A short introduction to this album.

A short introduction to this album.

How final element analysis is used to get maximum performance out of Formula 1 cars, focussing on two components: the wheel hub and the 'tub'.

How final element analysis is used to get maximum performance out of Formula 1 cars, focussing on two components: the wheel hub and the 'tub'.

The first step in final element analysis is to understand precisely what a component does and how it interacts with other elements. Lewis Butler from Red Bull Racing reveals the role of the hub in F1 car design.

The first step in final element analysis is to understand precisely what a component does and how it interacts with other elements. Lewis Butler from Red Bull Racing reveals the role of the hub in F1 car design.

The second step is to analyse the stresses and strains that the component will be subject to. Lewis Butler from Red Bull and Ray Martin from the OU explain how the hub has to be able to cope with massive external loads.

The second step is to analyse the stresses and strains that the component will be subject to. Lewis Butler from Red Bull and Ray Martin from the OU explain how the hub has to be able to cope with massive external loads.

The third step is to consider the wheel hub's boundary conditions and how these interact with the external stresses on the wheel hub.

The third step is to consider the wheel hub's boundary conditions and how these interact with the external stresses on the wheel hub.

Step 4 is to create a solid CAD model of the hub. This is a complex process which involves a series of assumptions and simplifications which need to be taken into account to get a true picture of the hub's behaviour.

Step 4 is to create a solid CAD model of the hub. This is a complex process which involves a series of assumptions and simplifications which need to be taken into account to get a true picture of the hub's behaviour.

Step 5 is to create a mesh model of the hub, with 72 000 elements. The mesh density is at its greatest in areas of particular interest.

Step 5 is to create a mesh model of the hub, with 72 000 elements. The mesh density is at its greatest in areas of particular interest.

Step 6 is to input the various stresses and loads that the hub will have to cope with, and use a computer programme to solve the model. Today this can be done quickly and reliably though it still needs a lot of interpretation by the engineers and designers.

Step 6 is to input the various stresses and loads that the hub will have to cope with, and use a computer programme to solve the model. Today this can be done quickly and reliably though it still needs a lot of interpretation by the engineers and designers.

The final step is to put the lessons learned through FEA and use them to manufacture new improved components which increase your chance of success.

The final step is to put the lessons learned through FEA and use them to manufacture new improved components which increase your chance of success.

The same FEA process that was used to redesign a car's hub can also be used to improve its 'tub', otherwise known as its chassis.

The same FEA process that was used to redesign a car's hub can also be used to improve its 'tub', otherwise known as its chassis.

The tub, or chassis, is the largest component of a car. It cocoons the driver and all the major components, from the engine to the car's suspension, are mounted in the tub.

The tub, or chassis, is the largest component of a car. It cocoons the driver and all the major components, from the engine to the car's suspension, are mounted in the tub.

The stiffer the tub, the more responsive and better performing the car. A torsion test can be used to assess and then improve the tub's characteristics.

The stiffer the tub, the more responsive and better performing the car. A torsion test can be used to assess and then improve the tub's characteristics.