Posts As in any design problem there are some step you should take before jumping into the details. Get the basics right first, the details only after. I have written down one approach, there is no "best" one, but this is systematic, and "relatively" simple since it seems to be your first go at it : 0. Prior art, read on suspension design in RCVD for example. Understand the basic physics first!

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Furthermore it has been imported the anti roll bar system, made of three bodies: — ARB: it is the real anti roll bar support and elastic elements, in black in the picture ; — Rod ties: there are two rod ties that link the ARB with the two rocker; Fig. At the end the Gruebler count was: Fig. To build the right edge first it was necessary to create a spline curve define as: Fig. It was built another version of the model, with the maximum stiffness arb configuration: Fig.

This behavior is good because when the car rolls, the outer tire is in bump situation and recovers the loss of camber due to the roll.

Positive wheel travel causes the compression of the spring negative deformation and positive force and vice versa. For positive wheel travel the rotation is positive, so the arb support rotates towards the center of the vehicle, while for negative wheel travel the rotation is negative.

The maximum deformation is obtained when there is the maiximum opposition of the two wheels. But at the end the model works. However the model are a simplification of the reality, in fact no tire stiffness was introduced, the value of the force developed by the spring are referred to a steady state condition and no damping ratio was considered.

Anyway the kinematic analysis has been well performed and the force values obtained give a first approximation of the stress acting on the componets.


FSAE front suspension



FSAE rear suspension


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