International Summary Portfolio 2009 World Championship Seasonrea.org.au/wp-content/uploads/Portfolio-Redline-Racing.pdf · designed by the team and was manufactured by Kombat. The

International Summary Portfolio

2009 World Championship Season

Summary Portfolio - World Championships 2009 Page 2/20

Redline RacingAbout Us The TeamAlistair Smith Team Manager and Design EngineerF1inSchools has opened my eyes to the world of engineering. I look forward to an engineering career and developing contacts within the automotive and mechanical industries. Ultimately, I plan to start a business or consultancy, speciallising in sustainable engineering.

Chris LawTest and Trials Engineer and Finance ManagerMy experience in F1inSchools has been phenomenal. I have learnt much about the world of engineering, myself and my fellow team members.

Annie HarperGraphic DesignerI have really enjoyed this journey so far. I have learnt so much about the design process and learning how to use programs such as Adobe InDesign, Photoshop and Illustrator.

James MazengarbManufacturing Engineer and Marketing ManagerI have really enjoyed this F1inSchools program. I have learnt a lot about aerodynamics and feel privileged to have this chance to help me in a possible future career in engineering.

Daniel BoucherManufacturing EngineerThis is a great opportunity to learn the stages of a model car development. I have enjoyed this experience including working on the portfolio, sanding and putting on car decals.

Mission / VisionTo design and build the fastest straight line F1inSchools racer in the world and to redefine our limits by developing professional skills both individually and as a team.

The term redline refers to the red section of a performance car’s tachometer. A tachometer is the display on the dashboard that shows the revolutions per minute (RPM) of the engine. The redline in particular represents the maximum RPM that the engine can create. This corresponds to the team’s desire to redefine their limits.

HistoryRedline Racing is a passionately dedicated team of five Year 10 students from Trinity Christian School, Canberra, Australia. In the 2007-08 season, four Year 8 students known as Team Goshawk, experienced great success at the International Championships in Malaysia, where they attained both 2nd Place Overall and Best Engineered Car.

Alistair Smith and Daniel Boucher continued on from Team Goshawk, and joined with three new members; Annie Harper, Chris Law and James Mazengarb. Together, the team formed Redline Racing. The team competed in the Australian Capital Territory State Finals where they were named Champions and were also awarded the Best Engineered Car and Best Innovation Awards. At the Australian National Finals they were crowned Champions again and also received the Outstanding Collaboration award. At this competition Redline Racing officially recorded a time of 0.989 seconds, entering the team into the exclusive sub-second record book, a feat achieved by only three designs world-wide!

Since these remarkable achievements, Redline Racing have continued to redefine their package and further develop the associated technology and skills in an effort to set a competitive benchmark for current and future teams.


Redline RacingAbout Us Management and CommunicationProject ManagementProject Management aims to keep projects: - on time - on budget - on specification

The time line for the final period leading up to the International Championships is shown in the Gantt Chart* to the left This is indicative of the team’s planning.

A very important aspect of project management is understanding the scope and limitations. These may relate to resources, capability, availability, time and money. Whatever is planned must be ultimately achievable within the constraints.

Mind-mapping software* was employed to explore and record the goals and actions of the team across many areas of the project.

When it was challenging to meet deadlines and the unexpected occured, it helped to have these tools available.

Finance ManagementTo raise sufficient funds to support the project, the team approached industry in pursuit of sponsorship. The first step in many partnerships was the formation of a relationship, before proposing financial support.

Sponsorship together with fundraising efforts (see page 7) combined to an amount in excess of AUD$15,000.

To manage these contributions, the team devised a budget* and divided the funds between five sectors of expense; Display, Uniforms, Car Development, Transit and Miscellaneous. Any excess funds are designated to recover costs of earlier competitions, with the remainder recycled back into the program for the development of future teams.

Team SelectionThe team selection process was an innovative concept. The process included exciting the broader school community and directly involving a large group of students in this project. Formal applications were handed out to interested students and from these applications students who displayed the required level of commitment were selected. Eleven students formed an extended team and this team began working on the package elements. Finally, five outstanding students qualified for the team.

The team quickly established a routine of weekly meetings on Thursday afternoons. As the competition drew nearer, more afternoons, weekends and holidays were required to work on the project.

Although each team member had their individual role and area of responsibility, each competition was a collaborative effort with overlapping roles as each member helped others to fill any gaps.

*ICTs used: Microsoft Office 2007; Project, Excel - FreeMind


Redline RacingMarketing Graphic Design

Logo FontThe font NP Naipol All in One was chosen because of its sleek lines and stylishly modern appeal.

Stylised Red ElementThe stylised red element not only represents an R, but also resembles the numeral two, as there are two returning members involved with the school’s second team competing in the program and at the international level.

Five White StripesThe five white lines represent the speed indicators on a tachometer as well as the five team members.

The ArmThe arm of the R has three divisions that symbolise road markings on an overtaking lane as well as signifying the three new team members.

Logo Development

TaglineRedefining Limits can be added to our logo or used separately. The tag came out of a group discussion about our purpose as a team. The line stuck and has helped us to remain focused on that goal in all we do.

The logo has a unique purpose. On first impression, logos should appear clean, simple and memorable. However, when studied in detail, they should hold meaning and it is crucial that each element be justified by symbolism.

Versatility is another virtue of a strong logo. The simplicity of the logo should assist its ability to adapt to a range of mediums, from large posters to the small decals on the car.

An advantage of the Redline Racing logo is its ability to use an element separately without sacrificing the impact and identity of Redline Racing.

Graphic TriuneThe graphic triune on the left creates an ascending graphic gesture that corresponds with the team’s goals and aspirations for the future as well as providing a subtle reference to the Holy Trinity and Trinity Christian School.

*ICTs used: Adobe Creative Suite Standard; Illustrator

Colour SchemeThe team colours of red, white and shades of gray are strongly established.


Redline RacingMarketing Team Identity

Competition ShirtsDesigning a team competition shirt allowed for the colour scheme to be featured to showcase the graphic strength of our logo. The competition polo shirt was custom designed by the team and was manufactured by Kombat.

The back of the shirt features the team member’s surname in red and the team name, Redline Racing, below in grey. Platinum Sponsors and the Australian Flag are featured on the sleeves and on the front of the shirt.

RedlineRacingRedef in ingLimi ts

w w w . r e d l i n e r a c i n g . c o m . a u

Redline Racing

Annie HarperGraphic Designer

[email protected]:


Left: Business Cards Above: Sponsorship Brochure

Team UniformsSeveral team uniforms were developed for use during competition. Pictured to the left are (from left to right) the Competition Uniform, the Travel Uniform and the Presentation Uniform.

Each served a unique function and reflected an appropriate style while maintaining a team look consistent with the team colours.

The Competition uniforms showcased the teams’ custom designed shirts and were complemented with easy wear slacks and black accessories. The travel uniform included a shirt from TRD and black running pants for comfort as well as matching jackets. Tailored suits were chosen and worn with white dress shirts and the “red line” of a simple red tie for presentation and formal events.

The Marketing Package

Everything in image projection, from the car design right through to the verbal presentation visuals to the folio documentation was to reflect a clean and sharp professional image. Redline Racing’s Business Cards, Sponsorship Proposal, Website and Presentation Posters refelct a commitment to a consistent style.

Left: Display at Fundraising Dinner shows the Presentation Posters. Above: Website screen shot

*ICTs used: Adobe Creative Suite Standard; InDesign, Illustrator, Photoshop, Dreamweaver


Redline RacingMarketing Booth Design

BenchesThe tables were constructed in the same fashion, and after consultation with staff at Flash Photobition, fabric panels and table frames were produced. The aluminium frames add a touch of class to the poster display with the clean edges and finished look. The consistency of these display materials throughout the booth aides in creating a strong, unified and sophisticated look.

PostersDesigning strong posters that grab attention without overwhelming the viewer in a visually stimulating place such as a trade show - or in this case, a technology challenge - is an exercise of balance. The clean approach of Redline Racing is to communicate the team’s confidence, clear thinking and commitment to quality. Therefore, the booth posters have a minimalistic design style, providing a backdrop of basic information, some interesting quotes to engage people, and a quick snapshot of what makes Redline Racing unique. The posters also use the team’s graphics as a unifying force to clearly define the display area. It was decided to print on cloth for ease of overseas portability. The cloth is stretched into aluminium frames that are also lightweight and easy to assemble on site.

Display Options and LogisticsOnce the booth dimensions were received, concepts were developed for the best possible way to display the team’s information and interactive displays. The purpose of the pit is to showcase the team project, inform viewers of the design process of the product, and draw people in so that they are more fully engaged with the ideas and solutions displayed by the team.

To determine which of the display ideas could be used in the relatively small space, a mock-up model booth was built to the scale of 1:3. This gave a more realistic idea of how the area could be best designed, which also made it easier to determine the size and placement of posters, table top displays including the team’s spinoff products, computer monitors, folio, and the interactive car displays.

Prior to departure for London, the team did a trial run set up, to ensure that all the pieces were there and the construction process was understood. Pieces were numbered and labeled to simplify the competition set up.

TrimTo emphasise team identity, a red line banner was created to run around the top of the booth. This helps to better define the space and adds a strong, yet subtle graphic element, reinforcing the logo and the team’s tag line, Redefining Limits.

A similar grey line was printed on the bottom of the table covers, creating a space that replicates the folio layout design in 3 dimensions.

Design Concepts

Form follows function. “ ”Frank Lloyd WrightEar ly 20th Century Architect

Above Images from Left to Right- Rapid Prototype Rear Wing- Rapid Prototype Front Wing- Wheel Assembly Cross-Section - Axle Support Housing- Stationary Wheel End Cap and Axle- Wheel Hub Cap

Frontal Projected AreaThe RL3 has achieved the absolute lowest frontal area while remaining rule compliant, thus minimising the form drag that resists forward motion.

Collaboration Those who learned to collaborate

and improvise most effectivelyhave prevailed.

“”Charles Darwin

Inf luential Naturalist

Collaboration with ExpertsManufacturing Engineers mentored by expert, Lindsay Drabsch.

Product Development

No problem can stand the assault of sustained thinking. “ ”Voltaire

Writer/Philosopher

Development Cycle

Above Images from Left to Right- GH1 - Team Goshawk State - GH2 - Team Goshawk National- GH3 - Team Goshawk Internationals - RL1/2 - Redline Racing State/Nationals- RL3 - Redline Racing Internationals


Typical Velocity vs Time - F1 Puck Data"Run 1" (1.04 sec)

Velocity = -6.1732 t + 26.516

Velocity = 106.22 t

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Integrated Car Velocity

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Linear (Acceleration Phase)

Test and Trials

On board Accelerometer Results Integration of the acceleration data shows that the vehicle reaches a peak velocity of 24 m/s, and that the acceleration and deceleration phases are approximately linear. The car initially accelerates at more than 10 gs.

Testing leads to failure, and failure leads to understanding.“ ”Burt Rutan

Aerospace Engineer

Above Images from Left to Right- Track Testing- Scout Wind Tunnel Testing- High Speed Photography/Canister Trials- Acceleration Data Logger ‘F1 Puck’- Aerodynamic Analysis in VWT- Canister Trials Data Acquisition

Analysis of Drag After comprehensive tests of each generation of Goshawk and Redline car in VWT, Fluent, the Scout Wind Tunnel and a Low Turbulance Wind Tunnel at the UNSW@ADFA, the results all confirmed a systematic decrease in drag.

Drag at 20m/sConcept Performance Comparison* Fluent Models - spinning wheels and moving ground

# Low Turbulence Wind Tunnel (UNSW@ADFA) - models "flying"

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Extrapolated ScoutWind Tunnel

COMPARATIVE TESTS

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Manufacture

Simplicity is the ultimate sophistication. “ ”Leonardo Da Vinci

Renaissance Engineer

Above Images from Left to Right- Successfully Machined Body - Taping Threads in Axle Supports- Denford Compact 1000 PRO Milling Machine - 3mm Ball End Wood Cutter- Experimental Roughing Cuts of RL2 - Precision Lathe Machining of Wheels

Wheel Balancer Production ConceptThe Precision wheel balancer suspends the wheel assembly in a magnetic f ield. Gravity identif ies the heaviest point so that it can be corrected, avoiding excessive wear and minimising vibration.

Evaluation

“ ”Winston Churchill English Prime Minister

should occasionally look at the results.

However beautiful the strategy, you

Team ConsultationEvaluation of marketing plan and folio design.

*ICTs used: Adobe Creative Suite Standard; InDesign, Illustrator, Photoshop - Autodesk AutoCAD

Car DisplayThe car display is designed to be both interactive and secure. The car is displayed in a perspex sculpture of the spikes that form part of the logo. The car supporting shaft was machined out of 19mm diameter Delrin plastic. It is inserted inside the canister housing which holds the car in the air. Information about the car is displayed.


Redline RacingMarketing Promotion

Engineering Excellence Awards Alistair and Dan were invited to be guests of Michael Myers at a Black Tie Gala Dinner for the Australian Engineering Excellence Awards. Alistair and Dan came prepared to speak on behalf of F1inSchools. They enjoyed a front row seat among the best engineers in Australia and the opportunity to learn more about the engineering profession.

Supporters and SponsorsSupport has come from experts and sponsors as well as families, friends and the local community. Platinum sponsors are DMO and REA Foundation. Gold sponsors are CEA Technologies, Toyota/TRD, UNSW@ADFA, Royal Australian Navy, and Catalyst Interactive. Silver sponsors are XYZ Innovation/Objet, Windlab Systems and Concentric Asia Pacific. Bronze sponsors are SEI Australia, Pelican, Flash Photobition, C&G Signs, Prestige Automotive, WebEx, Dassault Systems, Mazengarb Barralet Family Lawyers and Buckle Belts.

Trinity Christian School’s Year 12 Home Economics class hosted a fundraising Gala Dinner and Auction to raise support for the team. The team gave a brief presentation and received an Australian Flag from local MP, Annette Ellis.

Innovative Spinoff Product DevelopmentAcceleration Data Logger F1 PuckAt our request and stimulated by our success at last year’s world championship, and our desire to redefine our limits by better understanding the acceleration dynamics of the car on the track, precision engineers Steve Mogg and John Gallant helped us by developing an accelerometer to capture data related to motion. Built around multi-axis sensors, data was stored and later downloaded for analysis. As a result, Vast Motion was born to make the product, F1 Puck, available to the market (www.vastmotion.com.au) with their first order received at the Australian F1inSchools National Finals. (For more information see page 16.)

Wheel Balancer With the help of Mr Lindsay Drabsch, a retired clock maker, the team designed and machined an innovative wheel balancer. The product involves two super magnets that suspend a balanced axle and wheel in a magnetic field. This extremely low friction bearing allows gravity to isolate the heaviest point of the wheel as it falls to the bottom.

Public Appearances and Media ExposureD+I 09 - Exhibition and ConferenceAlistair and Annie spoke at the Defence and Industry Conference in Adelaide and assisted with Re-Engineering Australia’s F1inSchools booth. In addition to addressing a room of 1200 military and industry professionals at the Gala Dinner, they also promoted the F1inSchools opportunity to students at the Career and Skills Forum held during the conference. Additionally, national radio recorded an interview with Annie and Alistair for later broadcast.

Teacher’s ConferenceRedline Racing demonstrated the benefits of F1inSchools at the Directions 09 Teacher’s Conference in Canberra. Redline Racing volunteered their time to support REA and the government’s Student to Industry Program which was featured at the conference.

Media ExposureNewspaper, magazine and internet articles provided valuable media exposure for the team and sponsors.

*ICTs used: Microsoft Office 2007; Outlook


Redline RacingDevelopment CycleEngineering design is often referred to as the process that links the need to a product. The process can involve art and science, analysis and synthesis. Solutions are often found using iteration to try and find better solutions, but the designer generally stops when they are satisfied. A simple flow chart representing the basic design process is shown to the right. The challenge and excitement of design is that there is never one definitive solution and these solutions can always be improved upon.

Design ConsiderationsIn the design of the RL3, the driving philosophy was to be fully rule compliant while seeking the most efficient design possible. A top level representation of the key technical issues considered are highlighted in the mind map below. As discussed on the following pages, the concept revolves around a “split body” arrangement.

Design Concepts PhilosophyDecision Based Design (DBD)Using a systems approach to engineering, any design problem can be modelled as a network of decisions. Basic decisions can be either selection or compromise.

An F1inSchools example of a selection decision is the choice of material for the wheel system components. Unable to create a new material, it is necessary to select from what is available. An example of a compromise decision is the overall length of the car assembly so that it is both balanced and aerodynamically efficient, as well as rule compliant.

Where a problem can be modelled with mathematical equations, optimisation methods can be applied to find solutions. However, the framework of DBD itself is helpful in understanding the problem to be solved. Key terms such as given, find, satisfy and minimise/maximise help in the organisation of thoughts. The F1inSchools Problem Statement can be expressed as:

Given - Competition Rules and Regulations - Knowledge and Abilities - Available Resources - The Laws of Physics

Satisfy - Competition Rules and Regulations - Team Goals - Successful Performance - Development of Skills

Find - A Competitive Car Design - A Supporting Package - Documentation - Presentation

Minimise/Maximise - Minimise Aerodynamic Drag - Minimise Mechanical Friction - Maximise Score - Maximise Experience

“Form follows function.”Frank Lloyd Wright

“Simplicity is the ultimate sophistication.”Leonardo Da Vinci

Design HeuristicsThe development process was influenced by Leonardo Da Vinci and his philosophy that simplicity is the ultimate sophistication. Because F1 is the most sophisticated arena in motorsports, this gave us direction in how to attain a sophisticated result.

Since its architectural application by Frank Lloyd Wright in the early 20th century, the expression form follows function has emerged as a universal heuristic of design. The phrase illustrates the relationship between an object’s form, its appearance, and its function, or purpose. This foundational concept was a major consideration in the team’s approach to design.

The KISS Principle, coined by lead engineer for Lockeed Skunkworks Kelly Johnson, states that the key goal of design is to avoid unnecessary complexity. The KISS principle was regularly applied to all aspects of the challenge.

“Keep It Simple and Stupid.”Kelly Johnson

*ICTs used: FreeMind


Redline RacingDesign Concepts TheoryCar DynamicsIn the F1inSchools Challenge, the power source is provided by a CO2 canister. Starting from rest, the car should accelerate as quickly as possible. With the fixed thrust, the highest acceleration is achieved with minimum car mass and a minimal resistance (aerodynamic and mechanical) design. Once the thrust has expired, momentum takes over. When at a given velocity, greater mass is better to minimise the effects of resistance. The heavier the item is, the slower it will decelerate. Therefore, a balanced design considering acceleration and deceleration is sought.

Using an accelerometer, it was observed that after 6 and a half metres, the car had reached it’s peak velocity. For the remainder, the car is decelerating at a rate defined by aerodynamic drag and mechanical friction.

Free-Body Diagrams are used in engineering to show the forces that are acting. Newton’s 2nd Law of Motion: F = force = mass x acceleration = ma. When a = 0, then the sum of the forces and moments are zero. When a does not = 0, then the sum of the forces is equal to ma.

Shown in the free-body diagrams are all of the external forces acting on the car. There are three basic situations for the F1 car.

The first is in static equilibrium, where the car is stationary on the track. The weight force acting through the centre of gravity is balanced by reaction forces acting vertically on the wheels by the track. The second is where the car is accelerating due to thrust from the jet overcoming all resistant forces. The resistance comes from the inertia of the car’s masses, aerodynamics and friction. The third is when the thrust has expired and the car is under deceleration by a combination of aerodynamic drag and mechanical friction of the wheel system and action of friction on the line guides.

DensityThe definition of density is given by Density = Mass / Volume

This is relevant to all matter, whether a gas, fluid or solid.

Drag CoefficientThe definition of drag coefficient Cd is

Cd = Drag / (Pressure*Area*0.5*V**2)

Different body shapes have different drag coefficients.

Venturi EffectA venturi is created when a fluid passes through a restriction and as velocity increases the pressure decreases. The limiting condition of this is choked flow. A flow becomes choked when the pressure drops to a point where the flow rate cannot increase any further. This is a dynamic situation and where the fluid is compressible, the density of the fluid is affected.

Components of Drag Four primary aspects contribute to drag: - Pressure, - Velocity, - Viscosity, and - Body Curvature.

Measured at 20oC, the viscosity of air is 0.018 mPa where the viscosity of water is 1 mPa. Humidity, which is a measure of water in air, will greatly impact the viscosity of the atmosphere. With high humidity, the air becomes more viscous, therefore increasing the resistance to a moving object.

Reynolds NumberReynolds number is the ratio of pressure to viscosity. Experiments show that the flow over a body will be laminar if the Reynolds number is less than 2000 and turbulent if it is greater than 3000. Between these two values, the flow is unstable and may change from one type to another.

Induced DragThe flow around the sides of objects creates induced drag. It can be reduced by streamlining and avoiding bluff shapes and flow separation.

Skin FrictionSkin friction is a function of the wetted surface area of a body. The greater the area, the greater the skin friction. Skin friction is also influenced by the roughness of the surface. The rougher the surface, the more viscous drag will be created. However, some roughness can trip the boundary layer which can work to reduce the induced drag.


Redline RacingDesign Concepts Development MethodsComponent Identification StringAn identification (part numbering) system was introduced as a managerial technique to identify components both virtually and physically. The unique name for each component is created by a string of codes that indicate its origins and application. The string begins with two characters indicating the team name and a numeral that represents the competition campaign.

The array of individual components is categorised into families and sub-families such as wheel assembly and axle support. Each family is then assigned a unique two letter abbreviation followed by its version number. The tree diagram to the right displays the code generation for the 2nd version of the axle support’s lock screw.

In the design environment (depicted right), a two digit revision number is added.

As components are manufactured, they may also be given a unique three digit serial number to enable differentiation from its identical siblings.

From the original design, through the manufacturing process and in the final testing phase, the component Identification system allows the team to follow the component thorugh its life.

RL3.WA.AS.LS.2

RL3.BD.2 Wall Thickness Analysis

Rule ComplianceTotal rule compliance was a priority for the team this season after predecessor Team Goshawk had narrowly escaped disqualification with controversial designs in the 2007/08 season.

Through the team’s adoption of a minimalist design philosophy, the original concept did not feature the plate along the base of the car body. This plate was only introduced to comply with the body to track clearance regulation (rule 2b) of the 2009 International Competition. The original interpretation was that the terminology referred to the lowest point of the body, as in the FIA regulations for Formula One which simply relate ground clearance to the largest thing you can pass over.

A method to ensure rule compliance with respect to material thickness was found through the application of the Wall Thickness Analysis tool within CATIA*. This tool displays a colour coded contour map of thickness. However, it does not measure perpendicular to the surface meaning that an edge appears to have a thickness of zero giving rise to the red regions shown.

Design ProcessWithin each level of competition, the package is developed as a linear process, while the overall season development is seen as an iterative process.

*ICTs used: Dassault Systemes; CATIA V5 R19 - FreeMind


Redline RacingDesign Concepts PracticeTeam Goshawk

GH3 - International 2008As a significant refinement of GH2, the GH3 design was revealed in 2008 at the World Championships in Malaysia. The split body design concept and clean lines won it the Best Engineered Car Award at the competition.

Although the GH3 car presented an extremely distinctive appearance, the innovation was in the wheel system.

The wheels, based on what is now the Walsh Concept were developed in consultation with an experienced technical officer, Mr Paul Walsh. The team developed an inexpensive, low mass system with minimal friction between a mylar disk and a steel axle.

GH1 - State 2007The GH series of split body designs began in October of 2007. The GH1 was the first design presented in competition by the school at the premiere Australian Capital Territory (ACT) event. The design featured clear farings above wheels and a thin, plastic film over unique weight management pockets.

RL1 - State 2008The first design of the RL series was further testimony of simplicity and innovation. Although the overall image of the car is similar to the GH series with the split body, the RL1 design featured an integrated front wing and tether guide, stub axles and hub mounts. The wheel system was a further iteration of the Walsh Concept, with the new system featuring the ability to remove and replace wheels that are clamped by a small locking grub screw.

RL2 - National 2008With only three weeks between competitions, the focus was turned to making fine adjustment to the angle of the front wing and reducing the spinning inertial mass of the wheel system.

Redline Racing

GH2 - National 2007Over a short period of four weeks, GH2 was developed for the national competition. The alterations to the design were in an effort to eliminate the controversial features of the GH1 that held the potential to disqualify the team at the national competition. The GH2 featured balsa plates as an alternative to the previous film coverings.

RL3 - International 2009The latest product of Redline Racing is the RL3. The design has achieved the absolute minimum possible frontal cross-sectional area, while remaining fully compliant to the International rules. It is significantly different to its predecessors (due to variation between the Australian and International regulations), yet it maintains the split body concept. Evolution and revolution occured in the canister position, wing design and wheel system.

The canister was shifted forward to locate the centre of gravity more evenly between the front and rear wheels. Both wings were specially designed for separate manufacture through the application of rapid prototype technology.

The concept behind the wheel system remained the same, but many small changes improved its efficiency. The two mylar disks were evenly indented from the edge of the rim to equalise wear. Stationary plastic end caps were introduced to eliminate vortices forming on the side of the spinning wheel, and brass guides provided a low friction guide to limit side translation, or floating, of the wheel.

*ICTs used: Dassault Systemes; CATIA V5 R19


Redline RacingDesign Concepts RL3 Features

End CapThe End Cap provides a stationary outboard surface on the wheel which eliminates the formation of vortices.

Wheel RimThe wheel rim features a centre web that can be adjusted to alter the mass of the wheel. The web also provides the surfaces to which the running disks are attached.

Running DisksThe two mylar disks of each wheel provide the foundational knife edges characteristic of the Walsh Wheel.

AxleThe polished stainless steel axle remains stationary and provides a smooth running surface for the rotating disks of the wheel.

Axle SupportThis component is recessed within the body and incorporates a small lock screw that may be tightened to clamp the wheel assembly in position.

Hub CapThe stationary hub cap provides a stationary inboard surface and is fitted to the body.

Front Wing and GuideThe rapid prototyped wing integrates the housing for the front guide while providing structural support to the nose. The wing spans the full width of the nose and attaches via recesses in the body with supportive vertical end plates.

Rear WingThe rapid prototyped wing is split by the body. The two wing sections are supported by structures that integrate with the body.

Rear GuideThe ceramic guide is supported by a shaped wire that attaches to the body via two vertical prongs.

BodyThe split body design incorporates a forward canister position that improves balance and a low side pod sponson that defines the assembly width allowing the rest of the components to have a tight and aerodynamic position. The nose features a vertical leading edge which both neutralises lift and stops the time as soon as possible.

Compliance PlateThis component satisfies rule 2b which refers to ground clearance. The structure also acts as to reinforce the delicate body.



Redline RacingDevelopment and Testing Evaluation of Factors

Track Car ProtectionThe greatest risk to any F1inSchools car is the extreme deceleration of the crash phase at the end of the track. Many cars experience damage as they quickly come to rest. Due to the minimal cross section design, new limits have been defined with regard to the strength and durability of the RL3. Therefore, the preservation and protection of each car is critical. The materials that contact the car during the crash phase are a series of graduated weights of fabric. Catastrophic failures (shown on the right) have been caused by exposure to rougher materials. Another solution to this issue involves the extension of the track to allow a longer run-off distance after the finish line and/or to add a fan that is triggered to create a head wind that gently slows the cars.

Track VariablesIt is important to focus on those things that can be controlled while trying to limit the impact of those things that can not be controlled. Engineers talk about control factors and noise factors and examples for the competition are as listed.

Reaction TimesA factor that has an effect on the competition score is the reaction time that initiates the starting mechanism during reaction racing.

The team tested three common techniques using the thumb, finger and palm with trials of each technique for each team member.

The results showed that when using the thumb, the reaction time was quicker by approximately 0.04 seconds with an average reaction of 0.153 seconds. However, the team’s elected driver consistently recorded faster reactions using his finger rather than thumb.

Precision and Quality of ManufactureMachine Alignment and Tool DatumTo ensure that the physical product matched the design intent, and the 0.1mm dimensional tolerance for the World Championships was achieved, it was imperative to set the Denford 1000 Compact PRO machine within fine tolerances.

A standard Z datum at a fixed location in X and Y was utilized to reduce the impact of tool changes. This was an effective approach to maintain dimensional accuracy due to the rather complex machining schedule for RL3.

See page 17 for more information.

Wheel BalancerTo control the vibration in the fabricated wheels, a static wheel balancer was developed. (See page 7 for more information.) This led to a consistently smoother running wheel system.

Mass ControlThe minimum mass of the car is prescribed by the rules to be 55 grams with a 0.5 gram tolerance. Cars have been presented as close as possible to 54.5 grams, using coats of paint to control the final configuration.

Surface FinishA high quality surface finish is desired for a range of reasons including engineering judging and aerodynamic performance on the track. By increasing the consistency of coverage across the surface, the variability is reduced.

Axle Alignment JigTo ensure the axles are parallel, the axle supports need to be fitted accurately. A jig is used to achieve this when fixing the supports to the body.

Track Alignment GaugeIn striving for maximum performance on the track, careful setup of the car and the starting mechanism is critical. Through initial high speed photography, observations were made that some cars experienced significant yaw off the line.Therefore, to minimise this occurance, additional custom gauges were created to ensure an effective alignment position for every launch sequence.

Noise Factors - Track set-up - Undulations - Lane variability - Atmospheric conditions - Starting mechanisms - Synchronisation - Size of puncture hole - Canisters - Mass - Gross - Net - Volume

Control Factors - Design - Aerodynamic drag - Mechanical friction - Manufacturing precision - Machine set-up - Mass control - Surface finish - Car assembly - Racing - Car set-up on track - Car protection during crash phase - Reaction Times


Redline Racing

Puncture DynamicsUsing a standard mechanism and canisters within the competition tolerance of 0.5 grams, the team investigated the puncture dynamics of the canister. The time between activation and two related events (initial gas release and clearance from starting mechanism) was recorded. The results show a standard deviation of 1 and 3 milliseconds respectively and an expansive range of over 7 milliseconds.

Development and Testing System Investigations

Canister Research

test # frame rate (frames/sec)

lag between mechanisms

(frames) (milliseconds)1 1000 3 3.02 5000 19 3.83 8000 28 3.54 8000 17 2.15 8000 17 2.16 8000 49 6.17 5000 7 1.48 5000 17 3.49 5000 1 0.2

mean 2.9standard deviation 1.7

High speed photography was used to examine the starting mechanisms and the variability in “simultaneous” launch times generated from the control box. The photographic setup and a sample image from the Redlake camera of the firing pins are shown. The pins are clearly out of phase. Also the geometry of the pin tips are shown to be different.

The tabulated results (at right) were surprising, recording an average variabilty of 2.9 milliseconds, standard deviation of 1.7 milliseconds and a range of over 6 milliseconds, across the nine tests conducted.

These findings may help to explain the variablity of recorded times observed in testing and in competition.

note: canisters in weight range of

29.5 - 30.5 grams

time (milliseconds) between activation and

difference between events

(milliseconds)

CO2 mass (grams)

hole size (millimetres)

gas release clearance of mechanism

mean 35 43 9 8.20 1.13standard deviation 1 2 1 0.33 0.12

minimum 34 38 8 7.50 0.95maximum 36 46 10 8.83 1.35

range 2 7 2 1.33 0.40

canister mass (grams) CO2 mass (grams) hole size (millimetres)before after

international canisters (24 data points)mean 33.546 25.69 7.85 1.34

standard deviation 0.093 0.04 0.09 0.03minimum 33.3 25.60 7.60 1.25maximum 33.7 25.80 8.00 1.35

range 0.400 0.20 0.40 0.10australian canisters (13 data points)

mean 29.677 21.708 7.969 1.13standard deviation 0.154 0.266 0.269 0.11

minimum 29.5 21.2 7.6 0.95maximum 29.9 22.2 8.5 1.25

range 0.400 1.000 0.900 0.30

Jet ShapeThe rapid expansion of the gas was recorded by very high speed photography. The shape of the jet is tight and thin with minimal divergence.

Ideal Gas Law and Thrust EquationThe Ideal Gas Law: PV = nRT relates pressure and volume to the number of molecules, the gas constant and temperature. Using this, an estimate of internal pressure is 30 psi (206842 Pa). The question is, is this law applicable?

The thrust produced by a punctured canister is similar to that of a rocket engine. Rocket thrust is estimated as the product of mass flow rate and velocity.

Assuming the flow undergoes choking conditions, the following equation can be used to calculate the mass flow rate.

Substituting relevant values leads to a thrust prediction of 3.12N. Comparing this with the accelerometer results (see page 16), the thrust force from applying F=ma gives a force of 8.5N. Perhaps this discrepancy is proof that the flow conditions do not follow the Ideal Gas Law.

CO2 Mass and Puncture Size VariabilityIn any experiment where canisters were used, the canisters were weighed before and after use and the puncture hole was measured. Using canisters within competition tolerance, there was surprising variability in mass of CO2 and the size of puncture. From two sample groups, the mass of CO2 varied by up to 10% and the puncture by 30%. Both of these findings suggest that the canisters have the potential to contribute greatly to the variability and inconsistency of recorded times.

Starting Mechanism Research

*ICTs used: Microsoft Office 2007; Excel

=


Redline RacingDevelopment and Testing AerodynamicsWind Tunnel Evaluation Scout Wind TunnelThe Scout Wind Tunnel (Scout) is an F1inSchools utility for aerodynamic evaluation. However, the accuracy afforded is low. To overcome this, the team developed a systematic technique to standardise readings. The wind speed was adjusted to isolate the point where the drag reading changed from one value to the next. This was then interpreted as the average of the two readings (ie. oscillating between 10 and 11 becomes 10.5 grams). The corresponding wind speed was then recorded from the manometer. The maximum wind speed achievable in the Scout is less than 18 metres per second. The plots of drag vs. speed from the Scout are also given.

Low Turbulence Wind TunnelThrough partnership with the University of New South Wales at the Australian Defence Force Academy (UNSW@ADFA), the opportunity arose to conduct further aerodynamic evaluation using an industry class Low Turbulence Wind Tunnel (LTWT) with the assistance of Officer Cadet Ryan Kell.

Computational Fluid DynamicsComputational Fluid Dynamics (CFD) is a form of mathematical computation that can be used to analyse the aerodynamic properties of a design.

Each design was initially analysed using Virtual Wind Tunnel (VWT) as it is the standard CFD package used in the F1inSchools Competition and was the most easily accessible.

Once the design had been evaluated by VWT, the concept was run through Fluent; an advanced, industry class CFD package with the capability to simulate the rotating wheels, moving ground and contours of static pressure to provide a more realistic scenario, therefore confirming the observed trends and providing high quality analysis images.

SummarySystematic computational and physical testing of our series of cars, GH3, RL1/2, RL3.2 (with compliance plate) and RL3.3 (without compliance plate) has been conducted. As shown in the histogram below for VWT, Fluent (both laminar and turbulent models), LTWT and the Scout, the trends are consistent.

Confirmation from Fluent, the more realistic and complex package, proved the initial results produced by VWT, and both Wind Tunnels.

Significant progressive improvement by reducing the aerodynamic drag is predicted and demonstrated. Notably, all predictions show RL3 to be at least 10% better than RL1/2. This is impressive given that RL2 broke the second barrier at the Australian 2008 National Final.

Drag at 20m/sConcept Performance Comparison* Fluent Models - spinning wheels and moving ground

# Low Turbulence Wind Tunnel (UNSW@ADFA) - models "flying"

GH

3

GH

3

GH

3

GH

3

GH

3

RL1

/2

RL1

/2

RL1

/2

RL1

/2

RL1

/2

RL3

.2

RL3

.2

RL3

.2

RL3

.2

RL3

.2

RL3

.3

RL3

.3

RL3

.3

0

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10

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20

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30

35

40

VWT Fine MeshDrag

Fluent Laminar* Fluent Turbulent* Low Turbulence WindTunnel#

Extrapolated ScoutWind Tunnel

COMPARATIVE TESTS

DR

AG

FO

RC

E (g

ram

s)

Drag vs Speed - Scout Wind TunnelConcept Comparison

Drag (RL3.2) = 0.0012 Speed3.3134

0

5

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45

50

8 10 12 14 16 18 20

SPEED (m/s)

DR

AG

(gra

ms)

GH1

GH2

GH3

RL1 [Test Car]

RL2

RL3.2 [Test Car]

Pow er (GH1)

Pow er (GH2)

Pow er (GH3)

Pow er (RL1 [Test Car])

Pow er (RL2)

Pow er (RL3.2 [Test Car])

*ICTs used: Microsoft Office 2007; Excel - Pheonix; VWT - Fluent - FloWizard


Redline RacingDevelopment and Testing Experimental Data Analysis

The VAST Motion F1 Puck Accelerometer was used to record the acceleration of the car on the track at a rate of a thousand samples per second.

It can be assumed that the motion of the car is an example of linear motion. Mathematically, the distance travelled, velocity, acceleration and time are all linked. From the accelerometer results, the velocity and distance travelled can be calculated using the mathematical process of integration.

The gradient of a curve of distance against time is velocity. Similarly, the gradient of a curve of velocity verses time is acceleration. Working the other way it is called integration. The integral of acceleration is velocity and the meaning of this is that the area under a curve of acceleration vs. time is velocity.

Similarly, the area under a curve of velocity vs. time is distance travelled.

a

t

I ntegration

t

v

t

a

t

I ntegration

t

v

t

If acceleration is constant over a time interval, the plot of velocity vs. time is a straight line as shown in the sketch.

By integrating the accelerometer data, velocity plots were generated, a typical plot is shown in the figure (bottom left). In this case, the car reached a peak velocity of 24 m/s in 0.3 seconds from the standing start.

The acceleration phase approximated by a straight line has a gradient and therefore an acceleration of over 100 m/s2. The linear nature of the deceleration phase is also shown representative of constant deceleration.

Across a set of seven runs using the accelerometer, the average deceleration was approximately 5 m/s2. Multiplying this value by the mass of the car (F=ma), produced a drag estimate that correlated well with results from VWT.

Also observed using the accelerometer were the vertical accelerations experienced by the car on the track. There were two signals in the vertical data, one corresponding to the joins in the track with a magnitude of 8g and one at a much higher frequency thought to be a function of wheel vibration. Wheel imbalance appeared as the probable cause, leading to the investigation and development of a wheel balancing device (see page 18).

What goes up must come down and after the vertical impulse at the track joins, the car flies for a period before returning to the track.

Finite Element AnalysisFinite Element Analysis was conducted using CATIA*. The accelerometer results were used to define the load cases assuming a mass of 85 grams using the formula F=ma.

Rear Wing StudyA force of 20 Newtons was applied on the outer edge of the wing to simulate the worst-case scenario during the extreme crash phase, where the wing may catch. Without central support, the location of maximum stress is indicated in red. By fixing the wing to the rear face of the canister housing, the stress was reduced.

Stub Axle StudyThe wheels experience significant vertical forces due to the undulating track. A force of 5N was applied to the cantilevered stub axle to asses the maximum deflection. A deflection of 0.05 millimetres was observed. This deflection is insignificant and confirmed that the wheel assembly clearances were appropriate, and that inference would not occur.

Typical Velocity vs Time - F1 Puck Data"Run 1" (1.04 sec)

Velocity = -6.17 t + 26.52

Velocity = 106.22 t

Velocity = -229.36x + 258.46

0

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15

20

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30

0 0.2 0.4 0.6 0.8 1 1.2

TIME (s)

VELO

CIT

Y (m

/s)

Integrated Car VelocityDeceleration PhaseAcceleration PhaseCrash PhaseLinear (Deceleration Phase)Linear (Acceleration Phase)Linear (Crash Phase)

Wheel ObservationsThe original design intent was to produce the lightest wheels possible based on the assumption that reducing mass would lead to better track times. However, once spinning, the wheels act as flywheels during the deceleration phase and counter aerodynamic drag. Thus, there is a compromise in the design of the wheel system.

Different sets of rims were produced and tested. Slightly heavier wheels performed considerably quieter and appeared more consistent than the lightest. It is now thought that the increase in gyroscopic force generates greater straight line stability, and a shift in natural frequency led to a reduction in vibration and noise.

Accelerometer Theory and Results

*ICTs used: Microsoft Office 2007; Excel - Dassault Systemes; CATIA V5 R19


Redline RacingMaterials and Manufacturing Body

Finishing ProcessEach body was lightly sanded to remove machining scallops or faults.

The bodies were then transported to Prestige Automotive, a local Automotive Painting company to receive an initial primer filler. This process not only ‘filled’ any unwanted grooves or faults, but also raised the fibres in the balsa grain.

Each body was then sanded lightly again and checked to ensure the integrity of the definition features.

Two top coats of white, high gloss automotive two-pack paint followed.

After the paintwork dried, the final steps to enhance the aesthetic appearance of each body was the application of graphic and sponsorship decals sourced from C&G Signs. The decals were carefully applied to match the renderings finalised earlier. The compliance plate was covered by a red decal to complete the graphic design.

The sophisticated design presented many challenges in the manufacturing process.

Most of these obstacles related to the manufacture of the balsa body were resolved through the definition of effective and efficient tool paths, precision alignment and careful consideration in the selection of tools.

NC Code GenerationThe NC code is an electronic file that contains the string of coordinates that control the movements of the machine to produce each balsa body.

Redline Racing used Computer Aided Manufacture (CAM) tool benches such as Surface Machining from Dassualt Systemes’ CATIA V5 R19 to define, simulate and generate advanced machining operations and tool paths.

The machining of the compliance plate (see pp 9,11) presented reachability constraints due to its necessary position below the canister housing. Unable to define the underside of the canister housing and the upperside of the compliance plate during a single operation, the plates were defined separately in an earlier operation using excess material above the body’s nose as stock.

Due to the split body design, additional top and bottom machining operations were required to define the central channel between the wheels.

Although these additional processes increased the manufaturing time, they were necessary to produce the intended product.

Due to the thin and brittle three millimetre tool, a roughing operation was added to reduce the risk of breakage due to inflicted stress. Roughing operations are common when machining metal as they remove the excess material in thin layers to reduce stress on the tool. A one millimetre offset was factored into this set of directions to eliminate the associated chipping from affecting the quality of the final product.

Z-Levelling operations then defined the surfaces parallel to the tool axis before the final sweeping operation defined the intricate details and features.

NC Code VerificationOnce the code was created, it was verified using software packages such as REAssure and MetaCut Utilities 3 (MCU3). These programs allow the user to preview the tool path and foresee possible dangers and correct before escalating the issue.

Redline Racing used the MCU3 software to directly edit any errors or unnecessary processes, resulting in an efficient and reliable tool path.

Machining ProcessThroughout the machining process the spindle override was set at the highest possible rate and the feed rate set at a low rate, this achieved a fine and smooth finish on the car’s body surface.

Custom blocks were used with a deepened canister housing. The canister housing was deepened to a 75mm depth because of the design’s forward canister position.

A custom spindle was produced to provide suitable support and to allow clearance on the cutting tool when removing the material behind the canister housing.

The team used a dial gauge to bring the milling machine’s accuracy down to within two thousandth’s of a millimetre. This made the car’s body finer and more precise in the machining stage, more precise then standard milling machines.

*ICTs used: Dassault Systemes; CATIA V5 R19 - REAssure - MetaCut Utillities 3


Redline RacingPrecision and Quality of Manufacture

Materials and Manufacturing Components Materials StudyThe competiton specification requires a balsa body and non-metallic wings. This provides technical freedom regarding the material selection in the design and manufacture of the wheel assembly and line guides.

Rapid PrototypingAll rapid prototyped components are FullCure 830 plastic and printed on an Objet Alaris30 3D printer. The printing process uses a numerical control machine to build up layers of two different materials. The first is a water soluble material that supports the FullCure 830 material during the operation.

Through an initial concept, the team realised that the water soluble solution requires a large opening to be dissolved, as stagnation allows the solution to become acidic, corroding the FullCure 830 material. This observation added another requirement to the design specification of the wheels.

Manufacture of Wheel Components

Mr Lindsay Drabsch, a precision engineer, was a vital mentor in the manufacture of the wheel system. His precision machinery manufactured lock screws that allowed a removable and replaceable wheel assembly.

Brass lock screw size is a mere 1200 microns. Lock screws were machined on a watchmaker’s lathe cut to length and threaded. A groove was cut on the end of the screw for a small screw

driver. It was then polished to remove any rough edges and therefore reduce wear on running surface.

Mylar disks were punched to a diameter of 23mm and glued into recesses in the rims. The Mylar discs run on a 1.2mm piano wire axle. The axle is polished and soaked in medical paraffin. This is because medical paraffin evaporates with no trace of carbon and is therefore a light and

effective lubricant. The axle is then pressed into the rapid prototyped end caps and a brass ring fitted in place.

The rapid prototype axle supports were drilled and threaded to take the 1200 micron screws. The axle supports were then glued into the chassis using an alignment jig to ensure that the axles were parallel.

Alignment Denford 1000 ProTo mill cars to fine tolerances a precision bar was placed in a V-Block and a dial gauge was used to check alignment. Metal shims were used to achieve variations along the X-axis in the Y and Z directions of less than 0.02 mm

Tool ChangesBoth 6mm and 3mm tools were used in the machining processes. The standard datum was set at a fixed location in X and Y to achieve consistency in Z.

Mass ControlThe minimum mass of the car is prescribed by the rules to be 55 grams with a 0.5 gram tolerance. To present cars as close as possible to 54.5 grams, coats of paint were used to control the final configuration. All the car components to be added during final assembly were weighed so that the mass of each car would be achieved after painting.

Wheel balancerTo reduce the vibrations that were observed in early accelerometer tests, a wheel balancer was developed. The device suspends the wheel assembly in a magnetic field, allowing gravity to define the heavy radials. To correct the wheel, material was removed from the heavy radial using a fine drill.


Surface FinishHaving a good surface finish is desired for a range of reasons including engineering judging and aerodynamic performance on the track. While not modifying the shape of the car as milled with minimal sanding, an automotive spray painter was sourced to achieve the best finish possible.


Redline RacingDrawings RenderingComputer generated graphic renders created by Autodesk’s 3Dstudio Max.

*ICTs used: Autodesk; 3DsMax

Through collaboration with Sebastian Perri from the Academy of Interactive Entertainment (AIE) in Canberra, multiple realistic pre-visualisation renders of the car were produced.

Mental Ray settings allowed the application of realistic reflections and shadows to be created.

Three dimensional materials were defined to enhance the reality and dynamics of the image by increasing the lustre values. To assist in the definition of edges against a white background, a fall off was employed.

Tinted lights were also used to enhance the realism of the renders. To improve the depth of the images, a cool blue backlight and a warm front light were used. This is based in colour theory that cool colours recede and warm colours project.

Final Gather accurately incorporates components such as the lighting and material properties. It performs a calculation simulating the dynamics of photons. As the photon reflects off a surface, it disperses through refraction and carries some of the colour with it.

The radiosity and reflection settings were also examined to produce dynamic renders.

The experience of working closely with a professional designer has enhanced the team’s understanding of the client-provider dynamics.


Redline RacingDrawings TechnicalTechnical dimensioned drawings were generated using the Drafting toolbench of Dassualt Systemes’ CATIA V5 R19. Below images are not to scale.

*ICTs used: Dassualt Systemes; CATIA V5 R19

Documents

International Summary Portfolio 2009 World Championship Seasonrea.org.au/wp-content/uploads/Portfolio-Redline-Racing.pdf · designed by the team and was manufactured by Kombat. The