Design analysis of formula student race car suspension system

Wirawan, Julian Wisnu; Ubaidillah, Ubaidillah; Aditra, R.; Alnursyah, Rafli; Rahman, Rizki Abdul; Cahyono, Sukmaji Indro

doi:10.1063/1.5024110

Cited by 13 publications

(2 citation statements)

References 6 publications

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“…These surfaces were chosen based on the assumption that the force in transferred from the geometry selections through the mounting brackets into the spherical bearing and not through the bolts. This assumption could be made through another assumption that the bolts only serve to connect the upright and the brackets and do not transfer load (Wirawan, 2018). In order to apply these remote displacement conditions three system coordinates had to be established.…”

Section: Fig 1 Spheres Of Influencementioning

confidence: 99%

Analyzing suspension upright of a Formula Society of Automotive Engineers style vehicle.

Wheatley

Gangemi

Toogood

et al. 2020

AJTUV

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This project was aimed at modelling the stress and deformation profile of a 6061-T6 aluminium suspension upright of a formula society of automotive engineers style vehicle with a double wishbone suspension under the loading conditions of a 1.5G corner. With these results, it would need to be determined whether the design is fit for use. Using remote displacement boundary conditions for the upper and lower wishbone connections and the control arm connection with a remote force at the centre of the wheel patch acting on the bearing surfaces the maximum stress, overall stress profile and maximum deformation of the upright was calculated. These results after, undertaking a verification and validation study, were a maximum equivalent von-Mises stress of 87.358MPa and a maximum bearing surface deflection of 0.21 mm. The maximum von-Mises stress calculated was less than the fatigue limit of 90MPa signalling infinite life and also less than the yield stress of 240MPa signalling a safe design. Verification and validation techniques were used to ensure the final result was accurate and reflected the real – life system. Structural error was used to verify the results where it was found that maximum structural error in the upright was 0.052mJ and at the location of maximum stress was between 0.0058-1.0782e-8 mJ. Validation of the model was achieved by comparing the reaction forces calculated in ANSYS to theoretical values and was found that the magnitudes were within 2.5% of the theoretical values, thus the model was considered valid.

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Section: Fig 1 Spheres Of Influencementioning

confidence: 99%

Analyzing suspension upright of a Formula Society of Automotive Engineers style vehicle.

Wheatley

Gangemi

Toogood

et al. 2020

AJTUV

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“…The solution tends to positively affect the development of future vehicles that are environmentally friendly and saves fuel. Several studies have been carried out to by students to improve car efficiency in terms of chassis [2,3], frame [4], steering [5], suspension [6], collision impact [7], body [8,9] etc.…”

Section: Introductionmentioning

confidence: 99%

Body Shape Selection of "Bono Kampar" For Urban Concept Student Car Formula to Fulfill Indonesian Energy-Saving Standards (“KMHE”) with Aerodynamic Analysis

Nazaruddin

Syafri

Saputra

2020

CFDL

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The body shape of a vehicle and the structure need to be considered when designing a vehicle. In addition, the shape of the body tends to significantly affect the vehicle's energy use to counter aerodynamic forces due to wind loads. Therefore, this research aims to determine the body length, width, height, wheel base and ground clearance of vehicles in the selection of Bono Kampar for Urban Concept Car Formula to Fulfill Indonesia Energy-Savings Standards (“KMHE”) with Aerodynamics Analysis. The methods used to create four models of vehicle bodies are dynamic simulation on Computational Fluid Dynamic software are coefficient drag, lift and bland force. The result showed that the car body design needs to have the smallest drag coefficient. This is because when vehicles have a large drag coefficient value, it tends to greatly influence its efficiency or performance. Furthermore, this is useful for minimizing fuel usage, and in allowing the vehicle to reduce the friction force caused by air while driving. The Computational Fluid Dynamic (CFD) software is used to obtain drag coefficients, which is used in Solid works Flow Simulation. From aerodynamic simulation results on four alternative car bodies carried out in this study, the smallest Cd (Coefficient Drag) is the second car body model, which has Drag Coefficient (Cd) of 0.21 Pa.

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