A monocoque is a spatial structure where the outer walls of the shell are the load-bearing element. For the first time, the monocoque began to be used in aircraft construction, then in the production of cars, and finally this technology migrated to bicycles.
As a rule, with its help, the front triangle of the frame is made by longitudinal welding of aluminum extruded molds. The shape and size of a monocoque structure can be made in a wide variety of ways, which is not always possible when using ordinary pipes.
This technology allows to increase the rigidity of the frame and reduce its weight without loss of strength due to the elimination of welds from the main stress points of the loads. Sometimes the front triangle is one solid structure without "gaps".
New Technology Monocoque
For the first time, this technology was used on steel frames. Monocoque frames are also called structures where the pipes are welded together in a separate section, and not along the entire length, for example, in the area of \u200b\u200bthe steering column or carriage. There are no walls at the junction of the pipes between them, only a welded seam along the contact length, due to which weight savings are achieved without loss of rigidity.
Monocoque frames are also made of carbon fiber. The creasing profile in combination with the carbon fiber and carbon couplers allow for a monocoque frame construction that combines lateral stiffness and vertical elasticity. As a rule, all carbon bikes are monocoque, because they are made in one step, and not from separate parts, like regular bikes.
Using this technology, not only the bicycle frame is made, but also other components: handlebars, stems, elements of the rear triangle of the frame, and others. Monocoque technology is quite expensive and is therefore used on high price bikes.
Bicycle frame made using monocoque technology.
Also read on this topic:
To fasten the frame tubes when using the brazing method, solder from metals other than steel is used. The gaps between the frame parts are filled with molten solder, after preheating the part. The main material for solder is an alloy of bronze and brass…
A wave frame is another type of open frame where the top and bottom tubes are combined into one larger diameter tube to increase rigidity. Mounted on children's, women's and folding bikes ...
The most common steel grades for frame production are those containing chromium and molybdenum alloying elements. Accordingly, they are called chromomolybdenum. In some cases, other less expensive steel grades are used for the production of frames ...
There is no need to make frame pipes with walls of the same thickness along the entire length of the pipe, but to reduce the thickness in the place where the load is minimal. This is done in order to reduce the weight of the frame, and hence the entire bike ...
Cross-country frames also allow the bike to speed up quickly. In the conditions of movement on rough terrain, the controllability and stability of the bike are a priority. The frame must withstand long-term cyclic loads ...
Previously, bicycle suspension was developed using a 2D kinematic model. Advanced Dynamics was developed in collaboration with the CEIT (Guipuzcoa Studies and Technical Research Centre) based on virtual simulations and simulation programs for off-road cycling with active front and rear suspension. CEIT is a research and development center dedicated to the development and testing of the latest technologies for large industrial companies. Using this virtual analytics system, Orbea and CEIT were able to identify all the variables that affect suspension performance on descents, climbs and various types of terrain. As a result, it was possible to identify 4 key elements around which the development of a new suspension was built: a suspension that not only makes the bike more comfortable, but also does not deprive it of dynamics, maximizing the full suspension travel, specially tuned shock absorbers and sealed sealed bearings.
Many other designers do all the calculations on paper or in a computer, but we have created your virtual clones. Our simulation programs allow you to recreate many different factors that affect suspension performance: from the type of terrain, constitution and position of the rider while riding, to the distribution of loads on the pedals, saddle, handlebars, etc. Based on data from extensive research, we have created a suspension that maximizes shock absorption of any type, minimizes pedaling bounce and ensures confident wheel contact with the surface on which you ride, regardless of the type of terrain.
Attraction technology will add to your ride the comfort that many cyclists dream of. It is responsible for neutralizing the vibrations that occur while riding and optimizes the load on the wheels, improving pedaling efficiency. This technology also improves the bike's handling and traction regardless of the type of bike and weather conditions.
The fork and rear triangle of the updated Orca have been redesigned for a more comfortable and efficient ride. Attraction technology is responsible for dampening the shocks that occur when driving on uneven pavement without sacrificing the torsional rigidity of the frame, thereby increasing pedaling efficiency.
Helps to achieve unsurpassed results at a distance
Due to the special profile of the upper chainstays, the vibrations that occur while riding are not transmitted to the rider, but are damped before reaching him, transforming from longitudinal to slight transverse vibrations. In this way, we have succeeded in creating a competition bike of the highest level, which fully meets the requirements of athletes who experience the most demanding physical loads during racing:
- the level of vibrations transmitted to the rider during the ride is reduced;
- improved grip of the bike with the road surface (as a result, the rider will be able to make more efficient accelerations and sprint jerks, and at the same time the bike will be better controlled);
- increased efficiency of force transfer to the rear wheel when pedaling;
Orbea Carbon
The carbon that Orbea uses in its production is a composite material consisting of carbon fibers with a high modulus of elasticity. We use it to create optimal frames in terms of stiffness, strength and vibration damping. These are the most important characteristics for creating the perfect frame.
We have used all the accumulated experience and advanced technologies in order to develop three types of fibers: Gold, Silver, Bronze. They differ in physical properties and, as a result, in the preferred area of use. Therefore, all our carbon frames have the following markings depending on the type of fibers used:
Omg. Orbea Monocoque Gold
OMS. Orbea Monocoque Silver
OMB. Orbea Monocoque Bronze
One of the key differences between fiber types is the value of the modulus of elasticity (Young's modulus). The greater the value of the Young's modulus, the greater the rigidity of the structure and the less its weight. Accordingly, each type of carbon fibers developed by us has a certain value of Young's modulus: Gold - the maximum value, Silver - high, Bronze - medium.
Omg. Orbea Monocoque Gold
OMG carbon is made up of fibers with the highest Young's modulus and has the best stiffness and weight. The use of such fibers, laid in certain layers, which in turn have been passed through a multi-stage finite element analysis (FEA, Finite Elements Analysis), allows us to create frames that have maximum rigidity with minimum weight. These frames are subsequently used in competitions at the highest level. We put cutting-edge technology in your hands.
OMS. Orbea Monocoque Silver
OMS carbon is made up of fibers with a high modulus of elasticity. They give the frames sufficient rigidity, a high level of vibration damping and maximum efficiency when pedaling over long distances. OMS carbon is made from a combination of fibers with the highest Young's modulus and fibers that provide a high level of vibration damping.
OMB. Orbea Monocoque Bronze
OMB carbon offers you the optimal combination of fibers with a medium modulus of elasticity, yet flexible and durable. It is widely used in more affordable carbon frames. The higher density and compressive strength of the Bronze fibers enhances their vibration damping capacity and durability. And all because Orbea engineers in their work always tried to exceed the generally accepted standards in the industry. We strive to ensure that riders discovering Orbea carbon frames for the first time can get the most out of them and achieve outstanding results and progress.
Monocoque technology
Orbea engineers have long understood that monocoque is the only technology that allows you to make the frame optimal in terms of stiffness, durability and comfort. The video below shows how a traditional carbon frame degrades over time, while a monocoque frame remains as if it just left the factory.
The monocoque technology also allows frames to be more creatively designed and still have good fatigue crack resistance. That is why we can provide a lifetime warranty on all our bikes: our frames are reliable and their performance does not change over time.
What is remarkable about the monocoque technology used in Orbea?
The overall strength and reliability of the structure is higher due to the optimal distribution of loads throughout the frame structure, the absence of welds and joints. This means the frame won't let you down, no matter how hard the track puts it through. The monocoque technology provides a perfect connection of fibers in composite materials not only in the outer layers, but also in the inner ones, which prevents the formation of fatigue cracks at the junctions of the frame elements. The last problem is typical for frames produced using inexpensive and more traditional technology. Do you need any more arguments in favor of Orbea monocoque frames? After all, we are dealing with a rigid and reliable frame, with decorative elements that will not flake off and crack in highly loaded areas of the structure, with a frame that is a monolithic masterpiece of composite art, and not assembled from individual elements ... The choice is obvious.
UFO is a suspension system from another planet.
UFO is a carbon suspension system designed to rid the user of traditional pivot axles and everything that comes with them: nuts, bolts, bearings and, finally, the axles themselves. As a result, we have been able to reduce the weight of the frame and the time required for suspension maintenance, while increasing the overall rigidity of the structure and the grip of the bike on technical terrain. Professional athletes need a light, yet optimally performing rear suspension: they are looking for the perfect balance. And UFO technology is ready to offer it to them: a suspension system that meets the most stringent weight requirements (frame with shock absorber 1.95 kg), easy to maintain and reliable.
UFO technology allows for greater traction and torsional rigidity in technical terrain while being lighter and easier to maintain
Advantages
Oiz Carbon is a unique bike in its class, which uses a rear suspension system without a pivot axis. The perfect combination of rigidity and flexibility of carbon fiber results in a suspension that is resistant to lateral and torsional loads, well handling uneven terrain throughout the entire 85 mm of shock absorber travel.
As a result:
An innovative suspension system that provides confident bike control on descents, pedaling efficiency on climbs, more comfort and less rider fatigue during long stays in the saddle.
SSN Technology
SSN (Size Specific Nerve) is more than just a technology, it is a way of organizing work throughout the bike manufacturing process. At first, this approach was used only in the development of models from the Orca line, but then we also began to apply it to the Alma and Onix models.
Using SSN technology, models are developed from the lines Orca, Alma, Onix And Opal
Formula for your needs
Each size of a bicycle is developed by us individually. The structure and stiffness of the frame are optimized according to the rider's weight statistics at a certain height. The result is 5 (according to the number of sizes) individually designed and perfectly balanced frames.
AIZonE by Orbea
The AIZonE (Aerodynamic Investigation Zone) project was developed in collaboration with the San Diego Wind Tunnel (a wind tunnel located in the US city of San Diego) and allowed us to obtain a lot of different data on the aerodynamics of bikes and riders. This allowed us to improve the aerodynamic performance of the updated Orca by 14%. We have been able to reduce air resistance and the result is a more stable and well controlled bike.
Improved handling and stability by reducing the gaps between the frame and the moving parts of the bike
Reducing the gaps between frame members and moving parts of the bike (such as wheels) is key to reducing turbulence. It occurs as a result of the fact that when moving, the oncoming air flow presses against the surface of the frame, components and the rider unevenly, forming turbulences. These vortices hit the protruding parts of the bike, slowing you down.
Reducing the gaps between the tires and the frame surface minimizes the negative impact of the oncoming air flow. We've designed our bikes with this in mind, and we've ended up with some of the most stable and well-handling bikes on the market.
Greater speed thanks to the teardrop shape of the seat tube and post, inherited by the Orca model from the Ordu series bikes
Orbea engineers have identified two key factors for a fast bike: frame stiffness and aerodynamics. Both of these characteristics are important in order to create not only a fast bike, but also the most efficient one when pedaling. The Ordu models were the first signs within this paradigm, but subsequently it was applied to the development of other lines.
The drop of water has the perfect aerodynamic shape that we used to design the head tube and seat tube on the Ordu bikes. We used data from our research to redesign the seat tube and post on the Orca, resulting in the fastest bike in the peloton.
Reducing the resistance to the oncoming air flow (grams):
- rear triangle: 14 g
- seatpost clamp: 17g
- steering column and fork: 15 g
- seat tube and seatpost: 10g
- front triangle down tube: 8g
DCR Technology
DCR is the wiring of cables and hydraulic lines along the shortest route.
We have created and patented an exclusive and much more efficient than existing analogues, a system of wiring hoses and cables. The main principles in its development were simplicity and accuracy. We've made sure that the cables don't get in your way while riding by tucking them into special aerodynamic recesses on the sides of the top (and on some models of the downtube) tube.
Less maintenance, more fun
- maintenance-free system and more precise operation of brakes and switches;
- cable shirts are equipped with special plugs that prevent dirt from getting inside;
- GoreRideOn coating reduces friction, extending jacket and cable life.
Fewer shirts, which means:
- reduction in the length of the cables;
- reducing the overall weight of the bike;
- no scratches on the frame.
What does Dama mean?
Dama stands for a special technological approach to the manufacture of frames for women's bicycles. Women are radically different physique from men, so the bikes for them should be special. First of all, it is worth paying attention to the fact that, statistically, the weaker half of humanity has longer legs and a shorter torso than men.
We have changed the entire technological chain, from the selection of components and materials for the manufacture of frames to the production process. Because the bike should adapt to you, and not vice versa.
Women have a special physique, so bikes for them should also be special.
How does Orbea use data from multiple studies?
The dimensions of all pipes in the frames were reduced, with the exception of the steering one. And the angle of inclination and the location of the top tube have been changed in such a way as to best match the characteristics of the female anatomy. Orbea also uses specially designed components, such as saddles and handlebars.
Saddles should be somewhat shorter and wider than male models, and handlebars should be slightly narrower. Also, for tall women, a size of 46 was specially introduced. Previously, none of the manufacturers did this, and the riders had to spoil their fit and health by riding inappropriate bikes. The introduction of technological solutions from the Dama series is another step towards a more complete satisfaction of all the wishes of cyclists.
In the early days of Formula 1, car safety was extremely poor. The machine was built in the form of a spatial farm of steel pipes. The high landing of the rider, coupled with the lack of seat belts, further aggravated the situation of the pilots in the event of a collision. Fragile cockpits were deformed during accidents, debris flew into the pilots, often they simply flew out of the car onto the asphalt or under the wheels of other cars. The only thing that could somehow protect the rider was the motor located in front of the pilot, but in the late 50s, with the introduction of the rear-engine scheme, this unreliable protection disappeared.
True, the reverse side of the rear-engine layout of the car, introduced by John Cooper, the owner and designer of the Cooper team, was a lower “recumbent” landing of the rider, which somewhat increased the safety of the pilot.
The real revolution came to Formula One in 1962, when Colin Chapman and Len Terry introduced their Lotus 25, the first formula car to use the monocoque principle. The idea itself was not new - since the beginning of the 20th century, aircraft fuselages have been created according to such a scheme, and automobile designers have occasionally tried to use the achievements of aircraft manufacturers. But it was the Lotus 25 that became the first mass-produced racing car in which this idea was implemented.
The welded steel tube structure in the new Lotus has been replaced by a load-bearing structure of two parallel D-shaped duralumin sections connected by cast aluminum cross members and floor panels. At the rear, two spars served as a support for the engine. Fuel tanks were placed on the sides of the car in hollow sections. Compared to tubular frames - trusses - the monocoque had a significantly higher (by about 50%) torsional rigidity, which made it possible to more accurately tune the chassis of the car depending on the characteristics of the tracks. In addition, the monocoque provided better protection for the pilot in the event of a crash, as it was less prone to deformation upon impact.
Competitors appreciated Chapman's novelty, and already in 1963 a number of teams followed the example of Lotus, preparing a monocoque chassis.
Since then, the main development of the monocoque design has been in the direction of increasing its rigidity. On the one hand, this allows for a higher degree of rider safety, on the other hand, to increase the efficiency of his work under overload conditions. So, in the same 1963, the BRM aluminum monocoque was sheathed with wood panels. A few years later, the first monocoque "sandwich" appeared - McLaren designer Robin Hurd placed a layer of light wood between two sheets of aluminum alloy, which made it possible to further increase the rigidity of the structure.
In the 70s, almost all Formula 1 teams are moving to the use of a monocoque. At the same time, there is a search for the optimal form of the structure and materials for its manufacture, because the overloads acting on the monocoque with increasing speeds and the introduction of the ground effect are rapidly increasing. In the mid-70s, composite materials first appeared. The McLaren M26, created in 1976, is considered a pioneer - some of its parts were made in the form of a 6-coal cellular carbon fiber honeycomb structure.
In 1981, the first car, the monocoque of which was completely made of composite materials, entered the Formula 1 tracks - John Barnard's McLaren MP4. At the same time, Lotus was also developing a car made of carbon and Kevlar fibers. However, the Lotus 88 was never able to start racing and was banned due to non-compliance with the regulations.
Despite the fact that composites were extremely expensive and labor-intensive to manufacture (at that time it took more than 3 months to create one monocoque), their use made a real revolution in Formula 1. The strength and rigidity of structures increased several times at once. By the end of the 80s, almost all teams had acquired autoclave ovens for making chassis from carbon fiber "honeycombs" impregnated with viscous epoxy resins.
Making a monocoque
Production of a carbon fiber monocoque takes approximately 2 to 4 weeks. First, a special form (matrix) is made of artificial material, exactly repeating the shape of the monocoque. This shape is then covered with carbon fiber, after which it is smoothed and coated with a special compound for molds. After that, the original shape is removed, and several layers of carbon are applied inside the resulting model. Then the layers are pressed against the matrix with a special vacuum bag, and the whole structure is sent to "bake" in an autoclave oven. Depending on the structure of carbon fiber, binders and the stage of the technological process, baking takes place at a temperature of 130-160C, under a pressure of up to 6 bar. After the last layer of carbon fiber is laid out and "baked", the almost finished monocoque is connected to an aluminum honeycomb structure for rigidity, the halves of the monocoque are folded, and it is again "baked" in the autoclave.
I read a blog here and thought, how much do I know about carbon? It is durable, beautiful and colorful. I also know that you can glue the car with carbon fiber. I was interested in the story, rummaged a little on the Internet and decided to lay out a copy-paste hodgepodge and my thoughts on this matter.
I’ll probably write right away that there will be a lot of letters) I’ll try to make an interesting post)
Initially, the word carbon came from the abbreviation of the name of the Carboniferous period of the existence of our planet (360-286 million years ago, or according to the wiki 360-299 million years ago), when large reserves of coal were laid in the bowels of the Earth.
The world first got acquainted with carbon fibers in 1880, when Edison suggested using them as the filaments of lamps, but this idea was soon forgotten due to the advent of tungsten wire. It was only in the middle of the last century that people became interested in carbon fiber again when they were looking for new materials that could withstand thousands of temperatures in rocket engines.
For the first time, carbon was used in the NASA program to build spacecraft, then the military began to use carbon. And in 1967, carbon began to be freely sold in England, but its quantity was limited, and the process was controlled by the state. The first company to start selling the new material was the British company Morganite Ltd. At the same time, the sale of carbon fiber, as a strategic product, was strictly regulated.
In 1981, John Barnard pioneered the use of carbon fiber in a racing car, and since then, carbon has made its way into motorsport, where it remains one of the best materials today. Now carbon is included in our daily life.
But let's slowly figure out what carbon is and what it consists of?:
Carbon - made from composite materials. It consists of neatly intertwined carbon strands, which are intertwined at a certain angle.
Carbon threads are very resistant to stretching, they are on a par with steel, because in order to break or stretch them, you need to try very hard. But unfortunately, they are not as good in compression as they are in tension, because they can break. To avoid this, they began to intertwine with each other at a certain angle with the addition of a rubber thread. After that, several finished layers are connected with epoxy resins, and the usual material for our eyes comes out - carbon.
In fact, there are a lot of options for making carbon fiber as such. There are different methods, different approaches, and so on. We are briefly considering the technology, so to speak, for general development, in order to at least imagine how it is and what to eat it with =) The technologies are different, but the essence is the same - these are carbon threads. They are one of the main components.
But let's get back to a more interesting topic. Carbon in motorsport.
let's start with the simplest, so that in the future there would be no questions, what is it? =) * I honestly just found out what it is *
WIKI TO HELP: A monocoque (fr. monocoque) is a type of spatial structure in which (unlike frame or frame structures) the outer shell is the main and, as a rule, the only load-bearing element.
And so, we are now smart, we know what a monocoque is, now let's move on to carbon in motorsport itself.
The appearance of carbon could not but interest the designers of racing cars. By the time carbon fiber was introduced to F1 circuits, nearly all monocoques were made from aluminium. But aluminum had disadvantages, including its lack of strength under heavy loads. The increase in strength required an increase in the size of the monocoque, and hence its mass. Carbon fiber has proven to be a great alternative to aluminum.
Without violating the established traditions, after "service in the army" carbon fiber "take up" sports. Skiers, cyclists, rowers, hockey players and many other athletes appreciate the lightweight and durable equipment. In motorsport, the carbon era began in 1976. First, individual parts made of outlandish black-iridescent material appeared on McLaren cars, and in 1981 the McLaren MP4 entered the track with a monocoque made entirely of carbon fiber composite. So the idea of the chief designer of the Lotus team, Colin Chapman, who created the supporting basis of the racing body in the 1960s, received a qualitative development. However, at that time, the new material was still unknown to motorsport technologists, because the indestructible capsule for McLaren was made by the American company Hercules Aerospace, which has experience in military space development. 
The path of carbon in motorsport was thorny and deserves a separate story. To date, absolutely all Formula 1 cars, as well as almost all “junior” formulas, and most supercars, of course, have a carbon monocoque. Recall that the monocoque is the supporting part of the car structure, the engine and gearbox, suspension, plumage parts, and the driver's seat are attached to it. At the same time, it plays the role of a safety capsule.
Well, it seems that we figured out more or less what carbon is, what it consists of, and when it began to be used in motorsport.
In principle, like all materials on our planet, carbon has its pros and cons:
- The main advantage of carbon fiber is its strength and low weight. Compared to alloys, carbon is 40% lighter than steel, and compared to metals, it is 20% lighter than aluminum. That is why carbon is used in racing car parts, because when the weight is reduced, the strength remains the same.
His appearance. Carbon looks stylish, beautiful and prestigious, both on vehicles and in various other items.
Another important property of carbon fiber is its low deformability and low elasticity. Under load, carbon fiber breaks without plastic deformation. This means that the carbon monocoque will protect the rider from the heaviest impacts. But if it does not withstand, it will not bend, but break. Moreover, it will shatter into sharp pieces. * In general, you can even jump a little on it =) *
- The first disadvantage is that under the influence of the sun, carbon can change its shade.
The second is that if any part covered with carbon is damaged, then it will not be possible to repair it, you will only have to replace it completely.
The third disadvantage is the cost of carbon, because of this, not every car enthusiast will be able to use carbon when tuning.
Another disadvantage: when in contact with metals in salt water, carbon fiber causes severe corrosion and such contacts should be excluded. It is for this reason that carbon fiber could not enter the world of water sports for so long (recently, they learned to get around this shortcoming).
Well, let's continue))) of course it's all interesting, colorful and easy. It turns out that carbon fiber cars are a reality. Moreover, as I understand it, they are much lighter (which gives more chances for acceleration), much stronger (which gives more chances for survival), and insanely beautiful (carbon cars then). But there is a completely small BUT: the cost of real carbon. Not everyone can afford to make such a car, but you really want to touch the world of something very sporty and colorful. Everything is decided - there is a demand, there will be an offer. And here is our answer to expensive carbon:
For the manufacture of carbon parts, both simple carbon fiber with randomly located threads that fill the entire volume of the material, and fabric (Carbon Fabric) are used. There are dozens of types of weaving. The most common are Plain, Twill, Satin. Sometimes weaving is conditional - a ribbon of longitudinally arranged fibers is “tacked” with rare transverse stitches just so as not to crumble.
The density of the fabric, or specific gravity, expressed in g / m2, in addition to the type of weaving, depends on the thickness of the fiber, which is determined by the number of carbon fibers. This characteristic is a multiple of a thousand. So, the abbreviation 1K means a thousand threads in a fiber. The most commonly used fabrics in motorsport and tuning are Plain and Twill with a density of 150-600 g/m2, with a fiber thickness of 1K, 2.5K, 3K, 6K, 12K and 24K. 12K fabric is also widely used in military products (body and head of ballistic missiles, propeller blades of helicopters and submarines, etc.), that is, where parts experience enormous loads.
The "silver" or "aluminum" color is just a paint or metallic coating on the fiberglass. And to call such a material carbon is inappropriate - it is fiberglass. It is gratifying that new ideas continue to appear in this area, but in terms of characteristics, glass cannot be compared with carbon coal. Colored fabrics are most often made of Kevlar. Although some manufacturers use fiberglass here as well; even dyed viscose and polyethylene are found. When trying to save money by replacing Kevlar with the mentioned polymer threads, the connection of such a product with resins deteriorates. There can be no question of any strength of products with such fabrics.
But let's look at the latest and most fashionable trend in the nuclear industry. Carbon fiber car sticker.
The material gained great popularity, since it could be put on the hood, trunk or more complex shape, and the price of finished parts turned out to be 5-7 times cheaper than carbon fiber.
Initially, carbon film appeared in the form of solvent printing on a polymer film. Production was done by redrawing the weaving pattern of the carbon fiber itself, processing it in a graphics editor and outputting it to a plotter. The name of this material was given to Carbon 2d, which means flat (in two planes). 
as you can see, "flat" carbon is quite uninteresting. It's like watching a movie in black and white on a fancy modern TV.
But after all, carbon under varnish looks much more voluminous and better, so the enthusiasts did not stop and a film was created in Japan that imitates the texture of carbon in three planes! That is, it was precisely the texture film that was created, where the third plane became a vertical, thereby completely copying carbon. 
At the moment, there are a lot of different color options and 2d carbon and 3d. It all depends on our wishes and our financial capabilities. Everyone can touch the world of light and durable material. Yes, let it not be real, but it will be beautiful. Although my opinion is to glue the carbon film, like buying a fake branded item. Yes, it looks nice, but it's not real. Again, it depends on the taste and color =)
Thanks to those who read to the end, I really tried to make the lineup interesting and informative. Yes, I do not argue, there is a lot of copy-paste, but I see no reason to write the same thing in different words at the moment.
Used sites.
Stefan Winkelmann, CEO of Lamborghini, shared: “ Extreme maximum speed, as well as superpower of the engine, are no longer our primary goals.". These words were shocking at first. But then he quite clearly described the further priorities of the company he leads: “ The record-breaking dynamics and phenomenal handling of supercars will not be affected by our new approach to design. Understand that 300 km/h maximum speed is already a common norm for any modern supercar, but where can you achieve it? Only on racing tracks for a very short time. We will not continue to increase engine power for environmental reasons - Lamborghini, like all other cars, also needs to fit into CO2 emission standards. But there is a way out - to achieve a record ratio of power and mass of the car. There is only one way - the large-scale use of carbon fiber. Formula 1 race cars have long been confirmed: we cannot find a better material that combines strength and lightness».
So, having brought down the old values at once, Mr. Winckelmann brought us to the main goal of the visit to the Lamborghini. From now on, this company is the only automotive company in the world that has a division for the development, testing and production of carbon fiber parts in its structure.
THE HAND OF WASHINGTON
Lamborghini would not have been able to master a project of this magnitude alone. Financially (and to some extent technologically) she was helped by Audi, the current full owner of the Italian company as part of the Volkswagen concern. With the selection of materials, technologies and computer simulation of crash tests of carbon elements for the new flagship - the 700-horsepower Aventador - the Americans came to the rescue. Mainly the University of Washington, known for its research in this area. The experience of this institution is considerable - mainly due to the joint work with Boeing, which is launching the production of the Dreamliner, the first passenger aircraft with a fuselage made of composite materials.
Aircraft manufacturers also shared their know-how with the Italians - a method for quickly determining the degree of damage and prompt repair of carbon fiber structures. After all, an aircraft with a problematic element often cannot be sent under its own power to the manufacturer. Boeing has created an institute of "flying doctors" - qualified repairmen with "magic suitcases" that have everything you need to study the nature of the damage and fix it. Similar guys will fly to the unlucky Lamborghini customers. To reduce the time of arrival, three points of deployment of carbon doctors were organized - in Italy, the USA and Australia.
The University of Washington also took over the promising development of carbon fiber technologies. And Lamborghini married off another partner, a very unusual one - Calloway, the world leader in the production of golf accessories. She makes golf clubs from carbon fiber by hot stamping, using blanks of carbon fiber with very short threads - from 2.5 to 5 cm. But due to their high density (more than 200 thousand fibers per square centimeter), the tips of the clubs are unusually strong.
Lamborghini has already tested this technology on the body and suspension components of the Sesto Elemento concept car. It turned out not bad, but serious tests should precede mass production. A supercar is not a golf club, even if it is high-tech.
AND FRY ON SLOW FIRE
And what technologies are already being used to create Aventador? There are currently three widely used methods.
The first begins with the formation of future elements by stamping. Carbon fiber blanks are shaped like ordinary sheet metal, and then placed in special jigs, where, under the control of laser meters, they are connected together, with tolerances of no more than 0.1 mm.
Further, a polymer resin is injected between the elements under slight pressure. The process is completed by sintering in a thermal chamber. There is a minimum of manual labor in this process - most of the operations are assigned to automation. Expensive autoclaves are also not needed - there is no need to maintain a certain pressure.
The next method is, in fact, a variation of the previous one. The only difference is that here the carbon fiber layers intersect with each other - this is how the most critical power parts are formed, for example, racks and body amplifiers.
A radically different method is needed to produce parts with a perfect outer surface. In this case, chilled carbon fiber blanks are used with a pre-injected heat-sensitive resin that reacts when the temperature rises. Such elements after manual molding of the surface in the matrix are laminated with a film. After that, vacuum devices remove the smallest air bubbles from under the film, leaving a perfectly flat surface. The elements are then placed in an autoclave for final curing, where they are heat treated for two to five hours.
This is how, step by step, the monocoque elements of a new automotive legend are born. Moving from line to line, they are overgrown with new details, strengthened in critical places with epoxy foam, which, filling the voids, also serves as sound insulation; counter aluminum parts are implanted in them for fastening the front and rear subframes. It is interesting that elements already made often serve as the initial matrix for subsequent ones. They are even baked together - this significantly reduces the time and costs of intermediate operations. The climax is the connection of the lower base of the supporting structure with the roof. The result is a carbon monocoque weighing only 147.5 kg. The aluminum frame with carbon-fiber elements "Murcielago" weighed 30% more - with less rigidity by one and a half times.
By the way, 4099 pieces were made for the predecessors of Aventador in nine years. The circulation of new items is expected at the same level, that is, 400-500 copies per year. This is a breakthrough for a design with such massive use of carbon fiber. For example, the first-born of the serial use of a carbon fiber body structure, the British McLaren F1 in 1992, saw the light of only 106 copies. But it cost much more than the current flagship Lamborghini. After all, then carbon fiber was considered incredible, prohibitively exotic for a road car - today it is still expensive, but it is already becoming commonplace.
HISTORICAL FACT - A CONSPIRACY OF SILENCE
Lamborghini does not particularly talk about this, but the fact is that a quarter of a century ago this Italian company already had a laboratory for the development and implementation of composite materials. It was headed by none other than the Argentine Horatio Pagani, who later created the Zonda supercar. Appearing in 1999, the car struck with the massive use of carbon fiber, including the supporting base of the body - something that appeared on the Aventador only 12 years later. Apparently, the success of the former employee is forcing the Lamborghini management to hush up this fact, although the production of Pagani is no more than 20 pieces per year and they are not a clear competitor to Aventador.
But Lamborghini never tire of repeating that their first car with a fully carbon fiber monocoque appeared back in 1985. Again, they do not mention Pagani, the main initiator of the Countach Evolution project. It was made only in one copy, but, in addition to the carrier carbon monocoque, that car received carbon fiber subframes for mounting the power unit and suspension. The trunk lid, hood, wheel arch extensions, wheels and front spoiler were also made of promising material. The car has lost about 500 kg of weight compared to the serial one - a huge achievement for a supercar. With a power of 490 forces, the car had phenomenal dynamics - it accelerated to hundreds in less than 4 seconds, and the maximum speed was 330 km / h - the serial Murcielago achieved similar results only 15 years later.
