the vehicle dynamics better for FSAE car. Keywords: Suspension kinetics, spring rate, suspension frequency, roll stiffness, roll sensitivity, lateral load transfer Roll rate is defined as torque resisting body roll per degree of body roll. Assumption made in calculation. 0 degree camber change with ride; no tire lateral Formula SAE competition. Vehicle Specifications Roll rate (chassis to wheel center). Sprung mass Rate of Camber Change-Ride Camber. (deg / m). Roll 24 Nov 2014 Appendix D: Hand Calculations for Suspension Ride and Roll Rates . Figure 7: University of Texas at Arlington's FSAE cars from 1982-2008 .
However, you say a car with a stiffer roll rate will have less geometric weight transfer, and therefore less overall weight transfer. From my understanding, if you stiffen your roll rate (total anti roll moment, Nm/degree) but your anti-roll stiffness distribution remains the same, your weight transfer should remain the same. – Rear roll rate This paper is an introduction to Formula SAE ® (FSAE) suspension and frame design based on the experience of the design team at UM-Rolla. The basic theories and Ride rate is defined as vertical force per unit vertical displacement of the tire ground contact with respect to chasis. Roll rate is defined as torque resisting body roll per degree of body roll. Assumption made in calculation. 0 degree camber change with ride; no tire lateral distortion. steady state cornering ie without longitudinal
Hi , our team is designing a car for the 2014 fsae competition. How should i begin with my ride and roll rate calculations?? vehicle, suspension frequency depends on spring rates only. 2.3. Roll stiffness, roll sensitivity and lateral load transfer distribution Similar to choosing ride frequencies for bump travel, a roll stiffness must be chosen next. The normalized roll stiffness number is the roll gradient, expressed in degrees of body roll per “g” Design and Optimization of Formula SAE Suspension system Ashish Avinash Vadhe* Instant Center and Roll Center Instant center is the momentary centre which the desired wheel rates, strength requirements and packaging constraints. Most important is Motion ratio. When vehicle's sprung mass rolls about its axis, its call roll rate. Measured in torque/degree of roll. Factors that influence roll rate : * Mass of vehicle * Center of Gravity * Spring Constant * Track width * Mass over axle * Tire pressure (qual
FSAE and other race vehicles with higher spring and tire rates, and thus, higher natural frequencies. As a rule of thumb, a FSAE car will require a damping ratio of 0.5-0.7 to control the heave, pitch and roll resonances of the sprung mass, and a damping ratio of 0.3-0.5 to control the unsprung mass.
However, you say a car with a stiffer roll rate will have less geometric weight transfer, and therefore less overall weight transfer. From my understanding, if you stiffen your roll rate (total anti roll moment, Nm/degree) but your anti-roll stiffness distribution remains the same, your weight transfer should remain the same. – Rear roll rate This paper is an introduction to Formula SAE ® (FSAE) suspension and frame design based on the experience of the design team at UM-Rolla. The basic theories and Ride rate is defined as vertical force per unit vertical displacement of the tire ground contact with respect to chasis. Roll rate is defined as torque resisting body roll per degree of body roll. Assumption made in calculation. 0 degree camber change with ride; no tire lateral distortion. steady state cornering ie without longitudinal vehicle, suspension frequency depends on spring rates only. 2.3. Roll stiffness, roll sensitivity and lateral load transfer distribution Similar to choosing ride frequencies for bump travel, a roll stiffness must be chosen next. The normalized roll stiffness number is the roll gradient, expressed in degrees of body roll per “g”