DESIGN OF FORMULA STUDENT

RACE CAR CHASSIS

UNDERGRADUATE RESEARCH PROJECT REPORT

Submitted by

ALPEREN KALE

MECHANICAL ENGINEERING DEPARTMENT

HACETTEPE UNIVERSITY

JUNE 2016
ABSTRACT

In this undergraduate research project report, fundamental approach to Formula Student race car
chassis design is discussed. The most convenient chassis types, materials and production methods
are gathered from literature and represented. Also by considering Formula Student regulation, it is
analyzed that how a Formula Student race car chassis must be designed. This report is mainly
constructed of basic approaches and easy methods for first year teams.

ACKNOWLEDGEMENTS

Firstly, I would like to state my appreciation to my supervisor Assist.Prof.Dr.-Ing. Okan Görtan,

for his worthful contribution to complete this project successfully.

Furthermore, I would like to thank to all of our department’s academic and other staff, rectorship
and Hacettepe Technopolis for their support to Formula Student project. And also I want to use
this opportunity to thank the Hacettepe University Mechanical Engineering Department for the
education which I have taken and international experience.

Finally I have to thank to all my team mates which we are worked together day-and-night.

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TABLE OF CONTENTS

1. INTRODUCTION ................................................................................................................. 4

2. LITERATURE REVIEW ...................................................................................................... 5

2.1. Definition and History ................................................................................................... 5

2.2. Chassis Types ................................................................................................................. 6

2.2.1. Ladder Chassis ........................................................................................................... 6

2.2.2. Self-Support Chassis .................................................................................................. 7

2.2.3. Space Frame Chassis .................................................................................................. 8

2.2.4. Monocoque Chassis.................................................................................................... 9

2.3. Comparison of Chassis Types ........................................................................................ 9

3. MATERIALS FOR CHASSIS COMPONENTS ................................................................ 10

3.1. Steel.............................................................................................................................. 10

3.2. Aluminum .................................................................................................................... 11

3.3. Composites ................................................................................................................... 11

3.4. Material Selection Criteria ........................................................................................... 12

4. PRODUCTION METHODS ............................................................................................... 14

4.1. Mechanical Joint .......................................................................................................... 14

4.2. Welding ........................................................................................................................ 14

4.2.1. Stick / Arc Welding .................................................................................................. 15

4.2.2. MIG Welding ........................................................................................................... 15

4.2.3. TIG Welding ............................................................................................................ 16

4.3. Hybrid Chassis ............................................................................................................. 16

5. DESIGN .............................................................................................................................. 17

5.1. Design Overview ......................................................................................................... 17

5.2. CAD Design ................................................................................................................. 18

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 5.3. Analysis Methods ......................................................................................................... 20

6. CONCLUSION ................................................................................................................... 24

7. FUTUREWORK ................................................................................................................. 24

8. REFERENCES .................................................................................................................... 25

LIST OF FIGURES
Figure 1 - Ladder Type of Chassis.................................................................................................. 6
Figure 2 - Self-Support Chassis (Mobilinanews) ........................................................................... 7
Figure 3 - Triangulation in Structures............................................................................................. 8
Figure 4 - Tubular Space Frame Chassis of Hacettepe Racing Formula Student Team................. 8
Figure 5 - Monocoque Chassis of Darmstadt Technical University Formula Student Race Car ... 9
Figure 6 - Examples of Main Hoop Structural Requirements ...................................................... 17
Figure 7 - Front Hoop Iteration Examples .................................................................................... 18
Figure 8 - Longitudinal Sections of Chassis with 95th Percentile Male Model ........................... 18
Figure 9 - Chassis Floor Layout ................................................................................................... 18
Figure 10 - 3D Sketch of Chassis with 95th Percentile Male Model and Engine ........................ 19
Figure 11 - Isometric View of Completed Chassis ....................................................................... 19
Figure 12 - Front View of Chassis ................................................................................................ 20
Figure 13 - Side View of Chassis ................................................................................................. 20
Figure 14 - Top View of Chassis .................................................................................................. 20
Figure 15 - Chassis Triangulation Rule ........................................................................................ 21
Figure 16 - Hacettepe Racing Chassis Design for FS 2015, Class 2 ............................................ 22

LIST OF TABLES
Table 1 - Comparison of Steel vs Aluminum ............................................................................... 13
Table 2 - Design Starting Criteria ................................................................................................. 17
Table 3 - Baseline Steel Tubing Requirements............................................................................. 21
Table 4 - Frame Members, Specifications and Rule Numbers ..................................................... 22
Table 5 - Sample SES Data of Main Hoop ................................................................................... 23

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1. INTRODUCTION

Formula student is one of the biggest and most prestigious educational engineering competition
in the world, especially in the field of mechanical and automotive engineering. This competition
is supported by big automotive companies and also Formula One teams and it is considered as the
top level engineering competition for students.

The aim of Formula Student series is to incite and encourage young candidate engineers and
improve their abilities in the areas of engineering skills, team work capabilities, time and project
management and presentations skills. On the other hand, Formula Student is a very suitable
environment for automotive and racing industry to find their employees in future.

The first event was organized by Society of Automotive Engineers (SAE) in the United States in
1981. And in the upcoming years, some of US and UK teams competed in UK. So the second
event of the Formula Student series started in UK in 1998. With the spread to other countries The
Institution of Mechanical Engineers (IMechE) became the organizer of the European series of the
competition.

Besides, the given importance to the Formula Student competitions increased each passing day.
This drawed interests of big automotive companies and more importantly Formula One teams.
Many leading names in the sector began to support and became Patron, judges or volunteers of
Formula Student. All these developments provided to spread all over the world. Now Formula
Student competitions are organized in Michigan (US), Lincoln (US), UK, Australia, Brazil, Italy,
Austria, Germany, Japan and Russia.

Being a versatile competition in order to provide progressive learning opportunities increases

Formula Student’s importance. The competition consists of several events aspiring better learning
and self-improvement of students. There are two main entry categories in FS which are Class 2
and Class 1.

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 In general, Class 2 is advised for first year teams. In this class, teams compete with only their
designs. Teams are judged in three static events; Design, Business Presentation as well as Cost
and Sustainability. Teams are also encouraged to produce some parts of vehicle.

Class 1 is for the teams which have fully constructed a running car. This class is more extensive
and consists of static and dynamic events. Static events are same with Class 2. Additionally, there
is a technical inspection and five tests which are safety, chassis, brake, noise and tilt tests. The
teams which pass the technical inspection (scrutineering) and five tests are qualified for dynamic
events. Dynamic events are Acceleration, Skid Pad, Autocross and Endurance & Fuel Economy.

2. LITERATURE REVIEW

2.1. Definition and History

With the first appearance of automobiles in the end of the 18th century, it took almost a century,
the development of combustion engine powered automobiles. Before long the first automobile
race was organized in United States in 1895 (www.eyewitnesstohistory.com, 2006). Being a
strong competitive environment, automobile races have taken the lead of faster development of
cars. Thus automobile races are good opportunity for the manufacturers. Because they always
have to be faster, stronger and safer.

Chassis is one of the most important part of vehicles. It has several functions. It is analogous to
skeleton of animals. Chassis hold almost all of the components of vehicle together. At the same
time, it serves a safe zone for drivers to protect them. Chassis must be strong enough to remain
robust in every operational conditions for its expected life and also be as light as possible to be
fast. It carries the suspension system and that’s why, chassis must minimize body deflection as
bending and torsion in any direction. This chassis stiffness affects vehicle’s dynamic behaviors
like road holding and handling.

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2.2. Chassis Types

In automotive and racing industries, depending on application types, regulations and performance
& safety parameters; various chassis types have been used. With the continuous advancement of
technology in terms of analysis methods and production, chassis used in races has become more
effective and complex. In this part, most used chassis types will be compared and the selection
criteria will be referred to the appropriate chassis.

2.2.1. Ladder Chassis

Ladder chassis is the oldest type of chassis. It is quite primitive and has very simple design. This
type of chassis has been used since 1950s and today, very few vehicles have ladder chassis. They
mainly consist of two longitudinal frame member and this design looks like ladder. These two main
members carry the most of the vehicle’s weight and it is a support against the longitudinal forces
caused by acceleration and braking. But ladder chassis are so weak in terms of torsional rigidity.
There are cross members which supports the vehicle to the lateral forces. (Milliken & Milliken,
1995)

Ladder chassis has the advantage of easy manufacturing and price. Their production and material
costs are quite low. But not being three dimensional structure reduces torsional stiffness of the
vehicle (Bappa, Jose, Muteen, & Shaikh, February, 2015).

Figure 1 - Ladder Type of Chassis

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2.2.2. Self-Support Chassis

Self-support chassis, also known as Unibody Chassis are the most used chassis types today. It is
widely used especially in passenger cars. The design of this chassis type consists of one main strong
structure by integrating frame and body together. The entire body is formed from shaped metal
panels. It is easier to weld these panels compared to the conventional chassis and bodies. Self-
support chassis also have the advantage of good load capability. Being fully integrated structure
makes the chassis to have well load distribution. Another advantage of this design is space saving
and weight reducing. Minimizing wasted material and production processes are valid reason for
mass production (European Aluminum Association, 2013).

Figure 2 - Self-Support Chassis (Mobilinanews)

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2.2.3. Space Frame Chassis

Space Frame or Tubular Space Frame chassis are made from steel or aluminum tubes integrated
together with triangulation. Main advantage of this design is its three dimensional structure. This
structure increases the torsional rigidity of the vehicle significantly. In the triangulated form, there
are only tension and compression. The frame members are not exposed to bending or twisting loads
(Oshinibosi, August 30, 2012).

Figure 3 - Triangulation in Structures

By taking advantage of reducing weight, the performance capabilities of the vehicle are increased.
On the other hand, being a very stiff structure in all directions minimize the body deflection under
operating stress. This aspect this helps the suspension geometry to keep the road as much as
possible (Adams, 1993).

Figure 4 - Tubular Space Frame Chassis of Hacettepe Racing Formula Student Team

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2.2.4. Monocoque Chassis

Monocoque chassis are consists of one primary structure that is the body and frame of the vehicle.
It also gives the vehicle the outer shape of it. These type of chassis are made of composite materials.
It has great rigidity to weight ratio. They are very lightweight structures. So, this makes the vehicle
to have better performance. Monocoque chassis are produced from lots of composite layers and
requires special production procedure. The disadvantage of this chassis type is high cost (Bappa,
Jose, Muteen, & Shaikh, February, 2015).

Figure 5 - Monocoque Chassis of Darmstadt Technical University Formula Student Race Car

2.3. Comparison of Chassis Types

By inspecting the chassis types and by making benchmark, tubular space frame chassis are
preferred for formula student teams. Ladder chassis are very weak for torsion. Self-support chassis
are suitable for mass production for companies and manufacturers. For hand made cars like formula
student, two of these types are convenient; space frame and monocoque. Monocoque chassis have
good rigidity and very light weight. But its complex structure and price are disadvantages. Space
frame structures are slightly heavier than monocoque but they are still considered as light weight.
For formula student races, acceleration is very important. Also road holding capabilities must be
as high as possible. Considering all these arguments, space frame chassis is the most convenient
chassis type for formula student teams.

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3. MATERIALS FOR CHASSIS COMPONENTS

3.1. Steel

Steel is the mostly used material in automotive industry. There are various parts made of steel.
Its availability and being relatively low cost makes steel so convenient to produce chassis, some of
body parts and kinds of other components (Geoff Davies F.I.M., 2003).

Besides low cost, steel has another advantages. It can be easily shaped, machined and welded.
On the other hand, it is a good property that there is not so much brittle area because of heat effected
zone after welding.

Need to be mention material properties of steel for Formula Student, there is some regulations in
rules. Minimum yield strength of used material needs to be 305 MPa and minimum tensile strength
is 365 MPa. The young modulus should be at least 200 GPa. Also the steel has to have minimum
of 0.1 % carbon (SAE International, May 11, 2015).

There are mainly two types of steel used in Formula Student cars; SAE 4130 steel and mild steel.
SAE 4130 has high carbon composition and mild steel has relatively low carbon. High carbon steels
are very strong but they are expensive and there are some difficulties for production. Welding is
harder and heat treatment after welding may be required. However, low carbon steels can be easily
welded and heat treatment is not necessary. And also painting and repairing of low carbon steel are
easier (Waterman, November 7, 2011).

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3.2. Aluminum

Aluminum is the second most popular material in automotive. In recent years, aluminum
utilization rate in automotive industry became grow rapidly. The biggest reason is its light weight.
Aluminum is nearly three times lighter than steel. Besides, aluminum is malleable and elastic
material. On the other hand, aluminum is corrosion resistant and does not rust (European
Aluminum Association, 2013).

Although aluminum is not stiff as steel, it gives enough strength in some applications. But
according to general material properties of aluminum, larger dimensions should be used in order
to provide required stiffness. (Diaz, Fernandez, Gonzalez, & Ramos, 2014)

The main disadvantage of aluminum is its price. It is more expensive than steel. It may not be
problem for race cars or expensive sports car but it is not suitable to use lots of part made by
aluminum for mass production vehicles. Also welding o aluminum is harder.

3.3. Composites

As a general definition, composite materials are made by using two or more substances. They give
their properties and the specification of new product has a combination of these substances. Also,
it is different than each of their own properties. Usage of composites is increasing day by day.
Composite chassis are mostly used in high level applications like Formula 1, some race series and
upper class sports car. They have very good strength properties and lighter than metals. Also
composite materials can be produced for special applications. Their mechanical characteristics can
be adjusted. Their internal structure gives a good strength in preferred direction (Aird, 1996).

The main disadvantage of composite chassis is that they are very expensive and they require
staging production methods.

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3.4. Material Selection Criteria

For Formula Student competition, the baseline material is steel and the regulations and rules are
held regarding alloy steels. It is also possible to use another material, but in order to use them the
alternative frame rules should be considered. There are much more rules, regulations and required
tests for the use alternative materials.

The most common chassis materials are steel and composite in Formula Student. With an increase
of usage of composites, more than half of teams use steel for their chassis.

Aluminum has the advantage of being lighter than steel and cheaper than composite, it is very
hard to find aluminum that meets the requirements of rules. And to provide enough stiffness, larger
size of aluminum must be used and this does not make aluminum to be very convenient choice.
The volume of material becomes larger and it increases price.

Composite chassis are very good option for teams. Because they are light and stiff. But it must be
considered that composite monocoque chassis are hard to produce and very expensive.

The most convenient choice is using steel to produce space frame chassis. It is easy to machine
and prepare the tubes. It may not require also a complex fixture for production. With using correct
material, any post process is not necessary. After all, steel is very cheap and has a good availability.

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 Table 1 - Comparison of Steel vs Aluminum

Density Yield/Tensile Elastic Modulus Base Metal

Material
(g/cm3) Strength (Mpa) (GPa) Price (%)

Steel, SAE 1040 (Cold Drawn) 7.8 530 / 630 210 2.9

Steel, SAE 4130 Tempered 7.8 979 / 1040 210 3.0

Stainless Steel, 304L 7.9 310 / 620 200 4.1

Aluminum, 6061-T6 2.7 270 / 310 69 16.0

Aluminum, 7049-T7352 2.84 420 / 520 72 16.0

Aluminum, 4015 - H16 2.71 170 / 200 71 16.0

As shown in the Table-1, steel is nearly three times heavier than aluminum and in general steel
has higher yield and tensile strength. Steel is stiffer than aluminum. It can be determined from its
elastic modulus. And the base metal price of aluminum is nearly four times of steel.

Base Metal Price: “A measure of the relative cost of different metals, based on the commodity
market prices of their alloy constituents. Values are calculated on a unit mass basis, and expressed
as a percentage of the highest value in the database.
Values are not updated frequently, and therefore may not capture short-term fluctuations.”
(http://www.makeitfrom.com/)

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4. PRODUCTION METHODS

When designing chassis, it is desired that the chassis must be strong enough and stiff. So the
production methods should be selected properly and convenient in order to attain the design goals.
There are many methods for chassis production according to chassis types. Not only the strength,
stiffness and body integration, but also post production processes and the capabilities of the vehicle
in terms of easy disassembling and repairing must be considered.

4.1. Mechanical Joint

Mechanical joint is a useful method for some applications. Especially, if the parts which is
integrate to each other are wanted to be non-permanent. It is a good option when there is a
possibility that a specific parts of chassis are needed to be replaced or disassembled. Also the
mechanical joints can be used as a fuse. For example, if there is a critical part in the design which
is wanted not to be damaged, it the mechanical joint can be designed for integrating these parts
with main structure. And the joint is designed as weaker part; so it fails first when high loads are
applied. This protects entire body or system from bigger damages. It is also cheaper and easier to
replace this joint.

4.2. Welding

The most common used method to join two or more metal pieces together is welding. In general,
welding is made by melting the work pieces and adding a filler material. However, there are
welding types that does not require any melting or filler addition. Also welding can be done hot or
cold. On the other hand, welding can be applied with pressure or without pressure. All these
methods depend on application type. (Pritchard, 2001)

As well as there are many types of welding, the most common used methods of non-pressurized
welding types are explained in following section.

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4.2.1. Stick / Arc Welding

Stick welding, also known as shielded metal arc welding (SMAW) is one of the most used welding
method. It takes its name from the shape of the electrode. In this welding process, the current comes
from the welding machine is constant and can be direct current (DC) or alternating current (AC).
The amount of drawn current is proportional to thickness of work pieces.

This welding is generally used to weld steel and iron. The arc heat is used in this method to melt
the work pieces and stick. The stick used an electrode and with the work pieces, they complete an
electric circuit.

4.2.2. MIG Welding

MIG (Metal Inert Gas) welding is the method that the welding is done with continuous filler stick
in protected area with gas. Generally, Argon or Helium are used as an inert gas. There is another
version of this type of welding, called as Metal Active Gas (MAG) welding that Carbon dioxide is
used as active gas. In this method, the required amount of energy exists by the electric arc between
the work pieces and filler stick. The welding torch feeds the filler material to the welding zone, at
the same time the protective gas is applied in order to protect welding zone from environment
conditions. (Jeffus, 2012)

MIG welding has relatively high melting speed and deeper penetration ability. It is the advantage
of usage that it allows welder to work nonstop in a wide angle. On condition that required electrode
and protective gas is supplied, MIG welding can be used for ferrous and nonferrous metals.

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4.2.3. TIG Welding

Tungsten inert gas (TIG) welding is also known as gas tungsten arc welding (GTAW). In older
applications, the used protective gas was helium and this welding process called as heliarc. But
with the improvements, it is discovered that polarity makes the process be more effective and has
a reduced cost.

In this method, the tungsten electrode does not melt in normal conditions. The welding arc exists
between the work pieces and electrode. The heat energy makes a weld pool and filler stick is fed
externally to the pool. The tungsten is a sensitive material to oxygen, so a protective zone is
required to protect the electrode. Generally, argon or helium is used as inert gas. But argon is widely
used because of its better cleansing properties. (Jeffus, 2012)

4.3. Hybrid Chassis

In Formula Student competition series, experienced teams tend to use hybrid chassis in order to
optimize weight and stiffness properties of their vehicle. It can be possible to use body which made
of fully constructed from composites (monocoque chassis), some teams prefer hybrid chassis. The
frontal part of chassis is monocoque and the rear part which carries the powertrain is made of space
frame structure. This two different type of structures are integrated to each other with mechanical
joint. Especially the teams which use internal combustion engine select this option. Even if the
chassis is fully constructed as monocoque, the main hoop must be one-piece continuous steel tube.
In any case that teams should use mechanical joints to fix the main hoop to the body.

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5. DESIGN
5.1. Design Overview

Regarding to the Formula SAE rules and literature research, some of parameters are determined
to start designing chassis. These parameters are wheelbase, track width, cockpit dimensions, tire
sizes, ride height and some general dimension constraints. The wheelbase must be minimum 1525
mm. Also the smaller track width can be minimum 75% of larger track width. (SAE International,
May 11, 2015). Before starting to design, the parameters given in Table-2 given below are
determined.

Table 2 - Design Starting Criteria

Wheelbase 1650 mm
Front Track Width 1260 mm
Rear Track Width 1220 mm
Tire Size 13”
Ride Height 60 mm

In addition to general dimensional requirements, there are also some structural rules. Formula
Student constraints teams to design their chassis. Especially, the driver cell is very important. So
main and roll hoops designs become very important. There are some structural standards. Teams
which do not obey these rules cannot be approved to the Structural Equivalency Spreadsheet (SES).
There are some examples of acceptable and non-acceptable main and front hoop designs in
Figure-6.

Figure 6 - Examples of Main Hoop Structural Requirements

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5.2. CAD Design

CAD design is started in Solidworks according to general dimensional requirements and design
criteria. At first, main and front roll hoops are designed individually and optimum shapes are
determined by iterating.

Figure 7 - Front Hoop Iteration Examples

After that, the floor layout of chassis is sketched according to cockpit requirements and
components that predetermined before. 95th percentile male model is used to provide wide cockpit
area and longitudinal sections of chassis are also separated.

Figure 9 - Chassis Floor Layout Figure 8 - Longitudinal Sections of Chassis with

95th Percentile Male Model

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After the reference lines and layouts are determined and designed, upper structures, side impact
structures and roll hoops are completed and 3D sketch of chassis comes in sight.

Figure 10 - 3D Sketch of Chassis with 95th Percentile Male Model and Engine

By doing so many iterations, the final design of the chassis is completed. Analyses, component
placements, Formula Student technical tests like tilt test, vehicle dynamic requirements, center of
gravity specifications and many other criteria have a role in these iterations.

Instead of using one type of steel tube, different sizes and materials are used to produce chassis
structure. On order to find best weight and strength optimization, main and front roll hoops are
designed one piece bended 30.0x3.0 ST52-3 steel. Other frame members are made of 25.4x1.80
S460 MC micro alloy steel.

Figure 11 - Isometric View of Completed Chassis

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 Figure 12 - Front View of Chassis Figure 13 - Side View of Chassis

Figure 14 - Top View of Chassis

5.3. Analysis Methods

There are standard regulations for chassis design in Formula Student. The rules are based on steel
tubing. If teams use different materials, they have to provide required structural equivalency. These
rules and requirements are listed in Formula SAE rules book. But, if the chassis is made of space
frame steel, there are only some constraints about hoops, bracings, tube dimensions and structural
requirements like triangulation. Some of these rules are listed below.

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 Figure 15 - Chassis Triangulation Rule

The baseline steel material is AISI 1010 Steel. The Primary Structure of the car must be
constructed of either round, mild or alloy, steel tubing (minimum 0.1% carbon) of the minimum
dimensions specified in the following Table-3.

Table 3 - Baseline Steel Tubing Requirements

OUTSIDE DIMENSION x
ITEM or APPLICATION WALL THICKNESS

Round 1.0 inch (25.4 mm) x 0.095 inch

Main & Front Hoops, (2.4 mm) or Round 25.0 mm x 2.50 mm
Shoulder Harness Mounting Bar metric

Round 1.0 inch (25.4 mm) x 0.065 inch

(1.65 mm) or Round 25.0 mm x 1.75
Side Impact Structure, Front Bulkhead, mm metric
Roll Hoop Bracing, or Round 25.4 mm x 1.60 mm metric
Driver’s Restraint Harness Attachment or Square 1.00 inch x 1.00 inch x 0.047
(except as noted above) inch
EV: Accumulator Protection Structure or Square 25.0 mm x 25.0 mm x 1.20
mm metric

Round 1.0 inch (25.4 mm) x 0.047 inch

(1.20 mm) or Round 25.0 mm x 1.5 mm
Front Bulkhead Support, Main Hoop metric
Bracing Supports
or Round 26.0 mm x 1.2
EV: Tractive System Components
mm metric

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The chassis members and their specifications with corresponding Formula SAE rules are listed in
Table-4 given below.

Table 4 - Frame Members, Specifications and Rule Numbers

Design Description
Rule Tube Outside Wall
Rule Description and/or Material Tube Type
No. Material Dimension Thickness
Used
T3.11 Main Roll Hoop Tubing Steel Steel Round 30.0 3.00
T3.12 Front Roll Hoop Tubing Steel Steel Round 30.0 3.00
T3.13 Main Roll Hoop Bracing Tubing Steel Steel Round 25.4 1.80
Main Hoop Bracing Support -
Steel Steel Round 25.4 1.80
T3.13 Tube Frames
Front Hoop Bracing - Tube
Steel Steel Round 25.4 1.80
T3.14 Frames
T3.18 Front Bulkhead - Tube Frames Steel Steel Round 25.4 1.80
Front Bulkhead Support - Tube
Steel Steel Round 25.4 1.80
T3.19 Frames
Side Impact Structure - Tube
Steel Steel Round 25.4 1.80
T3.24 Frames
T5.4 Shoulder Harness Bar Steel Steel Round 30.0 3.00

Figure 16 - Hacettepe Racing Chassis Design for FS 2015, Class 2

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Specifications of every frame members and materials used in chassis are sent in the Structural
Equivalency Spreadsheet. There are also baseline steel requirements. One of the example data are
given below in Table-5.
Table 5 - Sample SES Data of Main Hoop

Material Property Baseline Used

Material type Steel Steel
Tube shape Round Round
Material name /grade Steel Steel
Young’s Modulus, E 2E+11 2E+11
Yield strength, Pa 305000000 305000000
UTS, Pa 365000000 365000000
Yield strength, welded, Pa 180000000 180000000
UTS welded, Pa 300000000 300000000

Tube OD, mm 25.4 30

Wall, mm 2.4 3

Baseline Used
OD, m 0.0254 0.03
Wall, m 0.0024 0.003
I, m^4 1.15935E-08 2.34778E-08
EI 2318.69797 4695.5619
Area, mm^2 173.4159145 254.4690049
Yield tensile strength, N 52891.85392 77613.04651
UTS, N 63296.80878 92881.1868
Yield tensile strength, N as welded 31214.86461 45804.42089
UTS, N as welded 52024.77434 76340.70148
Max load at mid span to give UTS for 1m long tube,
N 1332.794896 2285.173458
Max deflection at baseline load for 1m long tube, m 0.011975066 0.005913363
Energy absorbed up to UTS, J 7.980153166 11.58455989

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6. CONCLUSION

In this report, the basics of chassis design is represented. Most commonly used production
methods and materials are considered. Regarding previous year’s design, judge feedbacks and
literature survey; the most convenient way is selected. By this selection, the steel space frame
chassis is designed. This design is the most suitable chassis for first year competitors. The easiest
procedure is applied in terms of fixturing, easy manufacturing and production.

7. FUTUREWORK

The chassis is designed for first year Class-1 competition, so that it needs many improvements.
This first chassis can be considered as a prototype and it must be redesign with advanced methods.
After first year competition and first assembly, the deficiencies must be eliminated, because first
productions are generally not perfect.

The first step can be validation of structural integrity and strength of chassis. It should be tested
and results must be compared with analysis. Regarding this comparison, the required optimization
must be applied for next year chassis. On the other hand, vibration tests and modal analysis can be
applied. According to first road tests, the ergonomic improvements must be applied. Driver’s
comfort, handling angle of view, ease of control of the vehicle are some of the important parameters
for chassis design. Another case is that, the suspension behaviors should be tested and compared
with the design goals. After having real test data, rigidity of chassis and its distribution can be
adjusted more effectively. Finally, as a long term aim, the other chassis types must be considered
for best weight and strength properties and performance parameters. The team should study on
composite monocoque chassis in a couple of years.

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8. REFERENCES

1. Adams, H. (1993). Chassis Engineering.

2. Aird, F. (1996). Fiberglass & Composite Materials.
3. Bappa, M., Jose, J., Muteen, A., & Shaikh, M. (February, 2015). Design & Finite Element
Analysis of a Formula Student Chassis.
4. Costin, M., & Phipps, D. (1961,1965). Racing and Sports Car Chassis Design.
5. Diaz, A., Fernandez, O., Gonzalez, R., & Ramos, C. (2014). FSAE 2015 Chassis and
Suspension . Florida: Florida International University Mechanical Engineering .
6. European Aluminum Association. (2013). The Aluminum Automotive Manual.
7. Geoff Davies F.I.M., M. (. (2003). Materials for Automobile Bodies.
8. http://www.makeitfrom.com/. (n.d.).
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