speed and safety: composite materials in...

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SPEED AND SAFETY:

COMPOSITE MATERIALS IN MOTORSPORT

Altair EHTC – Bonn, November 8th 2011

Luca Pignacca Chief Designer and EU Racing Business Leader

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“We wish to design and manufacture the fastest and the safest racing cars in the

world”

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DALLARA RACE CARS

IndyCar Renault World Series 3.5

GP2

GP3 F3

Indylight

Grand-AmFormulino

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AUTOMOTIVE CONSULTANCIES

Bugatti Veyron 16.4KTM X-Bow

Alfa 8C Maserati MC12

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COMPANY PRESENTATION

In a world of increasing competition and knowledge distribution, our company strategy is focused on three areas of specialist knowledge:

1.Design and manufacturing2.Aerodynamics3.Vehicle Dynamics

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DESIGN OFFICE

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STRUCTURAL ANALYSIS

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AERODYNAMICS:2 WIND TUNNELS and CFD

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VEHICLE DYNAMIC : MULTIBODY ANALYSIS

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INDOOR TESTING - SEVEN POSTER RIG

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OUTDOOR TESTING - TRACK SUPPORT

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R&D: DRIVING SIMULATOR

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TECHNOLOGY: THE CONNECTION BETWEEN SPEED AND SAFETY

Low speed - High risk High speed - Low risk

"It is all about probabilities. You can never make it safe. F1 is not safe but you can do a lot of work to reduce the probability of somebody getting hurt.”

Max MosleyFormer FIA President

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HISTORY - CHASSIS EVOLUTION

60s - Steel tubes

70s - aluminium monocoque with

bonded and riveted panels

80s - composite monocoque

Continue evolution…

Safety in F1 from the early days until today1950s : no thoughts for safety : cars, tracks , public , drivers , mechanics , etc1960s : the first safety features : rear roll bar , seat belts , helmets and overalls,

fire protections for fuel tanks1970s : the begininnings of modern Formula One. Jackie Stewarts leads the safety crusade :

drivers must be extracted in less than 5 secs, safety bladders for fuel tanks, head rest,safety structures around dashboard and pedals , front roll bar

1980 : survival cell extended to the front of the drivers’ feet1985 : frontal crash test1988 : drivers’s feet behind the front wheel axle, mandatory static homologations tests1991 : more stringent testing of survival cell, including seat belts, fuel tank and roll bar1994 : minimum headrest thickness of 75 mm1995 : longer cockpit opening, rear and side impact test , higher speed in frontal crash1998 : front roll bar test1999 : tethered wheels, higher frontal impact test speed2000 : side panels lay-up specified, higher frontal impact test speed2001 : higher roll bar testing load , higher side impact test speed, side intrusion test2002 : rear crash stucture push-off test2003 : Hans (head and neck safety) system mandatory2005 : side crash structure push-off test , higher side intrusion load2006 : higher rear impact test speed2007 : “softer” front and rear crash stuctures, higher frontal imapct test speed,

lower rear impact test speed, side zylon panels2009 : higher cockpit rim static test load2010 : second frontal impact test with no nose and full tank2011 : front side and bottom zylon panels, more demanding cockpit rim test, cockpit floor static test

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FIA F1 2011 SAFETY REQUIREMENTS AND HOMOLOGATION TESTS

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NOSE PUSH OFF TEST

4.000 kg @ 550 mm from front wheel axis

After 30 seconds of application: no failure of the structure no failure of any attachment between the structure and the survival cell.

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FRONTAL CRASH TEST 1

Total trolley weight = 780 kg Impact speed = 15 m/sDummy weight = 75 kgFire extinguisher = on the chassisFuel tank = on the chassis

no damage to the monocoqueno failure of any attachment of

safety belts and fire ext.Peak deceleration over the first

150 mm < 10 gPeak deceleration over the first

60 kJ < 20 gAverage trolley deceleration <

40 gDummy’s peak deceleration >

60 g for max 3ms

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FRONTAL CRASH TEST 2

Total trolley weight = 900 kg Impact speed = 15 m/sDummy weight = 75 kgFire extinguisher = mounted to chassisFuel tank = full of water

no damage to the monocoqueno failure of any attachment of

safety belts and fire ext.

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SAFETY STRUCTURES – NOSE BOX

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REAR IMPACT STRUCTURE PUSH OFF TEST

4.000 kg @ 400 mm from rear wheel axis


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REAR CRASH TEST

Total trolley weight = 780 kg Impact speed = 11 m/s

no damage to the structures behind the rear wheel axisPeak deceleration over the first 225 mm < 20 gPeak deceleration > 20 g for max 15 ms

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SAFETY STRUCTURES – REAR IMPACT STUCTURE

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SIDE IMPACT STRUCTURE PUSH OFF TEST

2.000 kg Forward (calcs only)Rearward (test)


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SIDE IMPACT STRUCTURE PUSH OFF TEST

1.000 kg Upward and downward (calcs only)


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SIDE CRASH TEST

Total trolley weight = 780 kg Impact speed = 10 m/s

no damage to the monocoqueno failure of any attachment of safety belts

and fire ext.max average deceleration < 20 gForce on each impactor quadrant > 8000 kg

for max 3 msEnergy absorbed by each quadrant =

15%÷35%

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SAFETY STRUCTURES – SIDE CRASH STRUCTURE

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MAIN ROLL HOOP TEST

11.980 kg Through the main roll structure

No structural failure in a plane 100 mm below max deformation 25 mm

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FRONT ROLL HOOP TEST

Through the secondroll structure 7.500 kg

No structural failure in a plane 100 mm below max deformation 50 mm

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SIDE STATIC TEST #1

3.000 kg Where “tethered”

front wheel would impact

No structural failure max deflection = 15 mm

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SIDE STATIC TEST #2

3.000 kg


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COCKPIT RIM TEST

1.500 kg

@ 250 mm from rear edge of cockpit opening(From 2011 @ 50 , 150 , 250 mm)


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FUEL TANK SIDE TEST

1.500 kgThrough the center of the fuel tank

No structural failure

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FUEL TANK BOTTOM TEST

Through the center of the fuel tank1.250 kg


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COCKPIT BOTTOM TEST – FROM 2011

1.500 kg


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SIDE ZYLON PANELS

16 plies of Zylon (approx 7 mm thick)bonded on the monocoque sides after all the static tests

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NEW ZYLON PANELS (from 2011)

7 plies of Zylon (approx 3 mm thick)bonded on the monocoque after all the static tests

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SIDE PANELS : ANTI INTRUSION TEST

A truncated cone is forced through the center of a square test panelOver the first 100 mm : max load > 250 kN , energy absorption > 6000 J

LOAD-DISPLACEMENT Plot PANEL N°1

0255075

100125150175200225250275300325350

0 20 40 60 80 100 120 140 160Displacement [mm]

Load

[kN

]

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A LONG CFRP CALCULATION HISTORY

1998First FEA on

carbon chassis1990Crash box

2004Specific tools

2008Crash box with

FE approach

2005Crash full

scale model with carbon

chassis

1985First carbon chassis

2010Crash of

racing cars – interaction between

composite components

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COMPOSITE MATERIALS : HIGH PERFORMANCE

FLWB in CFRP:Displacement in cornering loadcase: 0.168 mm Weight: 1.31 kg

FLWB in Steel:Displacement in cornering loadcase: 0.165mm Weight: 2.29 kg

Crash Cone in CFRP:Energy absorption: 110000 JWeight: 4.6 kg

Crash Cone in Aluminium:Energy absorption: 110000 JWeight: 7.8kg

• Big experience and knowledge are required• A lot of data necessary to do the analysis• Physical phenomena very complex

KEY SYNERGIES WITH :

• The main raw material market suppliers, keeping us constantly informed about CFRP new developments and solutions

• The main software developers to test and improve new calculation and simulation tools

• The most reliable CFRP components suppliers including series manufacturing, allowing us to adapt the component design to the proper manufacturing technology.

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COMPOSITE MATERIALS : HIGH TECH

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CASE STUDY: GP2 CHASSIS ANALYSISPhase 1

cleanup&mesh

Hypermesh

Phase 2materials&properties

Hyperview

HyperLaminate and Laminate Tools

Laminate Tools

Phase 3post-processing

Phase 4post-processing

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CASE STUDY:MODEL BUILD UP

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CASE STUDY: BOUNDARY CONDITIONS

Fixed at the engine mountings

Load applied through 1D elements

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CASE STUDY: PLY-BY-PLY ANALYSIS

• Lay-up summary• Ply-by-ply stress tensors• Tsai-Wu failure index• Tsai-Wu reserve factor

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CASE STUDY: DRAPING AND MANUFACTURING CONTROL

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PROVEN METHOD

• Fibre and resin definition (strength, stiffness, resin content)

• Experimental data from traction and compression tests on different directions

• Creation of the FE model

• Definition of the composite material card

• Loadcases definition and analysis performing

• Analysis results validation by testing of complete or partial samples

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WHAT HAPPENS IN A DYNAMIC SCENARIO?

Dynamic Phenomena on CFRP

• Failure criteria• Damages• Failure propagation• Inertial phenomena• Instability• Delamination• Energy absorption• Strain rate effect

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DYNAMIC SCENARIO: FIRST APPROACH

Dallara routine :

• Good correlation• Simple geometry (i.e.: F1 crash box)• No buckling• No bending

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DYNAMIC SCENARIO: SECOND APPROACH

Material CARD

• 74 parameters• Different failure theories• Combination of different criteria

• Importance of the software house support

• Importance of being involved in the development

• Reliability of the software and of the testing laboratories

• Importance of the reasearch&development activities

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DALLARA AND ALTAIR -

CASE STUDY: CRASH BOX STRUCTURE

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DEVELOPMENT OF THE APPLICATIONS

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DEVELOPMENT OF THE APPLICATIONS

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THE BEST SATISFACTION

“I've had a long and good relationship with Dallara. I won the world's largest motor race, the Indianapolis 500 in one of their chassis. But performance is not the only thing Dallara think about. They are also extremely safetyconscious. I drove one of their chassis when I had the biggest accident in my career at Texas Motor Speedway, when my car was launched into the barriers at 220 miles per hour while battling for the podium in the latest stages of the race. The g-force of the impact was measured an incredible 214 g's, as the car virtually exploded from the impact. It was highest the highest g-force to be recorded in an impact, ever. But the safety cell was intact. The sheer energy from the impact left me severely injured and hospitalized for 3 months. It's not in the nature of motorsports to be "bulletproof", but I am convinced that it was thanks to Dallara's innovation and safety thinking that I lived to race another day”.

KENNY BRACKFormer Indianapolis 500 Champion

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