2013, along with the engine testing.<br />
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Follow me to learn more about the progress with the car design, which looks very exciting! A lot of composite parts to be designed and built! I will try to make some posts about composite manufacturing techniques as it is quite interesting for model making but actually just a few ones use it.Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-40097052776953643192012-07-08T22:43:00.001+02:002012-07-08T22:43:52.993+02:00IT3 test engine preliminary design 2The preliminary design is almost completed for the 20cc single cylinder test engine. It is expected that specific test components will be produced in the following weeks to assess the design of the cooling and lubrication systems.<br />
The concept designs for the cooling and lubircation system pumps can be seen in the picture below. The final layuot of the pumps will not be incorporated to the engine to reduce complexity. See in green the test water pump. and in purple, the aspirating oil pump. The distribution system uses gears instead of chain, as was used in the previous test engines IT1, IT2. This creates a high degree of complexity during the machinning steps.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0tag:blogger.com,1999:blog-1905599525597993807.post-56397027631618803862012-06-17T20:53:00.001+02:002012-06-17T20:53:15.526+02:00The new engine IT3 is on its way! Still some more months of design but will be ready soon. A big change is increased capacity to take advantadge of scale increase (from 1:5 to 1:3). Total capacity will be 160 cc!<br />
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The bore is now set on 35 mm, which means that it will not use the current ASP engine spare parts. The piston is from the GX Honda engine series. Max speed is estimated around 12000 rpm with gasoline fuel. The lenght of the engine will be around 200 mm with 4 valves per cylinder.<br />
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As you can see, it will have water cooling and for first time.<br />
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<br />Bernimodelshttp://www.blogger.com/profile/16125571415968031405noreply@blogger.com0