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Thread: 2015 FSAE-Australasia

  1. #11
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    Z, not all northern comps are over FS Japan this week and FS Italy next week.
    And Brazil to come in October so plenty of action before Auscomp.
    Ryan Ockerby
    Monash Motorsport 2012-2015

  2. #12
    Quote Originally Posted by ausracing View Post
    Mitchell, loving the testing photos and excited for aero (3D rear wing!!!). Done any practice enduro's? And how is the electric team going?

    Aus & NZ FB team list: https://www.facebook.com/lists/10201073788064567
    We will be putting some more photos up tomorrow. This years aero package isn't too far off. The manufacturing is taking longer than we hoped, mainly due to just team member availability. What do you class as a practice enduro? Driving at 100% for 22km? Last track day one of our drivers did 26km.

    Electric team is very close. The accumulator design has been a large undertaking as well as getting all the OH&S up to standard wrt the HV. The electric drivetrain is being installed into our 2013 car so the rolling car is done. The motor/driveline is mounted. The entire drivetrain is using off the shelf components with a single motor. The pedal box is done and the motor controller is doing its job. Our EV is about as simple as they get but has still taken ~12 months. We went quite heavy with the battery pack so endurance should be no troubles from an energy perspective.

    The Monash car looks fairly different from the last 2 years. What are your largest changes? What was the motivation?

    That facebook list is great, been following for a while.

    Quote Originally Posted by Z View Post
    UQ's approach of "good load paths" (= make things shorter and more direct) and "reduction of components" (= make it all SIMPLER) resulted in an instant 40 kg mass reduction!!! (Or -30 kg when they add their full aero package.)

    And the build was much quicker and easier...

    (Cannot help myself... just imagine an air-cooled single in the back. The overall chassis length, which is already a foot+ shorter than standard, could be another foot shorter. And <150 kg with "no major emphasis on weight reduction". Ahhh..., brown-go-kart... )
    As well as instantly dropping 40kg, this has been the quickest and easiest car to design/build I have ever been involved with. We changed chassis construction, engine, wheel size and suspension configuration. The cars longitudinal capability in both braking/accel had significantly increased. Lateral is equal to last year (mechanical limit, aero will hopefully sort this out).

    We came so close to an XT600E or TE610 but it's really hard to move away from a 4cyl. They make high power easy, start easy, are bulletproof and very forgiving. Also with the weight distribution we are power limited for alot more of the track. The car coming out of a corner at >1G longitudinal is great to watch/hear.
    UQ Racing

  3. #13
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    Great, really excited to see your first aero design! Unsprung?
    Yeah 100% over 22km without touching it. 26km is a lot of driver training!

    Sounds like it is coming together! How long till UQ e is driving?
    So is there ~7 electric teams this year? You guys, qut, uwa? , rmit, swinny, Kit, Tufast. Missing anyone?

    This is our big ground up design year so plenty of changes, still waiting on flying so can't reveal everything yet. I will get back to that question later

    Is there a team with a beam axle and single cylinder? Maybe ADFA back in 2010-2011?

    Side note: How does UQ approach driver training? Same goes for ECU.
    Ryan Ockerby
    Monash Motorsport 2012-2015

  4. #14
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    Quote Originally Posted by ausracing View Post
    Is there a team with a beam axle and single cylinder?
    Ryan,

    Auckland's Design Overview

    Z

  5. #15
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    I've always been an Auckland fan, and that ^ is looking better than ever
    Jay

    UoW FSAE '07-'09

  6. #16
    Quote Originally Posted by ausracing View Post
    Great, really excited to see your first aero design! Unsprung?
    Yeah 100% over 22km without touching it. 26km is a lot of driver training!

    Sounds like it is coming together! How long till UQ e is driving?
    So is there ~7 electric teams this year? You guys, qut, uwa? , rmit, swinny, Kit, Tufast. Missing anyone?

    This is our big ground up design year so plenty of changes, still waiting on flying so can't reveal everything yet. I will get back to that question later

    Is there a team with a beam axle and single cylinder? Maybe ADFA back in 2010-2011?

    Side note: How does UQ approach driver training? Same goes for ECU.
    We will have a big announcement about UQ E42 in the next week or so (the good kind). I really hope QUT make it but with the complexity of their system (4 wheel hub motors, all custom controls) I will be surprised to see them driving at comp. We have a comparatively large team with excellent workshop access and even a simple EV has been a massive task. The EV rules alone are a headache when you jump into them with zero experience.

    This is the first car in many (~10) years at UQ where there will be any serious driver training so we are still learning. Would love to hear how you guys approach it all. We have some talented guys in the car but working out how and where to focus our efforts is a challenge. Only one of our drivers has any previous fsae (autox/enduro) experience. This is the key reason the car was finished early - so we could learn to drive it properly.
    UQ Racing

  7. #17
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    Mitchell,

    My advice on driver training:
    Accel - plenty of drivers somehow manage to get this wrong. Just pick some team members who are dedicated but maybe not quick enough for the bigger events, and get them to do a bunch of accel runs back to back. This event should be just like a video game
    Skidpad - this is trickier, but given how predictable it will be, you should be able to 'program' a couple of drivers for this. I would put my attention into this programming over trying to find the 'optimum' setup (as it will possibly be different to setups for other events). Obviously you need a rules legal skidpad area, and the driving itself should be about picking a steering angle and throttle input and keeping these constant. Basically you want to see a flat RPM trace and a static steer angle (i.e. minimal inputs).
    Autocross and endurance - these are together because usually the autocross drivers do endurance as well. The main focus here should be seat time to grow comfortable with the car, and relevant driver data to look at includes braking force traces and steer angle/g-force traces (compare to theoretical ideal slip to see how close they are to maximum potential). The main thing I found when driving was how ridiculously good the braking was, and that can take a bit of time to get your head around.

    Of course, the stopwatch is the primary resource.

    So basically, for me, it comes down to seat time and good event specific focus (though the better drivers will be comfortable in all events).
    Jay

    UoW FSAE '07-'09

  8. #18
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    Mitchell,

    Further to Jay's event-specific advice on driver training.

    ACCELERATION - Main metric is the "launch time". So have a timing beacon about 3 - 5 metres after the start-line, and try to minimise this time. Many approaches the driver can take, but probably easiest is finding the best engine-rpm to dump the clutch. So, get right rpm on dash, release clutch, and simultaneously slam right foot down.

    For the car set-up you should have large anti-squat, or some pro-lift, so MRH link-BJs up high (rear shocks should extend a bit during launch). The other big setting to experiment with is tyre-pressures, with possibly lowest being best.

    Be prepared for faster times = more driveline failures!!!
    ~o0o~

    SKID-PAD - More AERO! And tyre-pressures can again make a big difference. Three approaches the driver can take. They can "steer" the car with either the steering-wheel, right-pedal (acc.), or left-pedal (brake). Steering-wheel is the obvious one and normally has quick response, but here the front-tyres should be close to "saturated", so NO response, or an unusual response.

    To steer with the accelerator pedal requires a throttle-linkage/engine-map that gives good engine-torque modulation at very lower power settings (around 5 hp?). Using the brake involves locking the steering-wheel and throttle at a fixed setting, then increasing front-wheel-Fx and reducing rear-wheel-Fx with the brake-pedal. Brake-pedal might be easiest to modulate in this event, although throttle modulation is very important elsewhere.

    Anyway, this event is easiest to practice at length, and quite gentle on the car.
    ~o0o~

    AUTOCROSS and ENDURO - Some "professional" help can be good here. If you can find some experienced race drivers to give you tips, or, better yet, drive the car and set their best times at a go-kart track, then that can be very useful. Otherwise, have a "standard lap" set up somewhere, and keep trying to lower the record. I would also spend a lot of time on a long "standard slalom", and keep trying to increase speed.

    The huge gain here will come when you fit your AERO!!! (Mooore pleeeeease!!! ). Fit wool tufts to underside of wings and make sure they stay "attached" (ie. blowing downwind, NOT flapping). Slot gaps are important here. Occasionally reduce, or remove, the aero, just to remind yourselves how good it is.
    ~o0o~

    Any more tips from the those who have been there, done it???

    Z

  9. #19
    Quote Originally Posted by ausracing View Post
    Side note: How does UQ approach driver training? Same goes for ECU.
    Quote Originally Posted by Mitchell View Post
    Would love to hear how you guys approach it all.
    Feel free to tell us Ryan how Monash does it, we can tell you where we differ
    Nathan Van Vugt

    Edith Cowan University

    Team Leader 2015 - 2016

  10. #20
    All our potential drivers are all undergoing 15 week private training session... so even if our car breaks at comp again, at least we will all look like Chuck Norris! Except... pasty white. Because Tasmania.

    We actually have a good selection of drivers, several with years of karting or racing experience. We just have to build a car to match it
    Adam Flower
    Head Engineer, 2015, 2016
    Ergonomics Team Leader, 2014
    UTAS Motorsport
    Tasmania

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