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Reynolds tubing Westfield
ettore bugatti - 26/8/10 at 01:39 PM

Interesting reading material!

http://www.nichevehiclenetwork.co.uk/LinkClick.aspx?fileticket=dx9d8Gvp2A4%3D&tabid=266

Bluemoon - 26/8/10 at 02:06 PM

Good find. Shows a real application of FE, graphs are interesting shows why testing is needed to demonstrate if the FE model is any good!

Dan

MikeR - 26/8/10 at 02:08 PM

very interesting - love to see the details of the changes compared to what cymetrics (and someone else i can never remember) proposed.

robocog - 26/8/10 at 02:12 PM

Saw one at Goodwood FOS this year and had an interesting chat with one of the guys working on the stand

Noticed the Reynolds tubing stickers on the chassis, which is what drew my attention

Was blown away how thin the material sounded when "pinged" with fingernail

Interesting stuff indeed

Regards
Rob

nick205 - 26/8/10 at 02:40 PM

quote:
Originally posted by robocog

Was blown away how thin the material sounded when "pinged" with fingernail

Interesting stuff indeed

Regards
Rob



Totally agree!

Exactly the same as decnt steel cycle frame with double butted tubes. If you fingernail tap it in the middle it almost rings. You can also tell where the butting occurs and the tube thickens toward the ends.

JF - 26/8/10 at 03:50 PM

Sounds interesting. But I'd wait a few years to see how it works in the real world. The company I work for has switched to similar materials over the years. And although the end product certainly is lighter, it's not a grand succes. Over the years we have experienced more stress/fatigue cracks with high strength steel, then with the older mild steel products.

So I'd like to see what happens when such a chassis is raced for a few years. Instead of static testing.

Non the less... interesting stuff.

Alan B - 26/8/10 at 04:10 PM

What often puzzles me with these exercises, and maybe someone can enlighten me, is that surely in this kind of structural design you are designing for stiffness? Sure ultimate failure is important and needs consideration, but surely deflections over the the normal range of loading secenarios are very important too? In that case then, don't most steels have a very similar E value which in conjunction geometrical determined I values drive the stiffness?

Hope someone can clarify perhaps?

matt_claydon - 26/8/10 at 08:31 PM

quote:
Originally posted by Alan B
What often puzzles me with these exercises, and maybe someone can enlighten me, is that surely in this kind of structural design you are designing for stiffness? Sure ultimate failure is important and needs consideration, but surely deflections over the the normal range of loading secenarios are very important too? In that case then, don't most steels have a very similar E value which in conjunction geometrical determined I values drive the stiffness?

Hope someone can clarify perhaps?


The thing about Reynolds tubing isn't particularly the type of steel, but the clever process of making the tube relatively very thin-walled compared to what would normally be used for most of its length, but with thicker walls near the ends to allow strong welded joints.

alistairolsen - 27/8/10 at 10:01 AM

you design for stiffness because in general (and it has to be checked) ultimate strength is satisfied FAR before the required stiffness.