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Objective

  • Research how a double wishbone suspension does it’s thing and how it can attach to frame

  • How would susp hardpoints change if we’re looking into external susp instead of internal?

  • How do we make the front of chassis around those hardpoints?

Considerations

  • Figure out how a double wishbone suspension works

  • Find out what makes up a suspension

    • bell crank tab, shock mounting tab, toe-rod, etc.

  • Look into “multilevel” frame arc - see notes over suspension conversation from today.

  • Design considerations for frame to accommodate front suspension geometry

  • Look at the old susp design, and what we could change about that so the new sys is the best it could be.

  • What loads are gonna be at these hardpoints, and how do we create geometry (cross brace) to counteract?

By the end of 10/19/2024, have the following done:

  • Project goals

  • Background research

  • Notes from discussion with suspension

  • Any design criteria and other considerations

  • Any sources used

  • Any visuals used

Double Wishbone Suspension - How does it work?

To first understand DWS, it’s important to understand camber.

What’s camber?

Angle of tire regarding vertical of car.

Positive - top leans out, bottom leans in.

Negative - Top leans in, bottom leans out.

In racing, negative to no camber is used.

  • For a wider stance and greater stability

Moving onto double wishbone

image-20241019-193737.png

Utilizes two V-shaped “wishbones” which connect to the frame at the holes. Upright attaches to the wheel.

These are cool because they allow each suspension to act independently - if there is a bump on the road that affected only the front right wheel, it’s suspension system is the only one that would react. (Race Car Design by Derek Seward - 3.1: Introduction to Racing Car Suspensions)

The Bell Crank

image-20241026-193403.png

Push Rod, Bell Crank, Shock

A push rod “pushes” so that the bell crank can transfer motion to the shock. (pull rods also exist)

A bell crank pretty much acts as a motion-transferring intermediary b/w shock and push rod.

Shocks make sure spring don’t compress/extend excessively, also springs do suspension essential func.

Multilevel Frame Architecture

image-20241019-195248.png

Note how new front frame is hexagonal rather than rectangular.

Suspension wants their wishbones as close together as possible, but frame can’t get smaller b/c pedal box is fixed.

So, this new hexagonal system is great.

  • 3 Hardpoints, more freedom.

This seems like a great system (it is) but one thing to consider is how would we cross-brace this?

I’m thinking it’ll be a lot of FEA (does an X shape work okay?)

Important note: External vs Internal suspension system hardpoints are the EXACT same.

10/26/2024 Meeting W/Suspension

image-20241028-151506.png

Transcription so you can read:

Objectives:

  • Understand Bell Cranks

  • Hex vs Rect multilevel frame arc

  • Improve current front frame design

You don’t want a large mounting distance, one problem w/this is huge upright.

One problem w/Daybreak - pedal box

  • Ergo unhappy (small space)

  • Suspension unhappy (ctrl arms far apart)

  • Frame unhappy (prob bad load handling)

Overall, loss-loss-loss situation

Hexagon frame is better cuz smaller top control arm (facilitates negative camber for cornering)

Note: Recommendation for dY b/w ctrl arms is 9 in, sus currently tryna do 8 in.

Below are diagrams, ignore everything except for the bottom left hexagon. It’s a diagram of how suspension would look like on the front frame.

Taking a look at the Old Suspension and Frame Systems

Observations (suspension)

The wishbones are a lot smaller than i expected.

How does the shock/dampener/spring thing connect to the frame?

Is there an assembly of the suspension and frame together?

Observations (frame)

Should we use a diagonal pipe at the front? I notice some FSAE teams use that. What’re the pros and cons of each?

image-20241019-203828.png

There is a TON of pipes.

Why are “X” shaped crosses used in some places, K shaped ones in other ones, and regular triangles in the rest?

  • Because you need different load paths for different types of load. Understand that X shape, single diagonal, K shape, they all have differing complexities of welding. Also, more pipes means more weight. Must consider ALL of this when designing a frame.

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