SAE R-323-2004 Hands-On Race Car Engineer (To Purchase Call 1-800-854-7179 USA Canada or 303-397-7956 Worldwide).pdf

1、Hands-On RaceCarEngineerOtherSAEtitlesofinterest: RaceCarVehicle Dynamics By William F. illi!enand Do“glas #. illi!en $Order %o. R-l46) RaceCarVehicle Dynamics: Pro*lems+ Answersand Experiments ByDo“glas #.illi!en+Edward . Kasprza!+ #.Daniel etzandWilliam F. illi!en $Order %o. R-280) RaceCar Enginee

2、ringphone$724)776-4970; fax $724)776-0790; e-mail C“stomerServicesae.org; we*site http:/store.sae.org.Hands-On RaceCarEngineer John H.GlimmerveenAll rights reserved. %o part ofthis p“*licationmay *e reprod“ced+ storedinaretrieval system+ or transmitted+in any formor *yanymeans+electronic+mechanical+

3、photo- copying+recording+ orotherwise+witho“tthe prior written permission ofSAE. For permission and licensingreq“ests+ contact: SAEPermissions 400CommonwealthDrive Warrendale+ PA 15096-0001 USA E-mail: permissionssae.org Tel: 724-772-4028 Fax: 724-772-4891 #i*rary of CongressCataloging-in-P“*licatio

4、n Data Glimmerveen+JohnH. Hands-onracecar engineer /JohnH.Glimmerveen. p. cm. Incl“des *i*liographical referencesandindex. ISB%0-7680-0898-0 1. A“tomo*iles+RacingDesign andconstr“ction. I.Title. T#236. G55 2004 629.228dc22 2003067642 SAE 400CommonwealthDrive Warrendale+ PA 15096-0001 USA E-mail: C“s

5、tomerServicesae.org Tel: 877-606-7323 $inside USAandCanada) 724-776-4970 $o“tsideUSA) Fax: 724-776-1615 Copyright 2004 SAEInternational ISB%0-7680-0898-0 SAEOrder%o. R-323 PrintedintheUnitedStatesofAmerica.Ac!nowledgments Thehardwor!thatwentintothis*oo!wasnotminealone. Iwo“ldli!eto than! artha Swiss

6、+ #isaoses+ andallatSAEInternationalwho helped to ma!ethis*oo! possi*le. Iwo“ldalsoli!etothan!an“m*erofformerwor! colleag“es fortheir advice+ s“pport+ and assistance thro“gho“t this wor!+ incl“ding Brian Willis+ Brent Rose+ and Tom Ka“fman $all formerly with ElanotorsportsTechnologies);Andy Greene $

7、owner of Andy Greene Sports and Vintage Racecars); Kevin Kloepfer$owner of Comprent otorsports); TomHo!e $RaceEngineer);arshallSmith $Race Car Electronics); andB“d H“ghes at#anierTechnical College. And last+ *“t *y nomeans least+ Ithan! myda“ghter-in-law Joanneforher enco“ragement tostart writing in

8、thefirst place+ and my wonderf“lwifeGrace Fleming-Glimmerveen+ who spentmany ho“rs editing and proofreading. any than!stooneandall. JohnH. Glimmerveen Atlanta+ 2004Contents Introd“ction xi Chapter One: Assem*ling theCar.1 Preparation ofthe*“ild area+ *“ildings“*-assem*lies+ assem*ly ofall components

9、 ands“*-assem*liesintothe chassis+ with g“idance oncorrect fitting and assem*ly techniq“es. Chapter Two: Geometric Set“p.61 A completeanalysis of set“p+incl“ding howto correctly assem*leall s“spensioncomponents ontothe car+ howto meas“re dispositions ofthese components+ howtomeas“re changes tothe s“

10、spensionangles for q“ic!changes atthe trac!+ andhowthese changes wo“ldaffectother components withinthe s“spensionsystem. Chapter Three: Testing+Practice+ and Q“alifying.91 Planning atest session+allowing fortimeandweather constraints. Planningtargets andachieva*le component tests+incl“dingrecording

11、dataforlater analysis. a!ing the*est“seofallowa*letrac!time d“ringpractice+ and “nderstanding how r“nning intrafficwillaffect set“p. Optimizingset“p for*est q“alifying times. Reading data fromon*oard recorders+ and “sing thisinformation as an aidto deciding mechanical changes andasadriveraid.Chapter

12、 Fo“r: Racing.109 A completeanalysis ofthe pit crewsd“ties d“ring arace+ incl“dingorganizingpiteq“ipment and ens“ring the s“pply ofcons“ma*less“ch as f“el+oils+ and*ra!e pads. Planning of strategy fortire changes and ref“elingstops+incl“ding calc“lating f“el “sage+ andhowto vary thisforend“rance rac

13、es. Chapter Five: Essential Spares and Eq“ipment.131 Adetailedloo!atthecost-effective approach to p“rchasing eq“ipmentreq“ired fortherace shop+transporter+ and trac!side s“pport. Chapter Six: Transporters.141 Howtochooses“ita*letrailers. Anoverviewof designing or modifying an existing trailer. Chapt

14、er Seven: The Wor!shop.151 Adetailedloo!atthe layo“t oftherace shop+incl“ding designing the layo“t ofanew shop+ma!ing the*est“seof availa*le space+positioning of machinery+ and machinery and toolingreq“irements foreach department. ChapterEight: Electrical Systems andData #ogging.163 Schematic diagra

15、ms ofvario“selectricalcirc“its. A detailedexaminationofthevario“srecorded parameters “sedindata logging. Howtochoose as“ita*le logging system. Chapter %ine: Accident Repairs.183 Considerationofthe implications ofaccident damage. Correct proced“res forexaminationand repair ofvario“s components. Howto

16、*enefitfromaccidentsma!ethecar *etter+ faster+ lighter+stiffer+ and/orsafer. Chapter Ten: %“tsandBolts.201 Choosing thecorrect*oltsandn“tsfor“seon arace car. A sample oftheselection proced“reemployed*yengineers.Chapter Eleven: Keeping Records.207 Examples ofnon-electronic record!eeping. Chapter Twel

17、ve: Acco“nting and B“dget Control.213 Anoverviewof*asic acco“nting inrelationto araceteam. A sample ofacashflow projection sheetfor *“dget control andhowto present itto sponsors for f“nding. References.217 Index.219 A*o“ttheA“thor.251Introduction The best racing advice I was ever given was Know why

18、you win, and know why you lose. To become proficient at any aspect ofautomobile racing requires continuous gathering of knowledge. Many excellent books have been written about race car engineering, but for some time, I have felt there was a need to cover the actual hands-on aspect of race engineerin

19、g, combined with a full understand- ing ofthe science and theory theory and practice combined, if you prefer). “ithin many small to medium-si#e teams, crew members will have mul- tiple tasks to perform. $ race engineer in one of these teams may have to do an analysis of recorded data and then perfor

20、m some of the tasks needed for corrective changes%p therefore, this will be the first sub$assembly to be considered here. The choiceofmaster cylinder si%e is decided at the design stage; how$ ever, for most cars, this will involve dissimilar units for all three systems. This is due primarily to forw

21、ard weight transfer under braking. The front tireswill receive increased loading as this weight transfers forward, and con$ versely, the rears will become unloaded. Due to this weight transfer, the front brakeswill need the greatest stopping power, and the front master cyl$ indermustofferthe greates

22、t pressure for a given pedal movement. The front master cylinder will have the smallest piston diameterto facilitate this extrapressure for a given amountoftravel. Most cast aluminum master cylinders havetheir si%es cast into the main body. Common cylinder si%es are 5/8, 3/4, and 1 in., which relate

23、 to the piston diameter. Each carwill have master cylinder si%es designed specifically forthe type of racing and the design ofthe car itself. It is common to see a 5/8$in. cylinder si%e for the front brake combined with a 3/4$in. unit for the rear because of the lesser pressure requirements ofthe re

24、ar. If a car uses two units of the same si%e, the specific installation and design probably will negate the neces$ sity ofdifferent si%es. #or instance, large$diameter wheels on the rear of a car will have a greater leverage ratio overcoming the retardation ability of the brakes. An alternative exam

25、ple ofthe use ofsame$si%e master cylinder units is where the calipers have either a different si%e or quantity of piston operating on the brake pad (e.g., six piston calipers on the front against four piston calipers on the rear). Master Cylinders Working on the master cylinders at this stage will i

26、nclude fully inspecting them and checking their operation.however, all will have a connecting clevisx=req$ type pin orbolt and nutbetween the operating rod and the pedal. Ifbolts and nuts are used, they should be lubricated (anti$si%e on only the shank) and tightened so that the pedal will move freely. (Over$tightening will deform the pivot bracket and jam the pedal ifcare is not taken.) The correct method is to have a separating bush inside the pedal pivot that is slightly longer than the widthofthe pedal, and then use abolt and “jet nut“to secure. Analternative