Now that the Formula Student European series has wrapped up for 2016, its time to recap with a summary of each Swedish Formula Student teams season. We will feature one team per day during this week. This will be an opportunity for SVEA members to understand not only the projects themselves, but also how the teams spread out over Sweden and how each have approached and achieved in their own way.
Our fourth entry of the week is Linköping University Formula Student (LiUFS) of Linköping University, who are based in the hometown of Swedens Aerospace industry. LiUFS are the youngest of the Swedish FS teams, with 2016 being their fifth year of competing at the UK competition. The team felt that they started the year with the best possibility yet for success and we discussed with Vincent Liljeholm, the 2016 LiUFS vice president, who explains how the year panned out.
“We started in September with the best platform the team has ever had. We were marginal on budget but no FS year is complete without some challenges! Unforeseen expenses and troubles in the manufacturing phase made a tight budget and time plan even tighter. But we brought a competitive car to Silverstone!” Those are valuable experiences for the team to know that plans are constantly changing!
“We are still trying to figure out this whole build a car in a year thing!” Quite a frank and honest statement from Vincent and we jump into discussing the detail of their year “we start of in September and put together a new team with a mix of experienced members and fresh recruits. We have a short concept phase, the purpose of which is to break down the Chief Engineers vision into understandable concepts for each member into work.” That can seem like quite an outdated top down approach, but Vincent stresses that it is a vision and that the responsibility lies with the team to interpret and negotiate forward the concepts in detail. “The design phase stretches almost to Christmas and is filled with both track and lab tests which help to make our many hours of simulation worthwhile. It enables us to build up the diffuse concepts we have settled on into solid designs and finally production drawings.”
What is quite interesting is that LiUFS appear to be earliest of the Swedish teams to complete their design. We discuss the positives and challenges of locking down the design early but they are able to overcome thi by building the team with both experienced and new engineers. Through this they get a good mix of fresh thinking ideas that are grounded in reality and based on past experience. The first positive effect is that their production phase is able to start prior to the Christmas break “we start with the welding of the frame, the first parts of the suspension start forming and then Christmas forms a natural and well needed break.”. He highlights another advantage of getting started so early with manufacturing – the testing phase. “it is only a few short months which must take height for the inevitable redesign of parts that do not hold up to rigorous testing. But then we get to focus on the fine tuning of the vehicle” It is an important part of their education that no matter how good the simulation, reality has a way of testing not only the vehicle, but also the engineers patience.
The end result of their efforts? Sadly a late sponsor pull out meant making it to the competition was one of the biggest challenges they faced and sadly the failure of a 30kr relay meant that the 47th place overall did not represent the true performance of the team. But Vincent, who will be the Deputy Chief Engineer for the 2017 team, was in high spirits and eager to tell us of their plans. The main focus of the team is to move to a lightweight maintainable concept and their biggest challenge of the year is moving towards a single cylinder motocross engine concept.
We were truly infected by your enthusiasm and the SVEA board together with their members wish you all the best and look forward to your return in 2017!
|Wheelbase & Track||mm||Wheelbase:||1580||Front Track:||1160||Rear Track:||1120|
|Weight Distribution with 68kg driver||% Front:||50.5||% Left:||49.9|
|Tire Size, Compound and Make||Hoosier 20.0x7.5-13" R25B||Hoosier 20.0x7.5-13" R25B|
|Wheels (width, construction)||width 7.0", one piece OZ magnesium 13"||width 7.0", one piece OZ magnesium 13"|
Double unequal length a-arms with pullrods, vertically oriented Öhlins
|Double unequal length a-arms with pushrods, vertically oriented Öhlins TTX25|
|Driver Assist Systems||Flatshift, launch control, traction control, shift lights.|
|Special Sensing Technology||Accelerometer, gyro, wheel speed, damper position, GPS.|
|Frame Construction||Steel space frame|
|Material||High-strength Docol R8 steel tubing|
|Joining method and material||MIG/TIG welding, CrMo filler|
|Manufacturer / Model||Honda / CBR600RR|
|Cylinders & Fuel||Cylinders:||4||Fuel Type:||E85|
|Displacement & Compression||Displacement (cc):||599||Compression (_:1):||12,2|
|Fuel Injection System (manf'r, and type)||Nira i7x|
|Engine Output||Peak Power (kW)||51||PeakTorque (Nm)||49|
|Drive Type||Chain, 520|
|Differential System||Drexler limited-slip differential, 40°/50°, preload 48 Nm|
|Body Work||Plastic (heat and vacuum) and carbonfiber (wet lamination).|
|Type / Configuration||Front and rear wing, underbody|
|Forces (at 80 kph, ρ= 1.162 kg/m^3)||Downforce (N):||644||% Front:||55||Drag (N):||355