Suspension Geometry of the Race Cars - Report Example

Formula Car Insert Formula Car – Side Pods The formula car is a contest, backed up by Society of Automotive Engineers (SAE) whereby the design, develop and compete with a small formula mode racecar. The foundation of the competition is that a fabricated company contracted a group of engineers to develop a small formula car. Now that the car was meant for the weekend autocross racer, the firm had to set a total cost of $8,500 (Smith 2000). The policies of the competition confined the racecar engine to an utmost dislocation of 610cc with a solitary inlet restrictor. Other principles require that the car must have a suspension system with a least amount wheel travel of 50mm and a wheelbase greater than 1524mm. The car has also to content safety requirements like side impact defense. The antagonism is separated into static and dynamic occurrences (Milliken & Miliken 2002). The static occurrences encompass the sales presentation, cost analysis and engineering design. The dynamic pieces of the competition are the 15.25 m diameter skid-pad, 91.44 m speeding up occurrence, 0.8km style autocross, 44 km staying power race, and fuel economy. The FSAE competition was developed to offer an educational acquaintance for college students that are equivalent to the type of projects they will experience in the workforce (Staniforth, 1998). To take part in the FSAE, apprentice groups work with a scheme from the abstract blueprint stage until it ends. The ultimate aim of this context is to examine the entire issue concerning formula student car. It looks at the materials used, design implemented, procedures followed and the manufacturing process of the racecars (Puhn, 2001). Suspension Geometry of the Race Cars This section focuses on some of the fundamental areas of suspension model and assesses the UM-Rolla model team chosen for its 1996 racecar suspension geometry. The FSAE suspensions work in a thin monarchy of vehicle dynamic majorly because of the restricted angling speeds, which are managing the triumph of the car,’s handling characteristics. These two measurements not only affect weight relocation, but they also influence the turning radius (Riley & Sturges 2003). Therefore, it is clear that not only does the geometry essential for FSAE suspension, but the elements must also be sensibly priced for the cost analysis and profitable model, while outboard suspension might charge less and be easier to manufacture. In other words, suspension geometry process is concerned with manufacturing of the formula race cars as far as FSAE is concerned. Therefore, the following are important concepts and materials used in manufacturing of the formula racecars (Smith 2000). Track Width Track width refers to the distance between the left and right wheel centerline, which is clearly demonstrated in the diagram below. The measurement is essential for angling because it opposes the overturning moment because of the inertia force at the core of gravity (CG) and the sideways force at the tires. For the model, track width is significant because it is one element that influences the amount of sideways weight transfer (Smith 2005). Moreover, the designers have to be aware of sideways weight before kinematic analysis of the suspension geometry can be initiated. The following figure shows the track width. (Bamsey 2001) Wheelbase This is also an important equipment has to be determined. It is described as the distance between the facade and back axle centerlines (Valkenburgh, 2006). It also plays an essential role in affecting the weight transfer but in the longitudinal course. Except for anti-dive and anti-squat traits, the wheelbase comparative to the CG region does not have a massive influence on the kinematics of the suspension scheme. Nevertheless, the wheelbase should be decided early in the model procedure since the wheelbase has a massive effect on the packaging of elements. Tire and Wheel After track width and wheelbase thoughts have been tackled, the step to follow in the design procedure is tire and wheel assortment. Now that the tire is very crucial to the management of the vehicle, the model team should comprehensively examine the tire sizes and compounds present (Staniforth, 1998). The tire size is significant at this phase of the model since the stature of the tire has to be recognized before the suspension geometry can be decided. For instance, the tire height for a given wheel diameter resolves how intimate the lower ball joint can be to the ground if wrapped up within the wheel. Geometry The stylish can now set some longings parameters for the suspension scheme. These normally encompass roll center placement, camber gain, and scrub radius. The selection of these restrictions should be centered on how the vehicle is anticipated to function. By visualizing the attitude of the car in an angle, the suspension can be modeled to maintain as much tire on the ground as possible (Smith, 2005). For instance, the body roll and suspension travel on the skid pad decides, to some extent, how much curvature achieves is needed for most favorable angling. The amount of chassis roll rigidity while the quantity of suspension travel is a function of weight shift and wheel charges. The following diagram clearly indicates a complete depiction of the geometry design used for modeling the formula racecars (Smith, 2005). Note that all these processes and systems are undertaken and developed by the UK students in the field of formula racecars. (Smith 2000) Other important concepts concerning the geometry process include the roll center which is also a basic consideration used in resolving the kinematics of the system. The kinematics analysis associated with roll center encompasses immediate hub study for both sets of wheels comparative to the chassis and also for the chassis comparative to the ground (Puhn, 2001). The other significant component is camber, which is the angle of the wheel plane from the vertical and is regarded to be a negative viewpoint when the pinnacle of the wheel is skewed towards the centerline of the racing car. The last important part of the system is the steering wheel, which is a system that has massive effect on the handling characteristic of the racing car. The wheel determines the direction, which the vehicle takes because it controls the wheels, and defines their turns (Riley & Sturges, 2003). The next important big thing in manufacturing process of the formula cars that has to be considered by the students is the frame of the cars (Milliken & Miliken, 2002). One thing that has to be considered when selecting the frame is stiffness of the material used. The main function of the frame is to firmly connect the front and the back suspension while issuing attachment points for the distinct systems of the car (Valkenburgh, 2006). One of the most recognized formula car frames recognized is the UM-Rolla frame, which was used to design the 1996 car design. The frame looked as the one shown below. (Staniforth 1998) The suspension is modeled with the objective of maintaining all the four tires flat on the ground throughout the recital length of the vehicle (Bamsey, 2001). Other important factors to consider as far as the frame is concerned are load path, crash worthiness, packaging and ergonomics. Packaging entails packaging of suspension, safety harness and egress. The last concept in manufacturing process is the design methodology. If a good design methodology is employed, the final structure of the racecar would be as shown in the figure below. (Staniforth 1998) Bibliography Bamsey, I., 2001. The Anatomy and Development of the Sports Prototype Racing Car. Osceola, WI : Motorbooks International Milliken & F., Miliken, L, 2002. Race Car Vehicle Dynamics. Warrendale, PA: SAE International Puhn, F., 2001. How To Make Your Car Handle. Los Angeles, CA USA : HPBooks Riley, F., & Sturges, D., 2003. Engineering Mechanics Statics. New York, NY. John Wiley and Sons, Inc. Smith, C., 2000. Tune to Win. Fallbrock, CA : Aero Publishers London. Smith, C., 2005. Nuts, Bolts, and Fasteners. Osceola, WI : Motorbooks International Staniforth, A. 1998. Competition Car Suspension. Newbury Park, CA USA : Haynes Publications Inc. Valkenburgh, P., 2006. Race Car Engineering and Mechanics. Seal Beach, CA: Self Published, Manchester. Read More