PROJECT PROPOSAL

FS SUSPENSION SYSTEM
ME5538 – MAJOR GROUP REPORT
FORMULA STUDENT 2020 – CLASS 2

Leslee Augustine Muttathottil – 1927220 Supervisor

Gurchetan Mudhar – 1607453 Dr. Jie Chen
Hanna Allakkis – 1927428
Jerin Joy – 1937098
Kiran Theja Pothuraju – 1925123
Srikanta Channarayapattana Satish – 1943011
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Table of Contents
Table of Figures ................................................................................................................................ ii

Table of Tables.................................................................................................................................. ii

1 Introduction .............................................................................................................................. 1

2 Literature Review ..................................................................................................................... 1

2.1 What is Suspension .......................................................................................................... 1

2.2 Types of Suspension ......................................................................................................... 2

2.3 Kinematics........................................................................................................................ 3
2.3.1 Weight Transfer .........................................................................................................................3
2.3.2 Slip Angle...................................................................................................................................3
2.3.3 Instant Centre............................................................................................................................3
2.3.4 Ackermann Geometry................................................................................................................4

2.4 Vehicle Dynamics ............................................................................................................. 4

2.4.1 Kingpin Inclination .....................................................................................................................4
2.4.2 Castor Angle ..............................................................................................................................5
2.4.3 Camber Angle ............................................................................................................................6
2.4.4 Roll Centre.................................................................................................................................6

2.5 Material Selection ............................................................................................................ 7

2.5.1 Finite Element Analysis ..............................................................................................................8

2.6 Evaluation Methods ......................................................................................................... 9

3 Design Specification ............................................................................................................... 10

3.1 Project Aim .................................................................................................................... 10

3.2 Project Objectives .......................................................................................................... 10

3.3 Expected Challenges ...................................................................................................... 11

4 Project Methodology .............................................................................................................. 12

5 Project Management.............................................................................................................. 13

5.1 Risk Management .......................................................................................................... 13

5.2 Health and Safety ........................................................................................................... 14

5.3 Budget Analysis .............................................................................................................. 14

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5.4 Procurement Plan .......................................................................................................... 15

5.5 Work Allocation ............................................................................................................. 16

6 Individual Tasks ...................................................................................................................... 17

6.1 Leslee Augustine Muttathottil (1927220) – Front Kinematics ........................................ 17

6.2 Gurchetan Mudhar (1607453) – Wishbones & Wheel/ Hub ........................................... 18

6.3 Hanna Allakkis (1927428) – Rear Kinematics & Rockers ................................................. 19

6.4 Kiran Theja Pothuraju (1925123) – Rear Anti-Roll Bar.................................................... 20

6.5 Jerin Joy (1937098) – Front Anti-Roll Bar ....................................................................... 21

6.6 Srikanta Channarayapattana Satish (1943011) – Front & Rear Upright .......................... 22

7 Project Gantt Chart – Suspension System ............................................................................... 23

8 References .............................................................................................................................. 24

Table of Figures
Figure 1 - Kingpin Inclination & Scrub Radius [12] .............................................................................. 5
Figure 2 - Castor Angle [14] ............................................................................................................... 6
Figure 3 - Camber Angles [16] ............................................................................................................ 6
Figure 4 - Roll Centre [19] .................................................................................................................. 7
Figure 5 - Example of Anti-roll Bar [33] ............................................................................................ 21

Table of Tables
Table 1 - Risk Analysis ...................................................................................................................... 13
Table 2 - Procurement Plan ............................................................................................................. 15
Table 3 - Work Allocation ................................................................................................................ 16

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1 Introduction
The aim of the project proposal is to get a complete idea about the designing the suspension of
formula student vehicle. The suspension system of a racing car whether its rally type of car or a
formula one, plays consequential role by performance. As soon as we hear the word suspension
normally, we think of riding comfort, but its more than that in racing cars. While racing all the force
like tractive, cornering, breaking and the forces that due to bumps will be transmitted to the wheel
or to the tyres through the suspension , where it should withstand all the forces that are
transmitted by engine to the tyres or from road to the vehicle, as the suspension is directly links to
the chassis and also to the tyres where they help in using the tyres to maximum extent during the
breaking , cornering and throttling. The suspension design also has great impact on the handling
characteristics of vehicle on the track while driving, which effect the driver efficiency and impact
stability during high loads. with the design of the component to the greater precession it also needs
the get the good values of springs and dampers which helps in getting a good contact of tyres with
the road.
The report includes mainly the design and the research aspects about suspension. The topics
relevant to the project will come into possession. The main stress is on the kinematics whereas it
plays a wide role in getting the perfect geometry of the suspension. As it is the formula student
vehicle the designs , mathematical calculations on the structure which includes FEM, selection of the
material with the high strength and reliability to make the vehicle lightweight which helps in
achieving the higher performance .The aims and objectives ,methodology, cost management will
contain as the part of whole project. Before all this, there should be a timeline for each, from root to
the final stage, so the Gantt chart is fabricated to follow the timeline and get the work done within
the deadline, so the team can have successful event in the summer of 2020. All above this perfect
management and costing is done. Each member of the team is assigned with the different task to
make them very responsible and to be a part of successful team.

2 Literature Review
2.1 What is Suspension
Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects
a vehicle to its wheels and allows relative motion between the two. Suspension systems must
support both road holding/handling and ride quality, which are at odds with each other. The tuning
of suspensions involves finding the right compromise. It is important for the suspension to keep the
road wheel in contact with the road surface as much as possible, because all the road or ground

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forces acting on the vehicle do so through the contact patches of the tires. The suspension also
protects the vehicle itself and any cargo or luggage from damage and wear. The design of front
and rear suspension of a car may be different [1].
The design of suspension of a race car is complex; hence there is a need to have a procedure by
following which the suspension system can be designed. This paper proposes a procedure which
involves kinematic and dynamic analysis followed by vibration analysis for the design of a Double
arm wishbone suspension system. The results include kinematic position of linkages and
specifications of spring-damper. These results were validated through roll steer analysis of the
suspension. In most of the literature like the kinematic analysis of double wishbone suspension is
carried out by assuming the suspension geometry to be a two-dimensional 4 bar mechanism.
However, this analysis is an approximation because of the presence of spherical joints in the actual
suspension system [2].
For the parallel double cross arm, the roll centre is identical with the cross arm observed from the
vertical plane perpendicular to the vehicle centreline from the centre of tire contact patch. Thus, the
centre roll is automatically set on the ground because of the suspension geometry. The trim centre
of double wishbone type independent suspension can be acquired by applying the process of
drawing. The juncture point of the extension of the upper and lower wishbone rotating shafts is the
trim centre. In the designing of double wishbone independent suspension design, the low cross arm
is longer than the upper cross arm. The arm length ratio of the upper and lower cross arm dimension
is about 0.81 so that the camber rate is kept minimal to ensure the handling and stability [3].

2.2 Types of Suspension

There are two types of systems, front end and rear end. Both are similar however the rear end will
have an uncomplicated construction as the rear end suspension system does not need to consider
any steering. Suspension can be dependant or independent. As dependant systems are used more
frequently in HGVs therefore an independent system will be used. In the independent system there
are two possibilities, the MacPherson strut and the double wishbone [4].
Springs and dampers are used together to absorb the motion of the road surface and minimise the
vehicle from oscillating at its natural frequency. The common types of springs used are coils, leaf
springs, torsion bars and air springs [1].
For the FS vehicle, a double wishbone pushrod suspension will more likely be used as it gives more
control allowing adjustments to be made to the caster, camber, kingpin inclination, scrub radius,
wheel rate and roll rate while also maximise the performance of the vehicle.

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2.3 Kinematics
Today, Formula One racing is one of the most popular sports event in the world and to make a car
racing around the track going faster engineers should take into consideration some parameters for
example, tires characteristics, the kinematics of the suspension and controlling and damping
qualities of the suspension. More information about the kinematics part are mentioned and
elaborate.

2.3.1 Weight Transfer

Two fundamental sorts of load transfer exist; lateral load transfer and longitudinal load transfer.
Weight transfer or lateral load transfer is the measure of progress on the vertical load of the tires
due to lateral acceleration speed forced on the centre point of gravity of the vehicle [5]. At the point
when a car racing is cornering it makes a power called centrifugal power or force. This power works
against the lateral acceleration which is made by the grip from the tires known as the tire cornering
power. One significant thing to notice is that it's hard to change total lateral load transfer by setup.
Some arrangement changes may apply, for instance, centre of gravity may be brought down by
reducing ride size, and track width may be expanded by changing wheel offsets properly or using
wheel hub spacers. Longitudinal load transfer is when a car is accelerating or braking, a reaction
force is generated like the centrifugal force generated when cornering and the longitudinal
acceleration is a force similar to the lateral load transfer .However, if the longitudinal acceleration is
caused by braking then the acceleration should be assigned a negative sign and if it is due to
acceleration then it is a positive value.
2.3.2 Slip Angle
The slip angle of a vehicle describes the ratio of forward and lateral velocities and is normally
represented by an angle in degrees. Slip angle is the angle between a rolling wheel's actual direction
of travel and the direction towards which it is pointing, however the main issue in measuring slip
angle is that it is a very small angle and its range about ±0.5° angle [6]. Slip angle is used for
comparing the performance of different tires, checking the stability of the car, and the feel of the
steering. This slip angle brings about a power opposite to the wheel's bearing of movement - the
cornering force. We should notice that for measuring slip angle of a tire there are 2 different ways
which are on a vehicle as it moves, or on a dedicated testing device.

2.3.3 Instant Centre

The instant centre is a particular point in space, administered by the position, angle, and length of
the upper and lower wishbone. There are two different view of instant centre which are front and
side view, for front instant centre describes the change rate, part of roll centre information and data
to determine the steer features and the side instant centre define the caster change rate, the wheel

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forth, The instant centre is measured from the top wishbone until it meets the extrapolated line
from the lower wishbone. The instant centre is a projected imaginary point that is effectively the
pivot point of the linkage at that instant. As the linkage is moved the centre moves, so proper
geometric design not only establishes all the instant centres in their desired positions at ride height,
but also controls how fast and in what direction they move with suspension travel.

2.3.4 Ackermann Geometry

The Ackermann steering geometry is used to change the dynamic toe setting, by increasing front
wheel toe out as the car is turned into the corner, and the Ackermann principle is based on the two
front steered wheels being pivoted at the ends of an axle-beam. The original Ackermann linkage has
parallel set track-rod-arms, so that both steered wheels rotate at equal angles. We should notice
that without Ackermann steering the two front wheels would try to turn over the same edge and
end up struggling each other which would only serve to put the outer wheel into higher slip angles,
which would put the car into early understeer losing cornering speed. Full Ackerman geometry
requires steering angles, inner wheel and outer wheel [7]. The angles are a function of turn centre
radius, wheelbase and track. In a car race, the Ackermann point can be moved to take into account
additional performance. By slightly expanding the angle of the steering arms the Ackermann point
can be presented in front of the rear axle, the outcomes being when the steering rack turns the
wheel on the inside of the corner, this transforms an additional amount putting it into higher slip
angle premature in the turn, when there is still a significant amount of load on it. This gives
progressively a responsive car, particularly on slower corners which is the place when the student
will invest most of its time.

2.4 Vehicle Dynamics

Vehicle dynamics is a study of vehicles whole-body motion. It focuses on improving certain
behaviours such as ride, handling and braking. For most vehicle dynamic engineers, they focus their
attention to the ride and handling characteristics while braking behaviour is focused by specialists in
brakes [8]. For a formula student car, the handling behaviour is most important during suspension
system design. During the competition, the car is tested for its performance in a straight line and
cornering therefore, the suspension system must have a good handling characteristic. Ride
characteristics for formula student do not focus an importance due to the car during competition is
only driven for a short period of time. Following parameters when optimised can provide the car
with high handling performance.

2.4.1 Kingpin Inclination

As shown in the figure below, the kingpin inclination or KPI is the angle viewed from the front of the
vehicle, between the vertical and steering axis. Figure below shows the KPI in a positive angle since it

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is pointing towards the centre of the vehicle. Negative KPI angle is the opposite [9]. KPI angle with
the help of other parameters helps the wheels to return to a straight position after a steering
operation like a cornering event [10]. Scrub radius or Kingpin offset is parameter linked with KPI.
Scrub radius is the distance at the road surface from the centre of tire and intersection of kingpin
axis as shown below. The scrub radius is positive when it’s like below in the diagram. If the vertical
line and KPI axis intersect at the road surface, scrub radius would be zero, if above it becomes
negative. Small positive scrub radius helps steering to be less sensitive when braking while negative
gives stability and good steering control during a tyre deflation event [11].

Figure 1 - Kingpin Inclination & Scrub Radius [12]

2.4.2 Castor Angle

Caster angle is made by the kingpin inclination axis to the vertical when viewing the side of the
vehicle. Figure below shows a positive castor angle which means the KPI axis is ahead of the vertical
when wheel is moving forward and negative if it is behind the vertical [9]. Caster angle will make the
wheel rise and fall with steer. This impact is inverse from side to side and causes roll and weight
transfer. Prompting an oversteering impact [13]. Castor angle settings can be changed to balance
steering efforts, high speed stability and front-end cornering effectiveness. Positive castor angle will

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increase steering effort and straight-line tracking, as well as improve high speed stability and
cornering effectiveness [14].

Figure 2 - Castor Angle [14]

2.4.3 Camber Angle

The camber angle is the angle between the plane of a wheel and vertical. In other terms, how far the
tyre is skews away from the vertical when looking directly from front/ rear of the vehicle [15].
Camber is negative, neutral or positive as shown in the figure below. Having camber angle greater in
a positive sense would result in a greater slip angle for a given cornering force. Camber angle
likewise influences the weight distribution of the tire impression out on the road, for greatest
cornering and traction performance on high performance vehicles with wide tires, for the most part
is important to run low-static camber angles with negligible dynamic changes [8]. The ideal scenario
is a camber curve that keeps the wheels straight when driving in a straight line and leans the tire in
slightly when cornering.

Figure 3 - Camber Angles [16]

2.4.4 Roll Centre

The official definition of a roll centre provided by the FIA (La Fédération Internationale de
l'Automobile) is ‘The point in the transverse vertical plane through any pair of wheel centres at

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which lateral forces may be applied to the sprung mass without producing suspension roll’ [17]. In
other words, it is a point in space about which the vehicle will rotate when it leans over in a corner.
Low roll centres give less weight move to the external wheel, littler or nil jacking impact however
high potential roll angles, therefore anti-roll bars must be used to handle this. The roll moment of
your vehicle is an immediate component of your roll centre positions and your focal point of gravity
position and influences how your vehicle handles [18].

Figure 4 - Roll Centre [19]

2.5 Material Selection

In the field of automotive and motorsport engineering, the selection of material is a very important
task. There are several factors that must be evaluated before selecting the material. In the
motorsport industry, it is very common to have failures in the product due to a bad material
selection [20].
Suspension systems in the motorsport industry mainly aim to develop the products which are strong
enough to withstand loads and try to reduce the overall weight of the component. The integrity of
the design and manufacture of the system can only possible with the systematic material selection
process.
The material selected for designing the component depends on the application and method
installation of the component in the system. The suspension systems in the motorsport industry
mainly use materials such as Aluminium, Cold Rolled Steel, 4130 Chrome-Moly Steel, Magnesium
and Carbon Fibre. These are the potential materials that could be used for designing this suspension
system.
Aluminium and 4130 chrome -moly steel is used in the design and development of a double-
wishbone suspension system. The aluminium has greater properties in the design of the wishbones
rather than the 4130 chrome-moly steel. The aluminium wishbones have a greater thickness and
radius considering the better strength and safety factor. The 4130 chrome-moly steel can be used
for reducing the weight of the suspension system. Aluminium also possesses different material

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properties such as good tensile strength, malleability. As the aluminium prosses lightweight
characteristics, the aluminium components consumption has increased in the motorsport industry.
The aluminium components produce less noise, vibrations and damping properties compared to
other metals [21].
The design and development of automobiles may consider some key points such as the increase in
fuel efficiency, performance and sustainability. The use of magnesium in the component of
automobiles has resulted in the overall decrease in the weight of the vehicles. The easily casted
magnesium component requires less tooling and lower manufacturing cost which resulted in the
replacement of the steel and aluminium components in the automotive industry. The magnesium
alloys have the highest strength to body ratio compared to all the structural metals [22].
The motorsport industry has a high demand for material which has a very high strength-to-weight
ratio, corrosion resistance and workability. The Carbon-fibre composite fits perfectly to the needs of
the motorsport industry. The use of carbon-fibre composite also helps in increasing the fuel
efficiency and reduce CO2 emission of the cars. The usage of carbon fibre can help in absorbing the
huge amount of energy at the time of the collision in the accidents which might severely harm the
diver.
The suspension components in the formula racing car can be design and manufactured with high
strength and very low mass with the involvement of the material technology in the motorsport
industry. The material technology helped in the better selection of materials for designing the
components which improve the dynamic performance and efficiency of the vehicle.
2.5.1 Finite Element Analysis
Finite element analysis (FEA) is a computerized method of predicting the product reactions for real-
world forces, vibration, heat, fluid flow, and other physical effects. With the use of Finite element
analysis, we can easily know whether the product will break, wear, or work the way it was designed.
It is called analysis, but in the product development process, it is used to predict what is going to
happen when the product is used [23].
Finite Element Analysis works by breaking down a real object into many finite elements.
Mathematical equations help predict the behaviour of each element. The computer then adds up all
the individual behaviours of the elements to predict the behaviour of the actual object. Finite
element analysis helps predict the behaviour of product affected by many physical effects such as
Mechanical stress, Mechanical vibrations, Fatigue, Motion, Heat transfer, Fluid flow, Electrostatic forces
[24].
Finite element analysis plays a very important role in the design of the modern motor motorsport
engineering, it helps in the design and optimisation of the parts with the increasing understanding

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about the effect on the product under complex loads. The use of digital mesh and nodes, with the
real time material properties allow the engineer to u focus on the areas which weak when virtually
deformed. This analysis opens an opportunity to improve the design of the part.
The formula student car is completely analysed by the finite element analysis. The suspension
system of the car subjected to different effect of environment to which the suspension system must
respond. It is subjected to loads during cornering and going over the bumps. The suspension system
will respond by deformation and stresses, while being in the tension and compression. The parts in
the suspension system of the formula student car such as wishbones, uprights, roller bars etc are
designed and analysed according to the rules of FSAE Formula Student car competition.
Although finite element analysis being the one of the best computer aided engineering analysis
method, it contains some limitations such as, the transfer of the concept design from CAD software
into FEA need to be very accurate to give the reliable output results. The FEM software needed a
good experience in the software for obtaining reliable results.
The design and development of the formula student racing car must go through an important stage
in which testing and analysing of the system carried out. In this stage the engineer gains the further
understanding about the parts and prototyping. The testing is very important in the design process
to ensure the design get reliable and effective results in the competition. However, the completing
the project in the budget given is extremely important. The formula student car considers various
safety factors in the design as essential.
Finite Element analysis is a tool which provide reliable results with accruing small costs for obtaining
software such as ANSYS.

2.6 Evaluation Methods

Evaluation of a race car gives an idea about the performance of it. In the early times, time analysis
was used to evaluate the performance of the race vehicle. Lap time simulations are used these days
where the mass, the tyre model, the engine model, the aerodynamic coefficients, the transmission
ratio and the circuit are fed into the system and the lap time, speed, acceleration, energy
consumption are given out as the outputs. There is different analysis for different parts of the body.
For kinematics there is FEA analysis which is done with the help of ANSYS. ANSYS also helps with the
material selection which gives a broad idea of what materials to choose from to get a better
performance [25].
In the steady state analysis, wheelbase, cg height, mass distribution, downforce distribution is given
as additional inputs to which we get maximum lateral acceleration, balance metric, control &
stability metrics, longitudinal weight transfer, pitch, slip angle / slip ratio, sideslip angle as the
outputs. This helps to match mass distribution, downforce distribution, and tire selection to achieve

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the desired car balance and understand how mass distribution, downforce distribution, and tire
selection influences grip, balance, control, and stability.
For the wheel model analysis, wheel track, suspended and non-suspended mass, spring, arb, and tire
stiffness, static camber and toe are given as inputs to which lateral load transfer distribution, roll
and pitch angles, lateral and longitudinal accelerations are the outputs that we get. This helps to
match spring, arb, and tire stiffness to achieve the desired car balance with lateral load transfer
distribution included and to decide spring, arb, and tire stiffness to provide the desired roll gradient.
For the non-linear kinematics, pickup points are given as inputs to which camber variation, toe
variation, caster/kingpin variation, motion ratios are the outputs. This helps to decide all pickup
points of the suspension to provide the desired kinematic gains and motion ratios and to iterate with
chassis design to guarantee that all pickup points have enough support from chassis (minimize
compliance).
Other simulations also help us understand how different parameters influence the car transient
response for lateral, longitudinal, and yaw accelerations, understand how the dampers are
controlling roll and pitch and also match spring, tire, and damper stiffness to achieve the desired
body control, load variation, and ratio between suspension and tire compression [26].

3 Design Specification
3.1 Project Aim
The point of this project is to plan and enhance the suspension system of the Brunel Formula
Student team car, so the vehicle performs to a more elevated level of earlier years, regarding
dynamics, dependability and cost. The main plan is to design a lightweight yet durable and
dependable suspension framework which guarantees the driver has an easy operation and control.
The suspension system must be simple to install and have easy access to adjust the system set up.
Ultimately the suspension system needs to agree to 2020 Formula Student rules.

3.2 Project Objectives

• Research and literature to be reviewed, analysed. Considering areas of interest such as
suspension geometry, kinematics and vehicle dynamics, material selection and suspension
set up.
• Kinematics and vehicle dynamics to be calculated, modelled and virtually tested using
software such as Optimum Kinematics once chassis design freeze has been achieved – with
data analysis to follow.
• Numerical calculations and analysis of anti-roll bar and springs to be done prior to and in aid
of the design stage.

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• Design of parts using sketches and CAD modelling to be done considering Formula Student
2020 rules and requirements.
• Testing of parts to be done using methods of Finite Element Analysis and potentially
prototype testing
• A project report of results and conclusions to be compiled and submitted.
The Formula Student suspension should comply the following requirements:
1. The suspension system must have a useable wheel travel of at least 50mm with driver seat
(25 mm bounce and 25 rebound).
2. The minimum static ground clearance of any portion of vehicle other than tyres, including
the driver must be minimum 30mm.
3. All suspension mounting points must be visible at technical inspection, either by direct view
or removing any covers.
4. The vehicle must have a wheelbase of at least 1525mm.
5. The smaller track of the vehicle (front or rear) must be no less than 75% of the larger track.
6. The track and centre of gravity of the vehicle must combine to provide adequate rollover
stability. [27]
*subject to change with new updated rules due for release later the month (November).

3.3 Expected Challenges

The suspension system needs to overcome the accompanying conditions:
• Over-steer design for high cornering
• Lightweight and compact design
• Unwavering quality and good roll over ability
• Have a smooth ride at extremely high speeds
• Make an agreeable ride when going over knocks and cornering

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4 Project Methodology
The methodology is the to know how the project is carried out stage by stage to improve
performance. Which includes;
• Data collection
• Calculation
• Design
• Simulation and Analysis
• Final design
DATA COLLECTION: The data collection plays an important role in obtaining the knowledge of
different conceptual designs that can be implemented during the project by going through the
project papers that have been submitted by researching or through their own experiment up to
date. The formula student vehicle consists of different parts on both front and rear suspension
where they play their one role while performing during the event, so it requires more data to have a
successful design.
Calculation: When it comes to calculation part there is much more to do like the loads acting on the
suspension during running and static mode, forces during accelerating, cornering and breaking. The
angle of placement of the dampers to get a minimal force to act on the chassis while driving which
helps in improving the stability of the vehicle to get a good kinematics and to get the suitable
dampers and spring the calculation is required.
DESIGN: The design process comes to mind where the idea of a system must be transformed into
reality. So, the designing of the suspension initially by 2D where transformed into 3D to get a clear
view by using solid works and some other design related software will be carried out. During the
design of precession part like suspension the material that is suitable in the ways of both strength
and reliability can be carefully chosen to make the vehicle perform better.
SIMULATION AND ANALYSIS: The design will be reviewed through the simulation to validate the
design by using the MATLAB, the analyzation of the strength under load applied on the material is
done by using the ANSYS which includes FEA, Where it helps to select the good material to use for
component. The simulation also helps in knowing the strength when all the components are
assembled to get a complete suspension to withstand the force or the power exerted on the
suspension system during the driving or running of the vehicle.
FINAL DESIGN: After all the above process like designing, calculation, analysis the result must be
confirmed by selecting the good result where it helps in getting the good kinematics, where the total
performance of vehicle in the event is improved. If it necessary, the 3D model or the prototype can
be manufactured to present the ideal design as the reality.

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5 Project Management
5.1 Risk Management
A process which identifies, assesses and controls threats/ risks to a company/ project. Risk
management has become a major step during a project plan. Companies invest extra time, money
and resources to complete a risk analysis on their project to mitigate any risks that could affect the
plan. All areas of the project are assessed, and each risk are identified. Mitigation plans are put in
place for the individual risks.
Table 1 - Risk Analysis

Risks Effect Probability Consequence Mitigation

- Design iteration
Design defects Project delayed Medium Medium
- Extensive research/ testing
- Following the Gantt chart deadlines
Time Management Deadlines not met Low Medium - Meeting weekly to check progress
and prioritising tasks
Lack of Interest Poor work quality Low Medium Set up socials to boost engagement
- Procure right contacts from the start
Software Unavailability Poor work quality Low Medium
- Increase presence in social media
- Back-up files on a regular basis
Technical Failure Files lost Medium High - Store in flash drive and a cloud
service (google drive)
- Communicate with team effectively
from start
Assemble Failure Project unsuccessful High High - Meet on regular basis
- Create a group chat to discuss
immediate issues
Miscommunication Have regular meeting with other groups
Project delayed Medium High
with other groups to discuss each other’s progress
- Conduct extensive research on
Poor manufacturing
Material Selection High High selecting right material
quality
- Seek advice from supervisors
- Select right materials at the start
Cost Analysis Over/under budget Low Medium - Conduct research in all types of
manufacturing processes
- Seek advice from supervisors
Misunderstanding of - Project delayed
Low Medium - Ask questions to teammates if they
FS Rules - Disqualification
know the rules

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5.2 Health and Safety

The law states that every business must have a policy for managing health and safety. It will explain
how health and safety will be managed within a business and should clearly explain who does work
and why they are required to do it a specific method. There are thousands of incidents every year
within engineering in the UK. Many incidents are a result of lifting and moving, slips, trips and falls
[28]. Here are some hazards than may be evident when manufacturing a FS car and how we can
avoid them:
• Safety helmets and work boots to be worn, protection from overhead objects
• Floor to be kept clear of objects and wires to reduce possibility of trips
• Lifting any heavy object must be supported with either more people or lifting mechanism
• Sharp items to be kept in safe locations with no chance of accidental damage
• Breathing mask when spray painting car
• Goggles and protective gloves when welding
• Ergonomics
• Ear protection when using high decibel machinery
• No food or drinks near manufacturing process

5.3 Budget Analysis

Part Cost (GBP) Quantity Total (GBP)

Damper 500 4 2000

Coil springs 80 4 320
Rod Tube 50 2 100
Rod Inserts 10 2 20
Roll Ends 10 1 10
Lower A-Arm (Front) 85 8 680
Upper A-Arm (Rear) 85 8 680
Spherical Bearing 5 32 160
Bell Crank Front 20 2 40
Anti-Roll Bar 30 2 60
Front Upright 120 2 240
Front Knuckle 20 2 40
Rear Upright 120 2 240
Rear Knuckle 20 2 40
Wheels 375 4 1500

Hubs (Front & Rear) 125 4 500

Overall Cost 6630

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5.4 Procurement Plan

The success of the team apparently depends in the proper planning and usage of the resources. The
team’s estimated manufacturing cost of the components and other requirements for developing a
prototype are clearly mentioned and updated in the procurement plan frequently. This helps the
team to plan the resources evenly by the time of the competition. The team need different types of
software to develop the final design of the prototype which help them to complete the kinematics,
dynamic analysis and the mechanical design and FEM. The below table gives a detail procurement
plan of the team resources such as the software used, components which are purchased rather
manufactured to reduce the overall cost of the project like tyres, wheel rims, dampers and springs.
Table 2 - Procurement Plan

Part Service Provider Price of single unit Quantity Date of

procurement
Tyres Hooiser £132 4 1-05-2020
Dampers ohlins £720 4 1-05-2020
Springs Hyperco £60 4 1-5-2020
Solidworks CAD Software Dassault systemes POA/Available 6 5-11-2019
On campus
Pre-processor ANSYS POA 6 5-11-2019
Post-processor Nastran POA 6 5-11-2019
Optimum Dynamics OptimumG POA 6 5-11-2019

Matlab/Simulink Mathworks POA/Available on 6 5-11-2019

campus
Optimum Kinematics OptimumG POA 2 5-11-2019

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5.5 Work Allocation

Table 3 - Work Allocation

Kinematic Component Design Numerical

Area of Research
Calculations & FEA Calculations

- Front
Leslee Muttathottil
Vehicle Dynamics Kinematics
Team Leader
- Data Analysis
- Wishbones
Gurchetan Mudhar Types of Suspension Springs
- Wheel/Hub
- Rear
Hanna Allakkis Kinematics Kinematics Rockers
- Data Analysis
- Material Selection
Kiran Pothuraju - Finite Element Rear Anti-Roll Bar Anti-Roll Bar
Analysis
- Suspension
Overview
Jerin Joy Front Anti-Roll Bar Anti-Roll Bar
- Methods of
Evaluation
- Front Upright
Srikanta Satish FS Regulation
- Rear Upright

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6 Individual Tasks
6.1 Leslee Augustine Muttathottil (1927220) – Front Kinematics
The challenge of this task is to investigate the kinematics and dynamics of the front suspension
system. The front suspension plays a critical part in any form of racing vehicle. The movement of the
suspension parts contributes significantly to the handling characteristics of the vehicle, and can have
substantial effect on the overall performance capabilities of the car. The foremost place of focus
while designing the front suspension system is to maximise the tyre contact patch beneath excessive
performance cornering activities. The front suspension is to be coupled with rear suspension sub-
system to make certain a maximum performance envelope of the car.

Aims & Objectives:

• Optimisation of Ackermann geometry to FS track requirements
• Optimisation of camber gain under high performance cornering
• Castor angle optimisation for self-centring geometry
• King-Pin angle optimisation for scrub radius geometry
• Optimisation of roll centre to be above ground
• Analysis of spring rates and damping coefficients

In order to attain those objectives, the evaluation has been separated into number of steps, with the
final goal to supply a totally optimised front suspension sub-system.
1. Kinematic Analysis (Optimum Kinematics)
2. Suspension Frequency Analysis
3. Front Suspension Sub-System Assembly (SolidWorks)
4. Multi-body Analysis of Front Suspension Sub-System (Optimum Dynamics)

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6.2 Gurchetan Mudhar (1607453) – Wishbones & Wheel/ Hub

Most modern motorsport vehicles and few high-performance production vehicles use a push-rod
suspension. In simplified terms, it maximises performance due to its flexible design, aerodynamic
shape and its ability to distribute the weight of the vehicle accordingly.

The wheel hub of the vehicle will support the lugs and house of the wheel bearing. The wheel hub
connects the wheel to the suspension system and allows the wheel to spin freely as wheel as holding
the brakes which allows for breaking force to slow the vehicle down [29]. In different motorsport
formats there are different reason for the number of lug nuts/bolts. Formula 1 uses one a one bolt
system to allow for the fastest possible change during a race.

Individual aim
Design the double A-arm wishbone, wheel rim, hub, coil and damper as well as analysing the system
in a simulation under race conditions.

Objectives
• After wheelbase, wheel track, vehicle weight and sprung mass is calculated, the weight
acting upon each wheel is determined.

• The load, stress and strain acting upon each wheel for every possible velocity

• Material selected for the wishbone and manufacturing technique

• Reduce weight of system as much as possible without compromising strength

• Simulate the loads the wishbone will under both in a race and at maximum load it can
handle

• Work with upright to and front/rear kinematics to determine the camber caster and toe
angles

• Simulate stresses and loads on the wheel hub and rims during acceleration/deceleration,
cornering, wheel travel and brake torque

• Material selected for rims and hubs and manufacturing technique

• Work with driver control team to perfect hub design

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6.3 Hanna Allakkis (1927428) – Rear Kinematics & Rockers

Rear Kinematics
The task here is to design and analysis a rear suspension capable of high performance. For this a
vehicle dynamics software called Optimum Kinematics is used to analysis the model. The software
allows us to input the desired valves we would like to achieve which in turns helps us to model the
high performing suspension system. This is a key part in the suspension system that will tell us about
how the rear suspension will react when in motion, this gives us further detail which can be changed
as desired to get the best performance from the system of the car.
Aim:
• Improve rear suspension
• Improve anti-roll bar
Objective:
• Make the wheels in line with transmission/differential
• Works with the steering system to keep the wheels in right arrangement
• Keeps tires in safe contacts with the road(ground)

Rockers
Rocker of system suspension known by linkage is used for, connecting the spring a damper to the
push road and for anti-roll bars. Pushrod and pull rods are the diagonal bars between the car's body
which mean where the suspension arms are attached to the wheels, near the brakes but a car doses
do not have both push and pull in same time and there is one in each wheels.

Aim:
• New rockers design of the suspension system in both front and rear

Objective:
• Use of light weight material with high tensile strength
• Confirm the stress, static load and dynamics on the rocker.
• The bell crank rockers are designed using SolidWorks software.

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6.4 Kiran Theja Pothuraju (1925123) – Rear Anti-Roll Bar

The anti-roll bar acts as a key component in the suspension system. The anti-roll bar reduces the

body roll felt by car when encountered to a road irregularity and during cornering. The anti-roll bar
decreases the body roll by increasing the roll stiffness without affecting the main suspension
stiffness [30].
The individual task assigned was to undergo research and analysis the importance of rear anti roll
bar in the suspension system. The normal road vehicles are equipped with only one anti roll bar at
the front whereas the vehicles used for motorsport activities consists of both front and rear anti roll
bars in their suspension system. This help vehicles to increase the front wheels road holding of the
car while turning under extreme high speeds, by transferring the mass to the rear wheels.
Individual Aims:
• Investigate, research and analyse the purpose and functions of the rear anti-roll bar in
the suspension system of a motorsport vehicle.
• Strictly ensuring that the both wheels of the suspension linked together will remain
Independent.
• The design must be developed to reduce the body roll without interfering the working of
suspension components on both the wheels.
• Designing anti roll bar in the suspension system with high stiffness value.

Individual Objective:
• Design an adjustable anti roll bar that allows tuning of stiffness.
• Calculating the stiffness of the rear anti roll bar and analyse the results obtained.
• Design the rear anti-roll bar with the material very light in weight, to reduce the overall
weight of the system.
• The anti-roll bar system must be tested under various potential driver conditions using
finite element analysis and the results should be recorded for the further improvements
in the design of the suspension system.

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6.5 Jerin Joy (1937098) – Front Anti-Roll Bar

An anti-roll bar (roll bar, anti-sway bar, sway bar, stabilizer bar) is a part of
many automobile suspensions that helps reduce the body roll of a vehicle during fast cornering or
over road irregularities. It connects opposite (left/right) wheels together through short lever arms
linked by a torsion spring. A sway bar increases the suspension's roll stiffness—its resistance to roll
in turns, independent of its spring rate in the vertical direction [31].
Anti-roll bars provide two main functions. The first function is the reduction of body lean. The
reduction of body lean is dependent on the total roll stiffness of the vehicle. Increasing the total roll
stiffness of a vehicle does not change the steady state total load (weight) transfer from the inside
wheels to the outside wheels, it only reduces body lean. The total lateral load transfer is determined
by the CG height and track width. The other function of anti-roll bars is to tune the handling balance
of a car. Understeer or oversteer behaviour can be tuned out by changing the proportion of the total
roll stiffness that comes from the front and rear axles. Increasing the proportion of roll stiffness at
the front increases the proportion of the total load transfer that the front axle reacts to—and
decreases the proportion that the rear axle reacts to. In general, this makes the outer front wheel
run at a comparatively higher slip angle, and the outer rear wheel to run at a comparatively lower
slip angle, which is an understeer effect. Increasing the proportion of roll stiffness at the rear axle
has the opposite effect and decreases understeer [32].

Individual aim and objectives.

• Designing a compactable and small front anti roll bar which suits the geometry of the car.
• Designing a hollow anti roll bar which is both cost effective and efficient.
• Using a material with a high strength to density ratio.
• Designing a bar with high stiffness ratio.
• Design a short link which connects the anti-roll bar with the chassis.

Figure 5 - Example of Anti-roll Bar [33]

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6.6 Srikanta Channarayapattana Satish (1943011) – Front & Rear Upright

As we look at the suspension all the parts are fitted mainly to the upright, so this portion needs
specific interest. The uprights are directly linking upper and lower ball joints as well as other
components such as wishbones, steering arms, brakes, tyres, dampers and springs in front uprights.
when we see the rear upright, it has some similar parts like ball joints, brakes, tyres, dampers and
springs. But it also helps in linking a main part which transfers power to the wheel through the
engine that is drive shaft.
All the components are attached to the upright they will experience a lot of force during running or
in the static position. So, the different uprights design to be made and tested for front and rear. The
position of the upright will be confirmed after kinematics calculation is done for the suspension.
Tests must be conducted to ensure the safety of the design where the force factors like stress,
strain, torsional force, deformational forces caused due to bump by the road surface during running
of vehicle by using the suitable software like Ansys to perform FEA.

INDIVIDUAL AIM AND OBJECTIVES:

• First is to design a lightweight and strong component where it helps reducing the vehicle
weight directly which helps in accomplishing the greater performance using the software’s
like Ansys and solid works.
• Calculate the caster, camber angle where it helps in finding the geometry of the steering.
• Design the parts for the first by keeping the design limitations.
• The design is done considering the parts which are linked internally and externally. The
discussion with the other teams like the chassis and the brakes are carried.
• After finishing the design, the FEA is done to find the material and material properties that
suites the vehicle to perform well.
• To reduce the weight of the component by making it to go over the different type
manufacturing processes where it can help in getting greater values
• After going through all the stages of design analysis and the manufacturing process
components are finalized get a successful result.

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7 Project Gantt Chart – Suspension System

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8 References

[1] Y.S. Saurabh, S. Kumar, K.K. Jain, S.K. Behera, D. Gandhi, S. Raghavendra and K. Kalita, '"Design of
Suspension System for Formula Student Race Car," Procedia Engineering, vol. 144, pp. 1138-1149.

[2] Y.S. Saurabh, S. Kumar, K.K. Jain, S.K. Behera, D. Gandhi, S. Raghavendra and K. Kalita, '"Design of
Suspension System for Formula Student Race Car," Procedia Engineering, vol. 144, pp. 1138-1149.

[3] Anonymous '"Car Suspension,", vol. 2019, no. Nov 3,.

[4] Anonymous '"Guide to Car Suspension,", vol. 2019, no. Nov 2,.

[5] Anonymous '"Weight Transfer: how it works and how to use it in setup,", -06-09T06:30:25+00:00.

[6] Anonymous '"Slip Angle,", vol. 2019, no. Nov 1,.

[7] Anonymous '"Ackerman Steering,", vol. 2019, no. Nov 1,.

[8] D. Bastow, G. Howard and J.P. Whitehead, '"Car Suspension and Handling,", ed. Fourth, 2004.

[9] J. Farrington, '"Redesign of an FSAE race car’s steering and suspension system,".

[10] Anonymous '"Kingpin Inclination Angle Theory | Technical Theory | Car Tyres Fitting and Wheel
Alignment Specialists,", vol. 2019, no. 02/11/.

[11] Anonymous '"Scrub Radius Explained,", vol. 2019, no. 02/11/.

[12] Anonymous '"King Pin Inclination – Suspension Secrets,", -05-29T14:57:15+00:00.

[13] Anonymous '"Design of a Suspension for a Formula Student Race Car Adam Theander,".

[14] Anonymous '"Caster – Geometry Explained – Suspension Secrets,", -05-29T14:31:49+00:00.

[15] Anonymous '"Alignment,", vol. 2019, no. Nov 3,.

[16] Anonymous '"Learn Camber, Caster, and Toe | Suspension Alignments,", vol. 2019, no. Nov 3,.

[17] Anonymous '"Roll Center,", vol. 2019, no. 03/11/.

[18] Anonymous '"Roll Centre and Roll Moment – How To Adjust And Tune – Suspension Secrets,", -
06-14T06:22:19+00:00.

[19] C. Dietzsch, '"Finding Your Center – Finding Your Front and Rear Roll Center,", vol. 2019, no. Nov
3, -05-04T17:18:05+00:00.

[20] M.F. Ashby, '"Materials selection in mechanical design,", ed. 3rd, 2005.

[21] K.G. Budinski, '"Engineering materials: properties and selection,", ed. 6th, 1999.

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[22] Anonymous '"Automotive Applications - International Magnesium Association,", vol. 2019, no.
Nov 2,.

[23] R. Wait and A.R. Mitchell, '"Finite element analysis and applications,", ed. Rev. and updat, 1985.

[24] Anonymous '"Finite Element Analysis Software | Autodesk,", vol. 2019, no. Nov 2,.

[25] Y.S. Saurabh, S. Kumar, K.K. Jain, S.K. Behera, D. Gandhi, S. Raghavendra and K. Kalita, '"Design
of suspension system for formula student race car," Procedia Engineering, vol. 144, pp. 1138-1149.

[26] From concept to success and step step tasks to design a competitive Formula Student car,
'"Formula Student Car Design Process,".

[27] IMECHE, '"Formula Student 2019 Rules,".

[28] Anonymous '"Safety topics in the engineering industry,", vol. 2019, no. Nov 3,.

[29] T. Parry, '"The Appeal of Pushrod Suspension: Why and Why Not,", vol. 2019, no. Nov 2, -04-
09T14:39:49+00:00.

[30] A. Goodarzi and A. Khajepour, '"Vehicle Suspension System Technology and Design,", 2017.

[31] Anonymous '"Anti-roll bar,", -09-17T00:19:23Z.

[32] K. Caliskan, '"Automated Design Analysis Of Anti-roll Bars,".

[33] Anonymous '"Anti-Roll bar image,", vol. 2019, no. Nov 4,.

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