create modular framework for easier future integrations

using stronger conditions to reduce testing period

move forward with chassis design and order other departments to comply with new conditions

start physical testing using expected geometry to start fine tuning

contact university about a composites crash-course/seminar/webinar

contact other universities and ask about their manufacturing methodology

stay with tubular spaceframe untill further knowledge in composites can be aquired

start FEA analysis based on former chassis design

decide team wide confiiguration freeze date

contact outside workshops to see possible future working relationship and there methodology preference

The integration of CFRP materials into automotive designs presents challenges related to compatibility, performance, and safety, necessitating a careful transition from a Chromolly tubular space frame to a CFRP monocoque. Key considerations include determining the optimal geometry for suspension, aerodynamic features, and the placement of components like the battery pack and sensors, all while adhering to FSAE safety protocols. Additionally, decisions regarding the production method—whether to use preimpregnated carbon fibers or an injection method—must be made early to facilitate timely production. The development process involves creating molds and plugs from suitable materials, ensuring that all assemblies can be connected without compromising structural integrity, and maintaining strict adherence to budget constraints and sourcing of materials.

BGR CFRP Monocoque challenge

Projects dedicated to solving problems rising between working team members

The number of useful (value-adding) functions or operations performed by a system per unit time.  The time per unit function or operation.  Useful output per unit of time.  Cost per unit output, or amount of useful output.  (See 'Speed' –  #14 – which is more focused on issues of dynamics rather than the output of product.)

Productivity

Taking Out (Extraction)

Intermediary

Mechanics substitution

Parameter changes

Issues related to manufacturing, fabrication, and assembly and issues associated with an object or system.  Ease of manufacture.

Ease of manufacture

flexibility in future design and integration

The velocity or speed of an object or the rate of any kind of process or action.  The speed may be relative or absolute, linear or rotational.

Speed

improves aerodynamics parameters and vehicle handling

Segmentation

Anti-weight

The Other way around

Component: Wings and Mounting

delays chasiss components structural integration

contact outisde workshop for future collaboration

Unclear project priorities leading to delays in decision-making

manufacturing methodology is yet to be decided

no FEA analysis and actual testing can be done

Conduct a thorough analysis of existing manufacturing methodologies used in CFRP structures to identify the most suitable options.

Establish a clear project prioritization framework that aligns with overall business goals.

Implement a robust Finite Element Analysis (FEA) software tool to simulate the CFRP structures before physical testing.

Utilize existing chassis designs as a reference to expedite the development of the new 3D model.

the monocoque is the backbone of the vehicle, every single component is reliant on it and bolts up to it. first a study on the materials must be conducted, which manufacturing methodology will be best, resin infusion or prepreg CF. Further research to be conducted is abpit the cpre material, wether it be a aluminium or kevlar honeycomb structure or a rigid pvc foam such as rohacell, a derivitive of that is the decision on how to bolt certain components. in key areas such as the front bulkhead there can be no crushing of the the core material, that means that an implanted aluminium plate must be used or potted inserts. after that outside components must be decided on such as the suspension geometry, the size, location and means of taking out the battery box. outside sensors such as Li-Dar and camera, heat evacuation components such as radiators, and aerodynamic components such as an undertray and wings.after that it is needed to start a 3d model of the chassis, this is in order to be able to start FEA analysis based on the characterization of different requirements from different parts of the chassis, and in order to be able to have a rough estimate of material thickness' per area. testing must be done to make sure the equivalncy of the CF is met according to FSAE stanards, all equivalncy tests are compared to 1010 steel. the equivalncy tests are a 3 point bend test and a shear test where a punch must penentrate al layers of the laminate.once the geometry is agreed upon the design of a mold must begin, the first step is to make a "plug", from that the molds are made which are usually 2- piece molds and finally the CF can be laid onto the molds to make the chassis.

characterize different chassis components

the monocoque is the backbone of the vehicle, every single component is reliant on it and bolts up to it. first a study on the materials must be conducted, which manufacturing methodology will be best, resin infusion or prepreg CF. Further research to be conducted is abpit the cpre material, wether it be a aluminium or kevlar honeycomb structure or a rigid pvc foam such as rohacell, a derivitive of that is the decision on how to bolt certain components. in key areas such as the front bulkhead there can be no crushing of the the core material, that means that an implanted aluminium plate must be used or potted inserts. after that outside components must be decided on such as the suspension geometry, the size, location and means of taking out the battery box. outside sensors such as Li-Dar and camera, heat evacuation components such as radiators, and aerodynamic components such as an undertray and wings.after that it is needed to start a 3d model of the chassis, this is in order to be able to start FEA analysis based on the characterization of different requirements from different parts of the chassis, and in order to be able to have a rough estimate of material thickness' per area. testing must be done to make sure the equivalncy of the CF is met according to FSAE stanards, all equivalncy tests are compared to 1010 steel. the equivalncy tests are a 3 point bend test and a shear test where a punch must penentrate al layers of the laminate.once the geometry is agreed upon the design of a mold must begin, the first step is to make a "plug", from that the molds are made which are usually 2- piece molds and finally the CF can be laid onto the molds to make the chassis.

the team is made of three branches, mechanical, electrical and autonomous. in mechanical compoments such as suspension geometry, brake pedal and steering geometry, heat evacuation, aerodynamics, battery packing, drivetrain. in electrical there are high voltage, low (and medium) voltage and communication components. and in autonomous the components affecting chassis design are perception&amp;mapping

Functional Modeling of team

inside the mechanical branch the product of making a chassis is contingent on many mini-projects and teams finalizing their design. such as suspension designing a push-rod or pull-rod configuration, aero deciding on wether they will need ground effect and from that a flat floor, the back side of the car holds the battery pack so high voltage and battery pack teams need to decide on the size of the fuel cell, and drive train need to decide on mounting