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Monocoque car body design principles how to#
Monocoque car body design principles driver#

This carbon fiber safety cell is almost indestructible and plays a key role in the safety of Formula 1.Īnd safety standards in top-class motor racing have improved at a breathtaking rate in recent years.

Monocoque car body design principles driver#

or $/lb.Monocoque guarantees the safety of the driver in extreme situations. Part Integration can go too farĩ – Minimize the number of subcomponent pre-forms A 3-minute wet-out cycle isn’t worth much if it takes 30 minutes to load the tool with 90 pre-formsġ0 – Work with Suppliers to Minimize SystemCosts => Stop thinking in Euros/Kg. Tooling Edge filling Filleting Bonding Hiding read-through Non-critical components Impact AbsorptionĨ – Minimize the number of parts, but. However, assume that you will have between 5% and 10% scrap rates depending on the processes used, and there are several uses for regrind - plan for it. Think in terms of Nesting ShapesĦ - Choose shapes carefully Think in Terms of Draping Fabricsħ – Consider the Incorporation of Scrap and Re-Grind Many steps may be taken to minimize scrap by design. 5c - Minimum Radius of the panels edges will always tend to introduce flaws, if too tight.Ħ - Choose shapes carefully Consider the drape of the fabric, and the width of the rolls, as well as the darts and overlaps that will be necessary. Rule #5 – Stop Making Your Own Life Difficult 5a Ribs are not needed to add stiffness Ribs add stiffness to sheet metal, but just make composites more complicated and difficult to mold 5b - Holes in the inner panels will not save much weight and will significantly increase manufacturing complications which will introduce flaws. All Composites DO NOT need to be Isotropic, or “Act like” quasi-isotropic materials 0º 90º Laminates need to be balanced about the neutral axis, but that does not mean you need to add extra layers to create quasi-isotropic properties with respect to X and YĨ layers Carbon 8 layers Innegra 6/2 Innegra/carbon 4/4 Innegra/Carbon InnegraS Carbon Fiber #3 & 4 – All layers do not need to be the same weave, or even the same fibersĨ layers Carbon 8 layers Biomid 6/2 Biomid/carbon 4/4 Biomid/Carbon Biomid Cellulosic Fiber Carbon Fiber #3 & 4 – All layers do not need to be the same weave, or even the same fibers In fact, as layers are built up, if one layer cannot be contiguous, it is far better to overlap the abutting pre-forms than to create a butt joint, which will inevitably be a weakness in the structure. This is especially true for structural components. #1 Part Thickness Part thickness DOES NOT need to be uniform. Composite manufacturing systems in which a thermoset resin wets out a dry pre-form, will always benefit from having off-part edges. Plan for disposable consumption of certain waste materials needed for the removal of air /voids.

Multiple Processes for Multiple Applications RTM should be used where it works the best, pre-pregs can be used where it makes the most sense, but braiding, and wet-compression, and thermoplastics will make sense in other applications.

Most Important Manufacturing Principles: Work with suppliers to provide pre-layered multi-material stacks. Minimize the number of subcomponent pre-forms necessary. Find a way to incorporate scrap into the finished part or final assembly. Final part thickness does not need to be uniform it may incorporate overlaps. Use fibers only where needed use anisotropy as an advantage. Consider the pre-forming function to be as important, if not more important, than the final wet-out/ cure station. Consider drape, and roll-width as design restrictions. Assume suppliers already make all possible fiber architectures, and you can already buy what you need out of existing catalogs.ġ0 Manufacturing Principles to Design in Engineered Composites- Use nest-able shapes – Whenever possible: Rectangles and trapezoids Consider the materials like they were Gold - not to be wasted. Part integration can go too far there is an inherent limit to the advantages of part integration. Assembly of the final part wet-out/ cure stage should be as simple as possible. Allow the number of subcomponent pre-forms to escalate out of control. Assume that there will always be a lot of scrap and nothing can be done about it. Assume that it is possible to make any shape. Ribs add stiffness, and carefully considered holes in the inner panels will reduce weight. All fiber layers need to be stitched or woven. Component fiber layers must be quasi-isotropic.

Monocoque car body design principles how to#

The Problem: How to get modern composites to work cost-effectively as both primary structure and/or class-A surfaces.ĭo Not: Repeat the same mistakes that were done in the past.ġ0 Common Mistakes Part thickness needs to be uniform. Mosler MT900 900 kg car All- Carbon Fiber $180,000 Déjà vu all over again Automotive Design Guidelines for Composite Manufacturing Techniques Andy Richīackground 42 kg body on 200kg chassis 695 kg car 68 kg BIW 300 kg car 900 kg carĬonsulier 1990 890 kg complete car Glass Fibre Monocoque $60,000