C20327613 TU822/3 DESN3111

Cormac Moore C20327613

TU822/3

DESN3111

Final Assignment 3

Lecturer: Eoin Oude Essink

Date of submission: 21/12/2022

I hereby certify that the work submitted for assessment is entirely my own and has not been submitted
for any other academic purpose.

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Contents
Table of Figures ...................................................................................................................................... 4
Aim.......................................................................................................................................................... 5
Design Requirements and Specifications ................................................................................................ 5
Requirements ...................................................................................................................................... 5
Specifications ...................................................................................................................................... 5
Motor/ Gearbox Calculations and Selections.......................................................................................... 6
Key Benefits of the NOVA 15 BLDC Motor ..................................................................................... 7
Wittenstein, NPT 025-MF1................................................................................................................. 8
Finite Element Analysis (FEA) ............................................................................................................. 11
Upright FEA ...................................................................................................................................... 11
Material Properties ........................................................................................................................ 11
Loads and Fixtures ........................................................................................................................ 11
Resultant Forces ............................................................................................................................ 12
Reaction Moments ........................................................................................................................ 12
Free body forces ............................................................................................................................ 12
Free body moments ....................................................................................................................... 12
Study Results................................................................................................................................. 13
Hub FEA ........................................................................................................................................... 17
Upper Upright ................................................................................................................................... 19
Loads and Fixtures ........................................................................................................................ 19
Reaction forces .............................................................................................................................. 20
Reaction Moments ........................................................................................................................ 20
Free body forces ............................................................................................................................ 20
Free body moments ....................................................................................................................... 20
Study Results................................................................................................................................. 20
Manufacturing Methods and Material Selection for Components ........................................................ 24
Wishbones ......................................................................................................................................... 24
Advantages and Disadvantages of RTM ....................................................................................... 25
Hub .................................................................................................................................................... 26
Advantages and Disadvantages of Forging ................................................................................... 27
Uprights ............................................................................................................................................. 28
Sustainability Analysis of Hub ............................................................................................................. 28
Sustainability Report ......................................................................................................................... 30
Drawings ............................................................................................................................................... 33

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Table of Figures
Figure 1NOVA 15 BLDC MOTOR........................................................................................................ 7
Figure 2 NOVA 15 BLDC Motor ........................................................................................................... 7
Figure 3 NOVA 15 BLDC Motor Specs ................................................................................................. 8
Figure 4 Wittenstein NPT MF ................................................................................................................ 9
Figure 5 The Lower Upright ................................................................................................................. 11
Figure 6 Lower Upright Von Mises Stresses ........................................................................................ 13
Figure 7 Lower Upright Displacement ................................................................................................. 14
Figure 8 Lower Upright Strain .............................................................................................................. 15
Figure 9 Lower Upright Factor of Safety.............................................................................................. 16
Figure 10 Brake Hub ............................................................................................................................. 17
Figure 11 Displacement for hub............................................................................................................ 17
Figure 12 Von Mises Stress for HUB ................................................................................................... 18
Figure 13 Equivalent Strain for Brake Hub .......................................................................................... 18
Figure 14 The Upper Upright................................................................................................................ 19
Figure 15 Von Mises Stresses for Upper Upright ................................................................................. 20
Figure 16 Upper Upright Relative Displacement ................................................................................. 21
Figure 17 Upper Upright Strain ............................................................................................................ 21
Figure 18 Upper Upright Factor of Safety ............................................................................................ 22
Figure 19 The Hub Used ....................................................................................................................... 29
Figure 20 Hub Assembly Drawing ....................................................................................................... 34
Figure 21 Lower Upright Drawing ....................................................................................................... 35
Figure 22 Upper Upright Drawing ........................................................................................................ 36
Figure 23 Transition Section ................................................................................................................. 37
Figure 24 Bracket for Brake Calliper .................................................................................................... 38

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Aim
Design a complete wheel assembly for EV vehicle driven by four in-hub electric motors.

Design Requirements and Specifications

Requirements
The design will consist of a top and bottom upright that will support the upper and lower wishbones.

There will be a transition section that will connect the motor to the gearbox as well as a hub that will
support the wheel and the previously designed brake disk.

Finally there will br a bracket in place in order to support the brake callipers.

Specifications
Top speed of vehicle: 90 km/hr

Weight of car and driver: 180Kg+80kg

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Motor/ Gearbox Calculations and Selections

𝑘𝑚
𝑇𝑜𝑝 𝑆𝑝𝑒𝑒𝑑 𝑜𝑓 𝑉𝑒ℎ𝑖𝑐𝑙𝑒 = 90 = 1500 𝑚 𝑚𝑖𝑛𝑢𝑡𝑒 !" = 25𝑚𝑠 !" (1)
ℎ𝑟
𝑣 25
𝐴𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 = = = 7.14 𝑚𝑠 !" (2)
𝑡 3.5
𝑇𝑦𝑟𝑒 𝑑𝑖𝑎𝑚𝑒𝑡𝑒𝑟 = 0.4𝑚 𝑡ℎ𝑒𝑟𝑒𝑓𝑜𝑟𝑒 𝑟 = 0.2𝑚
𝑂𝑛𝑒 𝑅𝑒𝑣𝑜𝑙𝑢𝑡𝑖𝑜𝑛 − 2𝜋𝑟 = 2𝜋(0.2) = 1.28𝑚 (3)
1500 𝑟𝑎𝑑
𝑟𝑝𝑚 = = 1175𝑟𝑝𝑚 = 19.5 𝑟𝑝𝑠 = 19.5(2𝜋) = 123 (4)
1.28 𝑠
𝐹 = 𝑚𝑎 = (260)(7.14) = 1856.4𝑁 (5)

𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 𝐹 = 𝐶 𝑀𝑔 = (0.015)(260)(9.81) = 38.26 𝑁 (6)

𝜌𝑣 # (0.5)(1.2 𝑋 25# )
𝐷𝑟𝑎𝑔: 𝐹 = 𝐶 𝐴= (1 𝑋 0.5) = 94 𝑁 (7)
2 2
𝐹$%$&' = 1856.4 + 38.28 + 94 = 1988.68 𝑁 (8)
𝑇 = (1988.68)(0.2) = 397.74 𝑁𝑚 (9)
𝑇𝑜𝑟𝑞𝑢𝑒 𝑝𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 = 99.44 𝑁𝑚 (10)
𝑃𝑜𝑤𝑒𝑟 𝑝𝑒𝑟 𝑤ℎ𝑒𝑒𝑙 = 𝑇𝜔 = (99.44)(123) = 12.23 𝑘𝑊 (11)

The requirements for the motor are as follows:

We need a Maximum speed of approximately 1200rpm (Equation 4)

A torque of approximately 100 Nm is required (Equation 9)

With a gear ratio of 4:1, Motor Speed = 4800 rpm

With a gear ratio of 4:1, Motor Torque = 25 Nm

The chosen motor is the Plettenberg NOVA 15 Brushless DC Motor.

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Figure 1NOVA 15 BLDC MOTOR Figure 2 NOVA 15 BLDC Motor

Key Benefits of the NOVA 15 BLDC Motor

• Super robust design for use in harsh environments

• Standard protection class IP 54 (higher class possible)

• Best in class power-to-weight ratio and efficiency

• Low moment of inertia with high efficiency in dynamic applications such as multi-copters

• High torque density

• Very smooth running

The following information is provided on the Plettenberg website. [1]

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Figure 3 NOVA 15 BLDC Motor Specs

We are particularly interested in the Torque, RPM and Peak Power, this motor meets all of our criteria
and shall be chosen.

Wittenstein, NPT 025-MF1

The Wittenstein NPT 025-MF1 is a planetary drive, also known as a planetary gearhead or planetary
gear reducer. It is a mechanical device that is used to transmit and reduce the rotational speed of a
motor or other power source.

Planetary drives use a set of gears arranged in a planetary configuration to transmit and reduce torque
and speed. The NPT 025-MF1 is a small, compact planetary drive with a rated torque of 25 Nm
(Newton meters) and a reduction ratio of 1:1. This means that it can transmit and reduce the torque
and speed of a motor or other power source with a 1:1 reduction ratio.

The "MF1" in the product name indicates that the NPT 025-MF1 is part of Wittenstein's "MicroFlex"
series of planetary drives, which are designed for use in small, compact systems. Wittenstein is a
leading manufacturer of precision mechanical and electromechanical components, including planetary
drives and other types of gearheads.

There are several potential reasons why a Formula Student team might consider using a Wittenstein
NPT 025-MF1 planetary drive in their vehicle. Some possible reasons include:

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1. To transmit and reduce the torque and speed of a motor or other power source: One of the
main functions of a planetary drive is to transmit and reduce the torque and speed of a motor
or other power source. This can be useful in a Formula Student vehicle, as it can help to
optimize the performance of the drivetrain and improve the overall efficiency of the vehicle.

2. To save space and weight: The Wittenstein NPT 025-MF1 is a small, compact planetary
drive, which can be beneficial in a Formula Student vehicle where space and weight are
important considerations. Using a compact planetary drive can help to save space and reduce
the overall weight of the vehicle, which may improve its performance.

3. To improve reliability: Planetary drives are known for their high reliability, as they have few
moving parts and do not require maintenance such as brush replacement. This can be
beneficial in a Formula Student vehicle, as it can help to reduce downtime and improve the
overall reliability of the vehicle.

Figure 4 Wittenstein NPT MF

Above, some key information about the gearbox can be found, gathered from the Wittenstein website.
[2]

Bearing Selection
For the wishbone ends, we will be using high-misalignment spherical bearings from Aurora (HAB-T)
Bearings because they offer a wide range of movement. These 8mm internal diameter bearings have a
maximum rated radial load capacity of 7700kg and are suitable for our needs.

Advantages
Misalignment bearings, also known as spherical bearings, are used in the ends of wishbones in
formula student wheel hubs to allow for a wide range of movement in the suspension system. This can
be beneficial in several ways:

1. Improved handling: The ability to move freely allows the suspension to better adapt to the
terrain, improving the handling and stability of the vehicle.

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2. Reduced wear: Spherical bearings allow for misalignment between the two connecting parts,
which can help reduce wear on the bearings and other components in the suspension system.

3. Increased durability: The increased range of movement and reduced wear on the components
can help increase the overall durability of the suspension system.

4. Improved ride comfort: The ability to move freely can also help improve the ride comfort of
the vehicle by allowing the suspension to absorb shocks and vibrations more effectively.

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Finite Element Analysis (FEA)

Upright FEA
An FEA was carried out on the aluminium 7075 lower upright and the results are as follows.

Figure 5 The Lower Upright

Material Properties
Model Reference Properties Components
Name: 7075-O (SS) Solid Body 1(Lower_Upright-
Model type: Linear Elastic Isotropic 1-solid1)(Lower Upright Final
Default failure criterion: Max von Mises Stress Wheel Assembly),
Yield strength: 9.5e+07 N/m^2 Solid Body 2(Split
Tensile strength: 2.2e+08 N/m^2 Line1)(Lower Upright Final
Elastic modulus: 7.2e+10 N/m^2 Wheel Assembly)
Poisson's ratio: 0.33
Mass density: 2,810 kg/m^3
Shear modulus: 2.69e+10 N/m^2
Thermal expansion 2.4e-05 /Kelvin
coefficient:
Curve Data: N/A

Loads and Fixtures

Fixture name Fixture Image Fixture Details
Entities: 1 face(s)
Type: Fixed Geometry
Fixed-1

Resultant Forces
Components X Y Z Resultant
Reaction force(N) 9.68575e-06 700 -1,700 1,838.48
Reaction Moment(N.m) 0 0 0 0

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Load name Load Image Load Details

Entities: 4 face(s)
Connection Type: Distributed
Remote Load Weighting Factor: Default (Constant)
(Distributed Coordinate System: Coordinate System1
connection)-1 Translational Components: ---,-700 N,1,700 N
Rotational Components: ---,---,---
Reference coordinates: 0 0 0 mm

Resultant Forces
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N 9.68575e-06 700 -1,700 1,838.48
Reaction Moments
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N.m 0 0 0 0
Free body forces
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N -9.18669e-05 2.35883e-05 0.000384711 0.00039623
Free body moments
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N.m 0 0 0 1e-33

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Study Results

Figure 6 Lower Upright Von Mises Stresses

The maximum Von Mises stress on the lower upright was 1.616e+07 N/m².
In summary, von Mises stress is a measure of the stress in a material that is subjected to complex
stress states and is used to predict the likelihood of failure in the material under these conditions. It is
an important factor to consider in the design of mechanical components, including race car wheel
hubs, to ensure that they are strong enough to withstand the loads and stresses that they will be
subjected to.

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Figure 7 Lower Upright Displacement

The maximum displacement on the upright was 1.047e-02 mm.

In summary, displacement in an FEA analysis shows the movement of points within a structure or
component in response to external loads or forces and is used to assess the deformation of the
component under load. It is an important factor to consider in the design and analysis of mechanical
components, as it can help engineers to understand the behaviour of the component under different
loading conditions.

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Figure 8 Lower Upright Strain

The max strain on the lower upright was 1.707e-04.

In summary, strain is an important factor to consider in FEA because it provides insight into the
deformation of a material in response to an applied load and can help engineers to identify areas of a
component that may be experiencing high levels of stress or strain. It is an important factor to
consider in the design and analysis of mechanical components to ensure that they are able to
withstand the loads and stresses that they will be subjected to.

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Figure 9 Lower Upright Factor of Safety

The lower upright resulted in a factor of safety of 5.9.

The Factor of Safety is an important consideration in the design and analysis of mechanical
components, including those used in race cars. Ensuring that components have a sufficient FoS can
help to prevent failures that could potentially result in accidents or injuries. It is also an important
factor to consider in the design of critical components, such as wheel hubs, to ensure that they are able
to withstand the high loads and stresses that they will be subjected to in racing conditions.
In summary, the factor of safety is a measure of the margin of safety or reliability of a component and
is used to ensure that the component can withstand the loads and stresses that it will be subjected to
without failing. It is an important factor to consider in the design and analysis of mechanical
components, including those used in race cars, to ensure that they are strong enough to withstand the
expected loading conditions.

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Hub FEA
A finite element analysis was carried out on the hub of the wheel assembly. The hub can be seen
below and also in the drawings section.

Figure 10 Brake Hub

Figure 11 Displacement for hub

There was a maximum displacement of 2.174e+00mm

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Figure 12 Von Mises Stress for HUB

There was a maximum stress of 8.095e+09N/m².

Figure 13 Equivalent Strain for Brake Hub

There was a maximum equivalent strain of 7.112e-02.

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Upper Upright
A finite element analysis was run on the upper upright in the assembly also, the results can be found
below.

Figure 14 The Upper Upright

Loads and Fixtures

Fixture name Fixture Image Fixture Details
Entities: 2 face(s)
Type: Fixed Geometry

Fixed-1

Resultant Forces
Components X Y Z Resultant
Reaction force(N) -0.0103167 -694.365 -1,684.79 1,822.27
Reaction Moment(N.m) 0 0 0 0

Load name Load Image Load Details

Entities: 4 face(s)
Connection Type: Distributed
Weighting Factor: Default (Constant)
Remote Load Coordinate System: Coordinate System1
(Distributed Translational Components: ---,700 N,1,700 N
connection)-1 Rotational Components: ---,---,---
Reference coordinates: 0 0 0 mm

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Reaction forces
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N -0.0103167 -694.365 -1,684.79 1,822.27
Reaction Moments
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N.m 0 0 0 0
Free body forces
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N 0.00145678 -0.0126796 -0.00380384 0.0133178
Free body moments
Selection set Units Sum X Sum Y Sum Z Resultant
Entire Model N.m 0 0 0 1e-33

Study Results

Figure 15 Von Mises Stresses for Upper Upright

There was a max von Mises stress of 2.607e+08N/m²,

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Figure 16 Upper Upright Relative Displacement

There was a maximum relative displacement of 5.208e-01mm.

Figure 17 Upper Upright Strain

There was a maximum strain of 2.430e-03.

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Figure 18 Upper Upright Factor of Safety

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Manufacturing Methods and Material Selection for Components

Wishbones
Carbon fibre wishbones are a common choice for race cars because they are strong, lightweight, and
able to withstand the high loads and stresses experienced during racing. There are several
manufacturing methods that can be used to produce carbon fibre wishbones, each with its own
advantages and disadvantages. Some of the most common methods include:

1. Hand layering: This method involves laying and bonding layers of carbon fibre fabric by
hand. This method is labour-intensive and can be time-consuming, but it allows for a high
degree of control and precision.

2. Filament winding: This method involves winding continuous strands of carbon fibre around a
mandrel or other shaped form to create a tube or rod. Filament winding is a highly automated
process that is capable of producing high-quality components with consistent properties.

3. Resin transfer moulding (RTM): This method involves injecting resin into a preform made of
carbon fibre fabric or unidirectional tape. The resin is then cured to create a solid, composite
part. RTM is a fast and efficient method for producing high-volume, complex-shaped
components.

4. Compression moulding: This method involves placing a preform made of carbon fibre fabric
or unidirectional tape into a mould and applying pressure to consolidate the fibres and cure
the resin. Compression moulding is a fast and efficient method that can produce parts with
high dimensional accuracy.

Ultimately, the best manufacturing method for carbon fibre wishbones in a race car will depend on the
specific requirements of the application, such as the desired strength, stiffness, and dimensional
tolerances.

In the context of a formula student racing competition, the most applicable manufacturing method for
carbon fibre wishbones will depend on the specific requirements and constraints of the application,
such as the desired strength, stiffness, dimensional tolerances, and cost.

Some factors to consider when selecting a manufacturing method for carbon fibre wishbones in a
formula student race car may include:

1. Speed and efficiency: In a formula student competition, time is often a critical factor, so it
may be beneficial to use a manufacturing method that can produce components quickly and
efficiently.

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2. Quality and consistency: It is important to produce high-quality components that meet the
required dimensional tolerances and have consistent properties.

3. Cost: The budget for a formula student team is often limited, so it may be necessary to
consider the cost of the manufacturing process as well as the cost of the finished component.

4. Equipment and resources: The availability of equipment and resources, such as specialized
machinery or skilled labour, may also be a factor in selecting a manufacturing method.

For my wishbones I have decided to use a Resin Transfer Moulding method of manufacturing.

Resin transfer moulding (RTM) is a process used to manufacture composite components by injecting
resin into a preform made of carbon fibre fabric or unidirectional tape. The resin is then cured to
create a solid, composite part. RTM is a fast and efficient method for producing high-volume,
complex-shaped components.

Here is a general overview of how RTM moulding would work in the context of producing carbon
fibre wishbones for a formula student race car:

1. Preform preparation: The first step in the RTM process is to create a preform, which is a
three-dimensional structure made of carbon fibre fabric or unidirectional tape. The preform is
placed into a mould and held in place by a locating device.

2. Resin injection: The next step is to inject resin into the preform. This is typically done using a
resin transfer moulding machine, which consists of a pump, a heater, and a control system.
The resin is heated to a temperature that is suitable for curing, and then it is injected into the
preform under high pressure.

3. Resin cure: After the resin has been injected into the preform, the mould is closed, and the
resin is cured using heat and pressure. The temperature and pressure are carefully controlled
to ensure that the resin cures properly and the final component has the desired properties.

4. Demould: Once the resin has cured, the component can be removed from the mould. This is
typically done by opening the mould and releasing the locating device, which allows the
component to be removed.

RTM is a fast and efficient method for producing high-volume, complex-shaped components, and it is
well-suited for producing carbon fibre wishbones for a formula student race car. It is capable of
producing components with high dimensional accuracy and consistent properties, and it can be
automated to produce high volumes of components quickly and efficiently.

Advantages and Disadvantages of RTM

Here are some of the advantages of using RTM for carbon fibre wishbones:

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1. High accuracy and consistency: RTM is capable of producing components with high
dimensional accuracy and consistent properties. This is important for maintaining the
structural integrity and performance of the wishbones.

2. Fast and efficient: RTM is a fast and efficient method of manufacturing, which is particularly
useful for producing high volumes of components quickly and efficiently.

3. Capable of producing complex shapes: RTM is well-suited for producing complex-shaped

components, such as wishbones, because it allows for a high degree of design flexibility.

4. Automation: RTM can be automated to produce high volumes of components quickly and
efficiently. This can help to reduce labour costs and improve productivity.

Here are some of the disadvantages of using RTM for carbon fibre wishbones:

1. Requires specialized equipment: RTM requires specialized equipment, such as a resin transfer
moulding machine, which may be expensive to purchase and maintain.

2. Limited material options: RTM is typically limited to thermosetting resins, which may not be
suitable for all applications.

3. Longer production time: RTM can take longer to produce components compared to some
other manufacturing methods, such as compression moulding.

4. Higher cost: RTM may be more expensive to use compared to some other manufacturing
methods, such as hand layering, due to the cost of the specialized equipment and the longer
production time.

Hub
Similarly, to the wishbones, the best manufacturing method for a race car hub will depend on the
specific requirements of the application, such as the desired strength, weight, cost, and manufacturing
processes. Some common manufacturing methods for race car hubs include:

1. Forging: This method involves shaping a heated piece of metal by pressing it into a die using
a hammer or press. Forging is a very strong and durable method of manufacturing, but it
requires specialized equipment and may be more expensive than other methods.

2. Casting: This method involves pouring molten metal into a mould and allowing it to cool and
solidify. Casting is a widely used method for producing complex shapes and is generally less
expensive than forging. However, the mechanical properties of cast parts may not be as good
as those produced by forging.

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3. Machining: This method involves cutting material away from a solid block of metal using a
lathe or milling machine. Machining is a highly accurate and precise method of
manufacturing, but it can be time-consuming and may generate a significant amount of waste
material.

4. Composite materials: Race car hubs can also be made from composite materials such as
carbon fibre. Composite materials can be moulded or formed using methods such as resin
transfer moulding (RTM) or compression moulding. These methods are fast and efficient, but
they may require specialized equipment and processes.

Since I decided to use Aluminium 7075 alloy for the hub, forging was chosen as my preferred
manufacturing method.

Advantages and Disadvantages of Forging

Forging is a very strong and durable method of manufacturing, and it is well-suited for producing
high-strength components like those made from 7075 aluminium alloy. Here are a few reasons why
forging may be a good choice for producing a race car hub:

• Forging can produce components with excellent strength and toughness. The high pressure
and temperature applied during the forging process work the metal, which can result in a
microstructure that is stronger and more ductile than the starting material.

• Forging can produce components with high dimensional accuracy and surface finish. The dies
used in forging are highly precise, which allows for tight dimensional tolerances and a smooth
surface finish.

• Forging can produce complex shapes and internal features. The forging process allows for a
high degree of design flexibility, and it can produce components with complex shapes and
internal features that would be difficult or impossible to achieve using other manufacturing
methods.

• Forging can be used to produce high-volume runs of components. Forging processes can be
automated to produce high volumes of components quickly and efficiently.

That being said, forging also has some disadvantages that should be considered. Forging requires
specialized equipment, which can be expensive to purchase and maintain. It is also generally more
expensive to use compared to other manufacturing methods, such as casting. Additionally, forging
may not be suitable for all types of materials, as it requires materials that are capable of being shaped
under high pressure and temperature.

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Uprights
Aluminium7075 is a high-strength aluminium alloy that is often used in the aerospace, automotive,
and defence industries due to its exceptional mechanical properties. Some of the advantages of using
aluminium7075 for the uprights in race car wheel hubs include:
High strength: Aluminium7075 has a high yield strength and ultimate tensile strength, making it one
of the strongest aluminium alloys available. This makes it well-suited for use in high-stress
applications such as race car wheel hubs.
Lightweight: Aluminium7075 has a lower density than many other structural materials, including
steel. This makes it an attractive choice for race car applications where reducing weight is important
for improving performance.
Good corrosion resistance: Aluminium7075 has good corrosion resistance, making it resistant to
damage from moisture and other environmental factors that may be encountered on the racetrack.
Good machinability: Aluminium7075 can be machined and fabricated relatively easily, making it a
convenient material to work with in manufacturing and assembly processes.
Good fatigue resistance: Aluminium7075 has good fatigue resistance, meaning that it can withstand
repeated loading and unloading without experiencing significant deformation or failure. This is
important in race car wheel hubs, where the uprights may be subjected to a large number of load
cycles over the course of a race.
Good ductility: Aluminium7075 has good ductility, meaning that it can be deformed significantly
without breaking. This can be beneficial in race car applications where the uprights may be subjected
to impacts or other sudden loads.
Overall, aluminium7075 is a strong, lightweight, and corrosion-resistant material that is well-suited
for use in high-stress applications such as race car wheel hubs.
Forging will be used again in this instance.

Sustainability Analysis of Hub

A sustainability analysis is important when manufacturing race car parts because it helps to assess the
environmental and social impacts of the manufacturing process. This can help to identify potential
areas for improvement and make informed decisions about the materials and processes used to
produce the parts.

Here are a few specific reasons why a sustainability analysis is important when manufacturing race
car parts:

1. Environmental impacts: Manufacturing race car parts can have a range of environmental
impacts, such as energy consumption, greenhouse gas emissions, and waste generation. A
sustainability analysis can help to identify these impacts and assess the potential for reducing
them.

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2. Resource efficiency: A sustainability analysis can help to assess the efficiency of the
manufacturing process in terms of the use of materials, energy, and other resources. This can
help to identify opportunities for improving resource efficiency and reducing waste.

3. Social impacts: Manufacturing race car parts can also have social impacts, such as
employment and working conditions. A sustainability analysis can help to assess these
impacts and identify opportunities for improving working conditions and supporting the local
community.

4. Life cycle assessment: A sustainability analysis can also consider the life cycle of the race car
parts, including the sourcing of raw materials, manufacturing, use, and disposal. This can help
to identify the environmental and social impacts of the parts throughout their entire life cycle.

Overall, a sustainability analysis is important when manufacturing race car parts because it can help to
identify opportunities for improving environmental and social performance and make informed
decisions about the materials and processes used to produce the parts.

Below is the hub used, the full-size drawing can be found under the “Drawings Section”

Figure 19 The Hub Used

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Sustainability Report
Manufacturing Region - Asia
The choice of manufacturing region determines the energy
sources and technologies used in the modelled material
creation and manufacturing steps of the product’s life cycle.

Use Region - Europe

The use region is used to determine the energy sources
consumed during the product’s use phase (if applicable) and
the destination for the product at its end-of-life. Together with
the manufacturing region, the use region is also used to
estimate the environmental impacts associated with
transporting the product from its manufacturing location to its
use location.

Sustainability Report

Model Name: Hub_1 Material: 7050-T73510 Weight: 322.35 g Manufacturing process:

Surface Area: 33705.26 mm² Forged

Recycled content: 0.00 % Built to last: 1.0 year

Duration of use: 1.0 year

Environmental Impact (calculated using CML impact assessment methodology)

Carbon Footprint Total Energy Consumed

Material: 4.4 kg CO2e Material: 54 MJ

Manufacturing: 0.221 kg CO2e Manufacturing: 2.2 MJ

Transportation: 0.013 kg CO2e Transportation: 0.157 MJ

End of Life: 0.103 kg CO2e End of Life: 0.105 MJ

4.8 kg CO2e 57 MJ

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Air Acidification
Water Eutrophication
Material: 0.032 kg SO2e
Material: 1.0E-3 kg PO4e
Manufacturing: 3.1E-3 kg SO2e
Manufacturing: 1.2E-4 kg PO4e
Transportation: 4.2E-4 kg SO2e
Transportation: 4.0E-5 kg PO4e
End of Life: 9.5E-5 kg SO2e
End of Life: 1.9E-5 kg PO4e
0.036 kg SO2e
1.2E-3 kg PO4e

Material Financial Impact 0.80 USD

Sustainability Report

Model Name: Hub_1 Material: 7050-T73510 Weight: 322.35 g Manufacturing process:

Surface Area: 33705.26 mm² Forged

Recycled content: 0.00 % Built to last: 1.0 year

Duration of use: 1.0 year

Material 7050-T73510 0.00 %

Material Unit Cost 2.30 USD/kg

Manufacturing Use

Region: Asia Region: Europe

Process: Forged Duration of use: 1.0 year
Electricity consumption: 6.0E-4 kWh/lbs
Natural gas consumption: 0.00 BTU/lbs
Scrap rate: 0.00 %
Built to last: 1.0 year
Part is painted: No Paint

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Transportation End of Life

Truck distance: 0.00 km Recycled: 25 %

Train distance: 0.00 km Incinerated: 24 %
Ship distance: 1.6E+4 km Landfill: 51 %
Airplane Distance: 0.00 km

Air Acidification - Sulfur dioxide, nitrous oxides other acidic emissions to air cause an increase in
the acidity of rainwater, which in turn acidifies lakes and soil. These acids can make the land and
water toxic for plants and aquatic life. Acid rain can also slowly dissolve manmade building materials
such as concrete. This impact is typically measured in units of either kg sulfur dioxide equivalent
(SO2), or moles H+ equivalent.

Carbon Footprint - Carbon-dioxide and other gasses which result from the burning of fossil fuels
accumulate in the atmosphere which in turn increases the earth’s average temperature. Carbon
footprint acts as a proxy for the larger impact factor referred to as Global Warming Potential (GWP).
Global warming is blamed for problems like loss of glaciers, extinction of species, and more extreme
weather, among others.

Total Energy Consumed - A measure of the non-renewable energy sources associated with the part’s
lifecycle in units of megajoules (MJ). This impact includes not only the electricity or fuels used
during the product’s lifecycle, but also the upstream energy required to obtain and process these fuels,
and the embodied energy of materials which would be released if burned. Total Energy Consumed is
expressed as the net calorific value of energy demand from non-renewable resources (e.g., petroleum,

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natural gas, etc.). Efficiencies in energy conversion (e.g., power, heat, steam, etc.) are taken into
account.

Water Eutrophication - When an overabundance of nutrients is added to a water ecosystem,

eutrophication occurs. Nitrogen and phosphorous from wastewater and agricultural fertilizers causes
an overabundance of algae to bloom, which then depletes the water of oxygen and results in the death
of both plant and animal life. This impact is typically measured in either kg phosphate equivalent
(PO4) or kg nitrogen (N) equivalent.

Life Cycle Assessment (LCA) - This is a method to quantitatively assess the environmental impact of
a product throughout its entire lifecycle, from the procurement of the raw materials, through the
production, distribution, use, disposal, and recycling of that product.

Material Financial Impact - This is the financial impact associated with the material only. The fiscal
impact unit multiplies the mass of the model.

Drawings
All of the relevant drawings have been included underneath this heading, each with appropriate
captions.

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Figure 20 Hub Assembly Drawing

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Figure 21 Lower Upright Drawing

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Figure 22 Upper Upright Drawing

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Figure 23 Transition Section

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Figure 24 Bracket for Brake Calliper

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