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The Half - Shaft and Wheel Hub of Formula One racing car was designed taking into consideration one of the popular model of Redbull racing car. The various dimension of shaft and hub were altered to attain maximum factor of safety.
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To provide good ride and handling performance – –vertical compliance providing chassis isolation –ensuring that the wheels follow the road profile –very little tire load fluctuation •To ensure that steering control is maintained during maneuvering – –wheels to be maintained in the proper position wrt road surface •To ensure that the vehicle responds favorably to control forces produced by the tires during –longitudinal braking –accelerating forces, –lateral cornering forces and –braking and accelerating torques –this requires the suspension geometry to be designed to resist squat, dive and roll of the vehicle body •To provide isolation from high frequency vibration from tire excitation –requires appropriate isolation in the suspension joints –Prevent transmission of ‘road noise’ to the vehicle body
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Dynamic weight transfer in vehicle
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Rohan Sahdev
The Half - Shaft and Wheel Hub of Formula One racing car was designed taking into consideration one of the popular model of Redbull racing car. The various dimension of shaft and hub were altered to attain maximum factor of safety.
Design of half shaft and wheel hub assembly for racing car
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To provide good ride and handling performance – –vertical compliance providing chassis isolation –ensuring that the wheels follow the road profile –very little tire load fluctuation •To ensure that steering control is maintained during maneuvering – –wheels to be maintained in the proper position wrt road surface •To ensure that the vehicle responds favorably to control forces produced by the tires during –longitudinal braking –accelerating forces, –lateral cornering forces and –braking and accelerating torques –this requires the suspension geometry to be designed to resist squat, dive and roll of the vehicle body •To provide isolation from high frequency vibration from tire excitation –requires appropriate isolation in the suspension joints –Prevent transmission of ‘road noise’ to the vehicle body
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Forces are generated at the tire contact patch during various maneuvers of the car and transferred to the chassis through the suspension links. Calculating the forces on every link is important to design the suspension system as all the forces from wheel to the chassis are transferred by the suspension linkages. These forces have been calculated for all the links of a double wishbone suspension geometry. The load paths and FBD have been drawn and axial stress in the all the linkages
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1) Suspension is the term given to the system of springs, shock absorbers and linkages that connect a vehicle to its wheels 3) Serve a dual purpose – contributing to the car's handling and braking. 2) Protects the vehicle itself and any cargo or luggage from damage and wear
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It is obvious that vehicle weight has a linear relationship with the energy to be dissipated (stored) and the change in velocity required has a exponential relationship. • Deceleration times and stopping distances vary somewhat for all vehicles on a given road surface. • It should then be obvious that sizing the brake system components has critical importance with respect to the potential vehicle velocity and the mass of the vehicle. • Note that heavy trucks generally have greater stopping distances as compared to typical passenger cars.
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Forces are generated at the tire contact patch during various maneuvers of the car and transferred to the chassis through the suspension links. Calculating the forces on every link is important to design the suspension system as all the forces from wheel to the chassis are transferred by the suspension linkages. These forces have been calculated for all the links of a double wishbone suspension geometry. The load paths and FBD have been drawn and axial stress in the all the linkages
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Suspension Lecture
1.
Spring Rates, Wheel
Rates, Motion Ratios and Roll Stiffness Appendix 1 ME 470 Vehicle Structural Design Dr. Richard Hathaway, P.E., Professor Mechanical and Aeronautical Engineering
2.
Spring Rate Calculations
3.
4.
5.
6.
7.
8.
9.
Typical Leaf Spring
10.
Typical Leaf Spring
Typical deflection behavior:
11.
Typical Leaf Spring
Typical Path behavior on deflection
12.
Motion Ratio Analysis
13.
Motion Ratio Analysis
14.
15.
16.
17.
18.
19.
Suspension Roll Stiffness
20.
21.
22.
23.
24.
25.
Lateral Spring Center
Position
26.
27.
28.
29.
30.
31.
32.
33.
34.
35.
36.
37.
Anti-Roll (Stabilizer) Bar
Analysis
38.
39.
40.
41.
The end! Thank
You
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