Design of Bugatti Veyron - Case Study Example

Design of Bugatti Veyron Name Institution Date Design of Bugatti Veyron The External Design The car’s external design is a pure show of sleek elegance. The car is 4.47m, with bold proportions and properly balanced surfaces. Even from the outside, the car shows its dominance and power. Its color scheme goes a long way to honor the great heritage of its forebears. Its external is covered by a two-tone color scheme derived from the early 20th century with a crest line running from the hood to its 1.21m high roof. It bears a large radiator grill with a hand enameled Bugatti emblem. The car’s unique front is recognized by its harmonious contrast. It has broad headlights and a large grill. The backside is 1.99m wide and features a retractable spoiler and perfectly designed fenders. The design satisfies the desire for achieving elegance and modern technology (Bugatti 2013). Dimensions (Bugatti Veyron 16.4 2013). Bugatti Veyron structural design During the design of this exceptional sports car, great concern was directed towards ensuring the highest possible safety considerations for both the driver and the passenger. The development team has therefore created a great combination of structural rigidity and light weight to achieve safety and speed (Worldcarfan 2013). The passenger cell of this car is designed in a monocoque construction. The carbon fibre used here is sturdy but also feather light. The development chief of this project, Dr. Wolfgang explains that the car exhibits 60000N-m per degree torsional rigidity between axles, a value which he says is almost twice that of modern sports cars (Worldcarfan 2013). According to Wolfgang, the outstanding structural rigidity of the design contributes to the very precise performance in bends and a high stability when gaining or reducing speed. The car’s central frame structure is made up of the carbon fibre passenger cell in monocoque construction with weight of about 110 kgs. The back of the monocoque has a hollow space for the 98 litre fuel tank. The tank surrounds the transmission but is separated from the passenger area. The front part of the car is fixed to the monocoque front. It is made up of an aluminium frame which weighs about 34 kgs. The front section carries the front section components including the battery, radiator, steering system and the front axle differential. This section also functions to absorb the wheel force. In the event of a collision, this section is also designed to deform in a defined manner since it is designed as a crash structure to absorb the kinetic energy (Worldcarfan 2013). There are “bags” mounted on the rear of the monocoque. The supports are made of carbon fibre in order to achieve a light but torsionally rigid support. The bags function as longitudinal supports while also accommodating the MacPherson struts of the rear axle. On the rear edge of the frame structure, there is screwed a carbon fibre crossbeam onto the two longitudinal supports. Beneath it is a steel frame as a structural element which accommodates the engine. The engine accumulates a considerable amount of heat especially the turbo charger that delivers exhaust gas with temperatures of about 1000 oC. The frame structure is therefore made of rust and heat resistant stainless steel. The crash box at the rear of the periphery is designed to deformed in a predetermined manner in case there happens to occur a collision from the back and they absorb the kinetic energy of the colliding bodies. The crash box is specifically designed from aluminium material. The doors of the Veyron 16.4 are made from aluminium with aluminium planking on the exterior. The doors are again designed to absorb impact and in the event of a crash helps to avoid penetration of the other car into its interior. The doors are specially positioned and are able to deflect the impact energy through the front link points and the crash claws that are positioned behind the door locks. In the effort to enhance the overall safety of the car, the doors therefore perform the bracing function. The development of such doors was of course a great challenge and the structural engineer Albert Finkbeiner pointed out that production of such first-class geometry while striving to maintain immaculate surface quality was unique. To achieve this, engineers used liquid remodeling process commonly referred to as “fluid cell compression method” where an aluminium sheet was laid on the shaping tool and a hydraulic cushion that was lowered from the top to shape the aluminium sheet under high pressure. The process achieves accurate shaping precision with the aluminium sheet having equal thickness and thus achieving a very rigid structure. The Bugatti Veyron thus incorporates high technical advancement with keen concern about the safety of the passengers (Worldcarfan 2013). The Bugatti Veyron engine (The superCars.org, 2013). Even from the previous original designs, the development of this car was aimed at accomplishing power and speed. From the press release of 2006 Bugatti described a very powerful engine that was destined to greatness. The car was capable of more than 400km/h. The engine had 16 cylinders and at 710mm long, it was not longer than the V12 unit. This engine was however weighing only 400 kgs. The cylinder banks were arranged in a W configuration. It comprised two VR8 blocks that were joined at the crankcase, each with a 15 degree bank angle. Each of the 8 cylinder blocks are set at 90 degrees to each other with a four exhaust gas turbocharger. At 6000 revolutions per minute, the engine could deliver 1001 Hp with a maximum torque of 1250Nm between 2200 and 5500 revolutions per minute. The challenge of this extreme power achievement was pointed out by Dr. Wolfgang when he raised concern that development of 1000Hp propulsion power would mean that approximately 2000Hp be generated as heat energy. This heat energy then has to be gotten rid of by cooling water and the exhaust gas (Serious wheels 2006). The team therefore developed two water circuits to aid in efficient dissipation of this enormous amount of heat. A large unit with 40 litres of water in circulation was fitted with three coolers in front of the car and this was supposed to keep the engine within safe working temperature. The second unit was smaller than the first with 15 litres of water and was used to cool the charged air by about 130 oC. The cooled air was then passed through two “air manifolds” to the combustion chamber, from where it leaves at about 1000 degrees as exhaust gas. The exhaust gas then passes through the turbines of the exhaust gas turbochargers where it is cooled by expansion by approximately 150 degrees. The gas is the cleaned in the catalyzer then exhausted. The engine was designed to achieve power but also remain light and also ensure instantaneous response of the internal engine masses. To this effect, titanium piston rods were used while the eight stage oil pump made by light aluminium gears. The engine runs quietly with a small flywheel. The engine was fitted with knock and misfiring detection in an ion current system. Owing to the quite running of the engine and very small velocity difference even in the event of cylinder misfire, detection by measurement of rough running would not be reliable. The team therefore integrated ion current sensing. The ion current flowing is monitored and the data obtained passed to control units of both engines. In the event of misfire or knocking combustion, the control unit initiates measures like cylinder shutdown, or charge pressure reduction. Gregor Gries, the head of the unit development stressed the fact that the technology employed in developing the engine was to achieve maximum performance in a stable and clean manner (Serious wheel 2006). The transmission system comprised a flange-mounted direct manual gearbox (DSG). The engine power is transmitted through seven forward gears and one reverse gear to the front axle gearbox through a universal drive, and via another universal drive to the rear axle gearbox. The power distribution to the front and back axles is through a Haldex coupling, controlled multi-disk, inter-axle lock connected directly to the front axle gearbox. The differential at the front axle distributes the power to the front wheels. Power distribution from to the rear wheels from the rear differential is through a bevel gear and a further differential. There is installed a multi-disk differential lock that ensures same speed to the rear wheels and ensures directional stability. The automatic load distributions enhance safety and stability and are unnoticed by the occupants. References Bugatti (2013). Aesthetic principle of a super sports car. Retrieved on 16 August 2013 from Worldcarfan (2013). Bugatti Veyron Structural design. Retrieved on 17th August 2013 from Serious wheels (2006). 2006 Bugatti Veyron W16 Engine. Retrieved on 17th August 2013 from Bugatti Veyron 16.4 (2013). Bugatti Veyron 16.4. Retrieved on 17th August 2013 from The superCars.org (2013). Bugatti Veyron. Retrieved on 17th August 2013 from Read More