UK ATC 2015: How Analysis & Optimisation Help Meet the Time Consstraints in F1

How analysis & optimization help meet the time constraints in F1 Simon Gardner | Head of Structures

Overall Jordan GP - started with 50 staff in 1991 4 race wins and 3rd in the constructor’s championship Sahara Force India formula One Team Ltd - October 2007 Dr VJijay Mallya and the Mol Family with Sahara joining in 2010 2 podiums, briefly 2nd 2014. Now increased to around 380 staff Aerodynamics 120 staff down at the Wind tunnel 70 design & aero 50 manufacturing Design Office 260 staff at the Head Office 90 Engineers (Various) 90 manufacturing 60 traveling

Background – Force India

Sahara Force India Formula One Team

MAHPP power unit MAMG gearbox SFIF1 is a chassis supplier

Chassis Bodywork (Aerodynamics surfaces) Suspension Braking Steering


Background – Force India


Aerodynamic / Tyres / Vehicle dynamic Design and structural

Meet design and production intent Running strength Safety requirement Regulation Technical Directives (TDs)

Production R&D testing (sometimes!) Testing/Racing

Design Process


Aerodynamics

Restrictions: TFLOPS + wind-on time = 25

Aerodynamic Mass Stiffness (tyres and

handling) Strength Time scales Cost

Design Considerations

Testing History Experience Hand calculations FEA

Method of achieving these targets


Analysis Optimisation

Partnership with Sahara Force India Formula One Team

Multiple load cases Complex geometries Complex lay up

Optimisation


Topological optimisation Composite optimisation


TOPOLOGICAL

Multiple load cases and defined volume Stiffness and strength limited

Typical Topological optimsation


>70mm

PRINCIPAL ROLL STRUCTURE DESIGN USING NON-LINEAR IMPLICIT OPTIMISATION IN RADIOSS BULK (2011)


Safety standards within Formula 1 are constantly evolving

Principal roll over bars introduced in 1961 Comply with stringent FIA design limits & strength

test FIA Formula 1 Technical Regs. 15.2 & 17

Fx = ±60kN

Fz = -90kN

Fy = 50kN

Topological


1. Linear topology optimisation 2. Manual iteration non-linear analysis

Objective: minimise mass

LINEAR TOPOLOGY OPTIMISATION

Manufacturing & symmetry constraints Linear stress limit in design domain

~75% MASS REMOVED

Initial design domain Element density CAD realisation of topology result



Composite (Free size optimisation)


Composites offer huge flexibility for designing optimised components Possible design considerations

Material (stiffness and/or strength) Ply orientation angle Patch position Number of plies in a given orientation Ply stacking sequence

Laminating orthotropic layers makes it possible to tune stiffness & strength into required regions

Lightweight core materials can be used to improve bending performance Using traditional analysis methods, it is very difficult to obtain an optimum

design – too many variables and very time consuming

Overview of Composite Design

HyperMesh Optimisation Set up

HyperMesh Modify ply shapes

OptiStruct Free Size Optimisation

HyperView Post Processing

OptiStruct Stack Sequence

Optimisation


OptiStruct Size Optimisation


Optimisation Process Summary


A front wing typical generates ~30% of an F1 cars total downforce

Stiffness can be tailored

Comply with stringent FIA deflection limits FIA Formula 1 Technical reg. 3.17.1

The objective of this study was to design a new front wing main plane for the 2008 VJM1 which exceeded the structural performance of it’s predecessor

~6kN total force typically generated

Must be lightweight


Composite Optimisation of a Formula One Front Wing (2009)

The front wing must withstand both aerodynamic loading conditions as well as standard FIA Formula1 Technical Regulations:

Regulation Details

3.17.1 (2009)

The outer most part of the wing may deflect no more than 10mm when a 500N load is applied vertically, loaded symmetrically.

3.17.1 (2014)

The outer most part of the wing may deflect no more than 10mm when a 1000N load is applied vertically, loaded asymmetrically.

F1 Front Wing Design Requirements


Altair Optistruct was used to aid design of the 2008 front wing Ply boundaries & efficient material orientations identified Discrete number of plies Optimised stacking sequence achieved

The final design met all criteria (within a highly compressed time frame)

The final design was able to: Meet both the internal and FIA regulation displacements Improve min. reserve factors Minimise mass Meet manufacturing constraints

This method can be applied across the board for all composite components on the car


The design of the rear wing is critical to the performance of an F1 car

The design must withstand large down forces generated by air flow at high speed

All components must be lightweight but satisfy the strength & stiffness requirements: Structurally sound Satisfy FIA regulations

To meet these requirements the rear wing can be constructed from the following layers: Multiple unidirectional layers Cloth layers Lightweight core

The objective of this study was limited to optimising the composite plies in the rear wing end plate and the pillar

Introduction

Optimisation of a Composite Aerodynamic F1 Rear Wing (2008)


The rear wing must withstand both aerodynamic loading conditions as well as standard FIA 2008 Formula1 Technical Regulations:

Regulation Details

3.17.3 Bodywork may deflect by no more than one degree horizontally when a load of 1000N is applied to its extremities in a rearward direction

3.17.5 The uppermost aerofoil element may deflect no more than 5mm when a 500N load is applied horizontally

3.17.6 The forward-most aerofoil element lying behind the rear wheel centre line may deflect no more than 2mm when a 200N load is applied vertically

3.17.7 Bodywork may deflect no more than 2mm vertically when a 500N load is applied simultaneously to each side

F1 Rear Wing Design Requirements


Mass in design regions reduced by 15%

Reserve factor under aerodynamic loading improved by 7%

Met required FIA regulations

Results Summary


In conclusion Formula 1 is a fast paced industry requiring quick and accurate solutions


Altair Hyperworks provides: Efficient meshing and analysis tools Optimisation

The optimisation techniques typically used are:

Topological Composite


Sahara Force India Formula One

Dadford Road

Silverstone

Northamptonshire

NN12 8TJ

United Kingdom

Simon Gardner

Head of Structures

Date post:	13-Aug-2015
Category:	Technology
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UK ATC 2015: How Analysis & Optimisation Help Meet the Time Consstraints in F1

Technology