Stress & physical resources

Lotus F1 Engineer from Malaysia

Q&A with Team Lotus’ Malaysian engineering crew |

Ever since Malaysia first ventured into Formula 1, via Petronas’ sponsorship of the Sauber Formula 1 team back in 1995, many wondered if there would be a personnel tie-up that would see Malaysians work for the Formula 1 team, gaining vital hands-on knowledge and experience. The same question was also asked when Tony Fernandes’ Lotus Racing (currently known as Team Lotus) came about and made its debut in 2010.

The answer is a resounding yes. The team which is registered as a Malaysian outfit has not only a few, but up to 30 Malaysian personnel. 17 are based in Norfolk where the team calls its base and 12 of them are engineers. Malaysians are also positioned in other departments including branding, public relations and so on. With that in mind, we have to conducted interviews via emails with three Malaysian engineers.

They include ex-Sauber man Ruhaidi Rashid who works in stress analysis, Har Jun Mun from aerodynamics and lastly Teh Soo Chwen, the only female Malaysian engineer and she works in the computational fluid dynamics (CFD) department.

You can view the full transcript after the jump.

Ruhaidi Rashid – Stress Analysis (FEM)

Tell us about yourself

I am 36 years old, born in Pendang, Kedah on 2nd January 1974. I grew up in Pendang and my secondary school was SDAR Seremban (1987-1991). I did my A-Levels at the MARA College in Banting (1992-1994). I chose to go to Germany for my education where I had one year intensive in the German language in Collogne (1995).
I then studied in Germany’s Aerospace Engineering at the Aachen University of Applied Sciences (1995-2000). I started my carrier at Sauber Petronas Engineering’s powertrain department in 2001 and was transferred to Formula 1 Sauber Petronas Engineering in 2002. I decided to come to Team Lotus after Tony Fernandes announced his involvement in Formula 1 in September 2009. I sent my application the moment I saw a job opening on the Internet.

Tell us more about your responsibility in Team Lotus
I am a senior stress engineer at Team Lotus. Honestly, I actually continued the same job from Sauber but with more responsibility now. In general, a stress engineer has to fulfill the needs of structural components and requirements of a Formula 1 car such as chassis, suspension, wing elements and mechanical components where no failure can happen during the race.
The method is to use a computer simulation approach called Finite-Element-Method (FEM). I am responsible for most of the wing elements such as front and rear wings. During the car building process, I will be very flexible to get involved in other components as well such as mechanicals and suspension. The prediction in the simulation has to be exact so that the parts produced can give the maximum performance. The main target is lightweight, stiff and safe for race.

How long have you been doing this?
10 years: 1 year in powertrain, 9 years in Formula 1.

Tell us more about your work in Sauber and how working in Team Lotus is different?
At Sauber, it was really tough and challenging when I started, especially as a newbie in Formula 1 where I had to compete with other engineers. It was not just the work itself, I was surrounded by people from all over the world: French, German, English, Swiss, Italian and many others. Their working attitudes and their methods of approach make the working environment more challenging and interesting.
The most interesting involvement was in the aero elasticity of the wing element, where I had to team up with people from CFD and wind tunnel, coupled with FEM to get the most out of the wing design. I don’t think if you change a Formula 1 team, the job scope will be different, especially if you keep doing the same job. What makes it different, is the way you approach to get a good result. Sauber is an established team. Sauber has gone through 40 years in motorsports including 10 years in Formula 1.
So when I started there, everything was more or less defined and I just followed the procedures. Team Lotus is a new team. It is still building its image for the future and all the engineering work here is still in its fundamental stage. Of course there are many experienced people in this team, but the design work needs to have a system to get good results and that is where we are at the moment. One of the reason why I decided to come here, is to give ideas, help the team build up its image and define a good system to help make its goals more structured, thus making a good car.

What do you love about your job and Team Lotus?
I think what I like most is my work station at the moment. At least it doesn’t crash when I submit some big analysis job. Another thing is flexibility. I wouldn’t say I’m too flexible at the moment. There are so many components that need to be released at the moment, but I love the way we solve problems, especially when I can give my ideas and input.

Do you miss Malaysia?
Yes, I do miss Malaysia a lot. I eat a lot of cheese in Europe, but none of the cheese can beat ‘belacan’.
What do you plan to do career wise in Team Lotus?

If I’m given a chance, I would like to get more involved in the car’s concept design, in other words, to be more responsible for the Formula 1 car.

Har Jun Mun – Aerodynamics

Tell us about your self
I am 29 years old, born in Kuala Lumpur. I lived in Selayang and I studied aerospace engineering in UPM. I got my degree in 2006 and I applied the job here via a job advertisement in a local newspaper.

Tell us more about your responsibility in Team Lotus
I am working as an aerodynamicist in Team Lotus. Our department’s responsibility is to improve the car’s performance, which is mostly done by improving the car’s downforce. We help in the car’s design, mostly the outer bodywork and aerodynamic-related surfaces. We also test all the aero parts in the wind tunnel to validate the downforce improvement before signing off for the full scale release. Sometimes wind tunnels also provide aero mapping for vehicle dynamics purposes which is important when setting up the car.

How long have you been doing this?
I joined Team Lotus in February 2010 and have been involved in the wind tunnel tests. Before that I also had experience testing aircraft models in UTM’s wind tunnel.

What were you doing before Team Lotus?
I was an aircraft model test engineer running wind tunnel tests for 1:10 scaled model for a small aircraft company.

What do you love about your job and Team Lotus?
To graduate as an aerospace engineer was always my ambition. Working as an aerodynamicist is very exciting and working in Team Lotus as an aerodynamicist is just a dream come true.

Is your family here with you? If so, what does you wife do?
Yes, she is with me in Norwich doing nothing at home for the moment. She was a teacher in Malaysia, so she is looking for a similar job here.

Do you miss Malaysia?
Yes, sometimes, especially the food, weather and my family.

What do you plan to do career wise in Team Lotus?
Not thinking that far, just would like to gain more experience at the moment.

Teh Soo Chwen – Computational Fluid Dynamics (CFD)

Tell us about your self? I’m 27 years old from Penang and I am a degree holder in aerospace engineering. I found a job opening at Team Lotus when my friend Har Jun Mun who also works with the team, showed me a recruitment advertisement on the newspaper.

Tell us more about your responsibility in Team Lotus
I’m from the computational fluid dynamics (CFD) department which is involved in the car’s aerodynamic development process.

How long have you been doing this?
About a year.

Motorsport is generally a male-dominated sport, do you fit in well?
Actually, there are few ladies working as engineers in Team Lotus. I guess motorsport should not be difficult for a lady to fit in.

What were you doing before Team Lotus?
I was an employee in an aircraft design company.

Is your family here with you? If so, what does you husband do?
Nope, I’m here alone and single.

Do you miss Malaysia?
I wouldn’t say I don’t miss Malaysia, but it’s a great experience to be in UK.

What do you plan to do career wise in Team Lotus?
I wish to grow with Team Lotus.

Source :
http://paultan.org/2011/02/08/qa-with-team-lotus-malaysian-engineering-personnel/

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How to Change the AutoCAD Layout Background Color

I received a question on Twitter today asking how to change the AutoCAD 2011 background color of the Layout.

The default color of the paper in a Layout is white, but perhaps you would like it to blue or maybe black.

If you want to change you AutoCAD background colors from the defaults go to Options>Display> then select the Color button.

In the Drawing Window Color dialog you have complete control over the color settings of most everything in AutoCAD. For the Layout paper background select Sheet/Layout > Uniform Background and then set the color you want. 

from the default white.

Slightly related: If you want the old AutoCAD classic icons instead of the ribbon, change your Workspace to the AutoCAD Classic Workspace.

- Source autodesk.blogs.com/.../how-to-change-the-autocad-layout-background-color.html

Dimensioning and Surface Finish

Dimensioning

Linear Dimensioning

 

Angular Dimensioning

 

 

Chain-Parallel dimensioning
  

 

 Examples of chain and parallel dimensioning are shwon above.   The advantage of parallel dimensioning is that there is no build-up of tolerances. 

 Dimensioning a brokent feature. 

 

  

Dimensioning Diameters

 

 Dimensions of diameters are shown on view providing greatest clarity 

 Dimensioning Holes

Dimensioning Chamfers/Countersinks

Tolerances and Limits

Different methods of specifying tolerances

• Direct indication on Drawing
• Reference to general tolerance notes on drawing
• Reference to a standard containing tolerances
• Reference to another document

Examples of tolerance notes

 

 

Dimensioning of fits

 

 

Dimensioning of acceptable deviation of dimensions

 

 

 

 

 

 

 

 

 

Geometrical Tolerancing

Introduction

The notes below relate to use of geometric tolerances on drawing.  The notes are outline in nature to provide general guidance.  This subject is complex and it is wise to consult the standards and have a clear understanding of what is required when including geometric tolerances on technical drawings.  There are clear differences between ANSI Y14.5 and the above noted ISO standard.   The notes below do not address this difference or refer to the ANSI standard in any way.

Geometric Tolerances

Geometric tolerances specify the maximum variation that is allowed in form or position from true geometry.   The geometric tolerance is, in essence, the width or diameter of tolerance zone within which a surface or axis of hole or cylinder can lie which results in resulting feature being acceptable for proper function and interchangeability.

If a tolerance of form is not specified on a drawing for a feature, then the feature as made will be acceptable regardless of form variation.   The tolerances of form control straightness, flatness, parallelism, angular displacement etc. etc.

The tolerance zone will be one of the following:
• The area within a circle
• The area between two circles
• The area between two equidistant lines or between two parallel straight lines
• The space within a cylinder
• The space between two coaxial cylinders
• The space between two equidistant surfaces or two parallel planes
• The space within a bent pipe

Tolerance Frame with Symbol identifications

Indication of datum

Supplimentary Symbols

Tolerance Frame Variations

The tolerance frame can be divided into two or more compartments.
These compartments include from left to right

The symbol for the feature to be toleranced The tolerance value..If the tolerance zone is circular or cylinderical it is preceded with a    Letters for datums when the toleranced feature is specified in relation to one, or more datums.

When multiple datums are referenced in the tolerance box they are indicated as below:

Maximum Material Indication in Tolerance Frame

The maximum material condition, when used, is indicated by a symbol placed after the tolerance value, after the datum letter, or both.

See the figures below: 

Additional Frames- Notes

If a single frame cannot convey sufficient information it is acceptable to stack additional frames and/or provide additional notes..

Positioning of Frames /Datum triangles

The datum triangle is placed on a feature or on an extension of the outline ( but clearly separated from the dimension line) when the datum feature is the line or surface itself

The datum triangle is place on the extension of a dimension arrow when the datum feature is the axis or medium line.
When two datums are indicated they relate to the common axis of the two features
The datum triangle can replace a dimension arrow if there is not enough room.

The datum can be located on the axes or median line when 

The axis or median line is clearly for a single feature The axis or median line is clearly formed by two features