International Journal of Current Engineering and Technology E-ISSN 2277 – 4106, P-ISSN 2347 – 5161

©2018 INPRESSCO®, All Rights Reserved Available at http://inpressco.com/category/ijcet

Research Article

Design and Optimization of Formula SAE Suspension system

Ashish Avinash Vadhe*

Mechanical Engineering Department, B.R.Harne College of Engineering and Technology, Karav, Vangani, Dist – Thane Maharashtra- 421503,
India.

Received 15 March 2018, Accepted 19 May 2018, Available online 23 May 2018, Vol.8, No.3 (May/June 2018)

Abstract

In automobile industry it is essential to produce the Compact and reliable Suspension system in order to increase the
vehicle performance. Also, lot of forces during cornering, acceleration and bump conditions are also applied directly
during dynamic condition. This article deals with design of Formula SAE Suspension by considering various loads and
their simulation on each component of the system.

Keywords: A-Arms, Bell Crank, Pushrod, Ansys, Spring and Dampers

1. Introduction 1. Light weight and strong.

2. Easy operation and control for the driver.
1 What is Suspension System? 3. Convenient installation and easy adjustment

The Suspension system is a device connecting the body Problem Statement

with wheels. The motion is constrained by the
suspension. All kinds of forces and movements SAE International hosts multiple Formula competitions
between the wheels and the ground passes to the body worldwide each year. The Formula SAE Collegiate
through the suspension. Design Competition is governed by very strict rules
The design of suspension system is an important and regulations to allow for fair competitions and the
part of the overall vehicle design which determines safety of the drivers. The rules state very specific
performance of the racing car. parameters in terms of the suspension and wheel
assembly design and the maximum choice of the
engine; but, it remains broad in other areas such as
control mechanisms and aerodynamic design. In
general, the rules are tailored to protect the drivers
while ensuring ample space to create one’s own
custom designs.

The objective behind the project to overcome the

following conditions,

1. Oversteer Configuration for high cornering

2. Light weight and compact assembly
Fig.1 Suspension System
3. Reliable and as per driver safety consideration
SAE Suspension should have following requirements 4. To achieve good rollover stability
5. Ease for the driver at the time of bump and
1) It must have Shock Absorbers. cornering.
2) Suspension travel is not less than 25.4mm (1 Inch)
for both jounce and rebound.
3) Must have appropriate attenuation vibration 1. Methodology
ability.
This the very important factor by which a planned
4) Ensure the car has good handling and stability
method from designing to manufacturing the final
performance.
prototype. For designing purpose, use of basic hand
calculations and research of design parameters
*Correspondin author’s ORCID ID: 0000-0002-4226-2725
DOI: https://doi.org/10.14741/ijcet/v.8.3.17 referring design reports which are paper published
609| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

and also certain figures to understand the basics by

using internet and referring certain books like Carroll
Smith’s Tune to Win and Milliken & Milliken’s Race car
vehicle dynamics, etc.
Drafting and CAD model designing is done on
Licensed CAD software’s like Solidworks, Catia, etc.
FEA analysis is done on licensed version of ANSYS.
Lotus Shark Suspension Analysis software is used for
dynamic analysis of suspension.
Manufacturing is done by Major machining
Fig.3 Types of Caster Angle
processes like laser cut, grinding, welding, lathe
operations, etc. and assemblies were done by bolting
Note: Improper adjustment will result in steering
and press fitting, etc.
inputs required both in and out of a corner resulting in
a car which is difficult to keep in straight line. Too
3. General Terms in Suspension System and Wheel
much caster (positive) in the front of the car will
Assembly
understeer more, too little (negative) caster will give
oversteer characteristics. A large positive caster setting
Camber Angle (wheel facing forward of axis) is good for high speed
stability but can make it more difficult for turning the
Camber angle is the inclination of the vehicle tire with steering. Excessive amount will increase tire wear.
the vertical axis when viewed from the Front section. Excessive caster angle will make the steering heavier
In case top of tire leans in towards the centre of the car and less responsive.
this is the condition of negative camber. Positive
camber is opposite of this. Kingpin Inclination

The Kingpin axis is determined by the upper ball joints

and lower ball joints on the outer end of the A-arms.
This axis is not necessary centred on the tire contact
patch. In front view the angle is called Kingpin
inclination and the distance from the centre of the tire
print to the axle centre is called Scrub or Scrub radius.
The distance from the kingpin axis to the wheel centre
plane measured horizontally at axle height is called
Spindle length. Figure shows the kingpin geometry.
Fig.2 Types of Camber Angle

Note: Increasing positive camber angle will enlarge the

slip angle for a specific cornering force which will
decrease the largest possible cornering force of the
vehicle but will also slow down the onset by
Breakaway which is assumed to mean the car starting
to slide. On the other hand, increasing negative camber
angle, opposite will occur with a higher cornering force
and less time for the car to Breakaway.
Fig.4 Kingpin Inclination Front and Side View
Caster Angle
Note: If the spindle length is positive the car will be
Caster angle is the angular displacement from the raised up as the wheels are turned and this results in a
vertical axis of the suspension of a wheel in a car increase of the steering moment at the steering wheel.
The larger the kingpin inclination angle is the more the
measured in longitudinal direction.
car will be raised regardless of which way the front
In other words, it’s a line joining the upper and the
wheels are turned. If there is no caster present this
lower ball joint of the upright with respect to vertical effect is symmetrical from side to side. The raise of the
axis drawn from the center of the tire. car has a self-aligning effect of the steering at low
The purpose of this is to provide a degree of Self – speeds. Kingpin inclination affects the Steer camber.
Centering for steering the wheel casters around so as When a wheel is steered it will lean out at the top,
to trail behind the axis of steering. towards positive camber if the kingpin inclination
This makes car easier to drive and improves its angle is positive. The amount of this is small but not to
straight-line stability. neglect if the track includes tight turns.
610| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

If the driving or braking force is different on the left moves the instant centre moves due to the changes in
and right side this will introduce a steering torque the suspension geometry. Instant centres can be
proportional to the scrub radius, which will be felt by constructed in both the front view and the side view. If
the driver at the steering wheel. the instant centre is viewed in front view a line can be
drawn from the instant centre to the centre of the tire’s
Trackwidth contact patch.
If done for both sides of the car the point of
The Distance between centre axis of tire from front intersection between the lines is the Roll centre of the
view is known as trackwidth. sprung mass of the car. The position of the roll centre is
determined by the location of the instant centres. High
instant centres will lead to a high roll centre and vice
versa. The roll centre establishes the force coupling
point between the sprung and the unsprung masses of
the car. The higher the roll centre is the smaller the
rolling moment around the roll center.
If the roll centre is located above the ground the
lateral force generated by the tire generates a moment
about the instant centre, which pushes the wheel down
and lifts the sprung mass. This effect is called Jacking. If
the roll centre is below the ground level the force will
Fig.5 Trackwidth Geometry
push the sprung mass down. The lateral force will,
regarding the position of the roll centre, imply a
Note: Generally narrow (small) trackwidth are used at
vertical deflection. If the roll centre passes through the
rear to avoid hit cones with the back when they are
ground level when the car is rolling there will be a
already away from this cones with front wheel. Wider
change in the movement direction of the sprung mass.
track decreases load transfer which is generally good
for getting grip on that end of the car. Only
disadvantage is that weight increases because longer
A-Arm, Push or Pull-Rod, Tie Rods and Driveshafts.
Also, the moment of inertia yaw is increased a lot
because it is depending on the lever arm of wheels. A
wider track will make the springs feel weaker since it
requires longer lever. So, a wider track will make the
front suspension feel softer, promoting a reduction in
understeer.

Wheelbase Fig.7 Roll Centre and Roll Centre Height

The Distance between the centre axis of Front and Rear Ground Clearance and Rollover Stability
Wheel from longitudinal direction is known as
Wheelbase. The ground clearance must be sufficient to prevent any
portion of the car other than the tires from touching
the ground. Intentional or excessive ground contact
results in higher C.G which decreases the rollover
stability. The track and center of gravity (C.G.) of the
car must combine to provide adequate rollover
stability.

Motion Ratio

Fig.6 Wheelbase For packaging damper in the suspension system

includes required wheel travel, jounce bump travel,
Note: Large Wheelbase causes Cornering issues but desired wheel rates, strength requirements and
increases driver safety. packaging constraints. Most important is Motion ratio.
Small Wheelbase causes easy cornering of vehicle but Motion ratio is nothing but the ratio of wheel travel to
decreases driver safety. spring travel.

Instant Center and Roll Center Motion Ratio (MR) = Wheel Travel / Spring Travel

Instant center is the momentary centre which the Note: Higher Motion ratio requires lower spring rates
suspension linkage pivot around. As the suspension for the same wheel rate.
611| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Lower spring rates are also lighter and results in less

spring and shocks friction as well as lower component
load. The other reasons are greater damper travel and
higher shock velocities and wheel displacement are
quite small on a FSAE car, Higher Motion Ratio
produces better shock performance.

C.G. Height

Center of gravity, also known as center of mass, is that

point at which a system or body behaves as if all its
mass were centered at that point. Where the weight, Fig.9 Anti-Dive Geometry
and also all accelerative forces of acceleration, braking
and cornering act through it. For the very common double A-Arm Suspension Anti-
Dive is design to suspension based on the angle of the
Centre of gravity location can be defined as: A-Arm mounting points when viewed from the side. If
the intersection point of the extension lines for the
-The balance point of an object mounting points is located above the neutral line, there
-The point through which a force will cause pure is more than 100 % Anti-Dive. High Anti-Dive values
translation require more complex suspension design and causes
- The point about which gravity moments are balanced ‘Rattling’ type noise. Typical values are in range of 0 –
50%.

Note: Unless specified, all calculations are based on

vehicle at rest on a level road surface. The TCA (Track
Control Arm) is horizontal to road surface and
therefore centres of the inner sub-frame bushing and
the outer ball joint are at same distance from the
ground. This may not be the case with shorter load
road springs where the ball joint may end up higher
than inner bushing. The stub axle lies on a vertical line,
Perpendicular to the load surface that passes through
the centre of the TCA sub-Frame bushing. The tire
contact patch is therefore also centred under the TCA.
Fig.8 C. G Height In real life the axle would be slightly behind the TCA
due to Caster Angle.
Note: When making an analysis of the forces applied on
the car, the CG is the point to place the car weight, and Anti-Squat
the centrifugal forces when the car is turning or when
accelerating or decelerating. Any force that acts Squat is a term used to refer to the amount the car tips
through the CG has no tendency to make the car rotate. backwards under acceleration. Over 100% of anti-
The center of mass height, relative to the track, squat (AS) means suspension will extend under
determines load transfer, (related to, but not exactly acceleration. With 100% AS suspension would neither
weight transfer), from side to side and causes body extend nor compress. Under 100% AS means tendency
lean. When tires of a vehicle provide a centripetal force to compress under acceleration.
to pull it around a turn, the momentum of the vehicle
actuates load transfer in a direction going from the
vehicle's current position to a point on a path tangent
to the vehicle's path. This load transfer presents itself
in the form of body lean.
Anti-Dive

Anti-dive describes the amount of front of the vehicle

dives under braking. As the brakes are applied weight Fig.10 Anti-Squat Geometry
is transferred to the front and that forces the front to
dive. Anti-dive is dependent on the vehicle centre of The calculation of anti-squat is similar to that of anti-
gravity (C.G), the percentage of braking force dive. Locate the rear Centres of the suspension from
developed at the front tires vs. rear and the design of the vehicle’s side view. Draw a line from the rear tire
the front suspension. contact patch through the Instantaneous Centre. This is
612| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

the tire force vector. Now draw a line straight down

from the vehicle’s centre of gravity. The Anti-squat is
the ratio between the height of where the tire force
vector crosses the centre of gravity plane expressed as Vertical Load Transfer
a percentage.
Vertical load transfer is nothing but opposite reaction
Suspension Geometry (Push/Pull) of vehicle load on wheels and also fluctuating loads
occurs during bump.
Push-rod or pull-rod, the difference as the name
suggests is the whether the rod push up to the rocker
or pull down to the rocker. The main advantage of a 2. Suspension Design Procedure
pull rod lie in the possibility to make the nose lower,
assemble most suspension parts lower to the ground The suspension design procedure requires several
and thus lowering the height of the centre of gravity. terms selections and values taken into consideration as
design of the FSAE starts with suspension. The
procedure is as follows.

Suspension Geometry Selection

The selection of suspension geometry type is based on

our research work and comparing the advantages and
disadvantages of both geometries.

Table 1 Difference between Push/Pull Suspension

S. No Pull Suspension Push Suspension

Gives lower Centre of Centre of gravity is
1
Gravity. comparatively more.
Less Stable at high More stable at high
Fig.11 Suspension Geometry (Push/Pull) 2
speed. speed.
Assembly of bell crank Assembly of bell crank is
3
Pull rod set up has a strut from the outer end of the is quite complex. easy.
upper wishbones that runs diagonally to the lower 4
Aesthetically looks Aesthetically looks
average. attractive.
edge of the chassis and "pulls" a rocker to operate the
Mountings are
spring/damper. A push rod is the opposite; the strut 5
compact.
Mountings are easy.
runs from the lower wish bone to the upper edge of the
chassis. Decision
Types of Load Transfers
By comparing all the advantages and disadvantages of
Longitudinal Load Transfer both geometries selection of the Pushrod suspension
system on both front and rear side is done as
Longitudinal load transfer is the result of the car mass manufacturing concern and also mountings of chassis
accelerating from the front of the vehicle to the back or are easy.
the back to the front under accelerating or
deaccelerating (Braking) respectively. It is important Fixing General Parameters by Drawing Suspension
to mention that “The total weight of the vehicle does Geometry
not change, Load is merely transferred from the wheels
at one end of the car to the wheels at other end.” The general parameters are fixed by research, Rule
And drawing the suspension geometries by checking
roll center positions.

Lateral Load Transfer

In essence the lateral load transfer experienced by the
vehicle is the same principle as the longitudinal
transfer only just rotated to 90 degrees such that load
is either transferred from the right to left under left
hand corner and from the left to the right in right hand
corner. Fig.12 Front Suspension Geometry
613| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Table 2 Comparison between different shocks

S. No Local Shocks Fox DHX RC4 DNM Burner RCP 2

1 Low built quality High built quality High built quality
2 Leakage issues No leakage issues No leakage issues
No compression Compression and Compression and
3 and rebound rebound rebound
adjustments adjustments adjustments
Easily available
4 Needs to import Needs to import
Fig.13 Rear Suspension Geometry at local dealers
High Cost around Average cost
Low cost around ₹15000 per shock around ₹10000 per
Decision 5
₹8000 per shock excluding shock excluding
excluding local international international
shipping charges shipping charges shipping charges
Trackwidth – Trackwidth is kept more than rear for and customs. and customs.
easy cornering. Steering radius and clearance with the 6 Less Durable More Durable More Durable
chassis is considered so that there will be no
obstruction while turning. Front Trackwidth is Decision
1250mm and Rear Trackwidth is 1200mm.
Upright Height – To decide upright height several By comparing all the parameters, DNM BURNER RCP 2
factors were considered. Firstly, ICR’s of both A-Arms was finalized.
and the line joining center of wheel to ICR to get Roll
Centre Height were drawn. By Keeping Lower A-Arm
Horizontal to get more stability and adjusting upper A-
Arm we decided to keep Upright Height as 8-inches.
Roll Centre Height – Roll center Height of Front
suspension was kept 50mm and of Rear Suspension as
60mm by doing the same procedure which as in
upright height. Rear Roll Centre Height is kept more to
keep our car aerodynamically stable at High speed also.
Camber Angle – Camber Angle is basically based on
Cornering stability so a real case value of 2 degrees
which is considerable and also can be manufactured is
kept.
Kingpin Inclination – Kingpin inclination is 6
degrees with considerable scrub radius of 63.54mm. Fig 15 DNM Burner RCP 2
Also it can be easy to manufacture by adjusting upright
Bracket length.

Suspension Compartment Geometry

After Fixing all the general parameters 3D sketch of

suspension compartment and also the A-Arms were
drafted.

Fig 16 FOX DHX RC 4

Fig.14 Suspension Geometry in 3D with A-Arm Line

Drawing
Shocks Selection

The shocks selection is done on the basis of the design

requirement and analysis and on the performance, cost
and on the market availability. Fig.17 Local Shocks
614| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Design of Suspension Components

A-Arms Design

A-Arms design started with CAD geometry drawing

using suspension compartments and considering
trackwidth, wheelbase, etc. parameters.

Fig.20 Rear A-Arm

Firstly A-Arm pipe dimensions as 16mm OD x 3mm

Thick is taken considering the design and simulation
results. The pipes are cut on manual cutter. Then
milling of A-Arm pipes is done to get fit properly in
Bearing Wafer. The entire A-Arm is welded and
mounted on chassis using fasteners.
Fig.18 A-Arms 3d geometry

Selection of material for A-Arm was done as per

Material availability and Machining cost.

Table 3 Difference between Materials

S. No Mild Steel AISI 1018 Aluminium 7075 T6

1 Heavy Material Light Material
Comparatively Low
2 High Strength strength for same
dimensions.
Fig.21 Actual A-Arm
3 Easily Available Available in Big Markets
Low Cost around Very high cost around On manufacturing, no large variations occur due to
4
₹60/kg ₹850/kg machining accuracy.
Machining cost is high as
5 Machining cost is less requires operations like
brazing, etc Bearing Wafer

Decision Simulation of bearing wafer with 8mm thickness is

done with A-Arm pipe and after getting results it is
As comparing all the parameters of material, mild steel reduced to 5mm as per weight reduction concerns and
material for A-Arms, Bell cranks and pushrods was easy mounting of spherical bearing.
selected. Afterwards cad modelling and simulation of
A-Arms by applying material which was selected to get
proper results before manufacturing the actual
prototype is done.

Fig.19 Front A-Arm Fig.22 Bearing Wafers

615| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

For the precision in Manufacturing, Bearing wafers are For car 3 types of bushings with same diameters were
laser cut and made bracket slots in lower A-Arms used, only changes are in length of 2mm, 4mm, 6mm
bearing wafers for brackets of pushrods. length respectively. Keeping bushings in even multiples
so that it can be easily manufactured and easily
separable like for bearing Wafer mount on upright
6mm bushings on both sides were used, and for A-Arm
mount on Chassis 4mm bushing and for pushrod to A-
Arm 2mm bushings were used.

Table 4 Bushing specification at different mountings

S. No Application Bushing
4mm length bushing on
1 A-Arm on chassis
both side
6mm length bushing on
Fig.23 Actual Bearing Wafer 2 A-Arm on upright
both side
Pushrod to Bell Crank and 2mm Length bushing on
3
Lower A-Arm both side
T-Section
The quality and precision were quite good also the
T-Section is basically an extension to A-Arm in which thickness of bushing was enough that it will not
Rod End is fixed by threading and jam nut. The squeeze easily.
advantage of T-Section is A-Arm pipe is not directly
contact with Rod end and also because of some heavy Fasteners used in a-Arm
loads if rod end fails and its thread stuck in A-Arm so,
no need to change full A-Arm. Fasteners Selection

Bolts are selected as per required length, Calculations,

safety concern and by make/buy decision.

Table 5 Difference between make/buy fasteners

S.No Make Buy

Includes material cost
1 Only Component cost
and machining cost.
Manufacture as per
Fig.24 T-section Design and Actual Part Compromise with design
2 our design
as sizes are limited.
requirement.
For Manufacturing T-Section 16mm OD solid Bar is 3 Needs hardening. Already hardened.
bought and manufactured by machining it on Lathe
machine and also by Tapping process. The Decision
manufactured part is very precise and tapping was also
good. Only slight difference in mm (Around 0.5mm) Comparing the all parameters it is beneficial to opt for
due to manual lathe machine operations. buy components.

Bushings Bolts

Bushings are used to give certain clearance between M8 bolts at mountings of suspension A-Arms on
Rod Ends/Spherical Bearings and Mounting Brackets. Chassis and upright were used and then calculated the
One more use of bushing Is to limit the total vertical loads on bolts and by using some formulation
movement of A-Arm. Bushings are used to separate calculations of the bolt size were done. High grade
two different material contact to avoid wear. bolts are selected for safety concerns.

Fig.25 Bushings Fig.26 M8 Bolt Cad model and Actual Part

616| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Table 6 Bolt specifications at different mountings of A-

Arms

Sr. No Application Bolt

M8 x 40mm length 12.9
1 A-Arm to Chassis
Grade
M8 x 45mm length 12.9
2 A-Arm to Upright
Grade

Nuts and washers Fig.31 LS GE 8E Bearing

As per bolt size M8 Nyloc nut and washers were used. Bell Crank Design
Nyloc nut are used for positive locking purpose.
Bell crank design is quite simple and easy to
manufacture using laser cut. In bell crank design firstly
geometry diagram is started by which the angle
between pushrod and shocks can be checked. The
angle between pushrod and shocks is from 80° – 120°
for better load transfer.

Fig.27 Nyloc Nut Cad Model and Actual Part

Fig.28 Washers Cad Model and Actual Part

Fig.32 Bell Crank Geometry – Front
Jam Nut
As one can do good weight reduction in bell crank; bell
Rod end locking in T-Section of A-Arm are locked using crank is first drawn by checking the angles between
Jam nuts. pushrod and shocks and geometry.

First model

Design was quite simple but it has more weight so

trying some alterations the bell crank design was
finalized and the Manufacturing of bell crank was done
using CNC machining.
Fig.29 Jam Nut Cad model and Actual Part

Rod Ends and Spherical Bearing

Rod ends of POS G-8 Male as per bolt size are used for
A-Arms mounting on chassis and spherical bearing of
LS GE – 8E for A-Arms mounting on Upright.

Fig.33 First Model of Bell Crank

Final model

Fig.30 POS G8 Male Rod End Cad Model and Actual After some alterations final bell crank design was
Part finalized and its manufacturing process too.
617| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

The final Assembly is done by bolting Bell crank on

Chassis.

Fasteners used in Bell Crank

Bolts

Selection of M8 bolts at mountings of suspension Bell

crank on Chassis is done and then calculated the loads
on bolts and by using some formulation calculations of
the bolt size were done. High grade bolts are selected
for safety concerns.

Table 8 Bolt specification at different mountings of

Fig.34 Bell Crank Cad Model Front and Rear bell crank

Table 7 Different types of manufacturing process for S. No Application Bolt

Bell crank M8 x 50mm length 12.9
1 Bell Crank to Chassis
Grade

Sr. No. CNC Machining Laser Cut

1 High machining cost Low machining cost Nuts and washers
2 More time required Less time required
3
Generate more waste
Less waste material As per bolt size M8 Nyloc nut and washers were used.
material Nyloc nut are used for positive locking purpose. Here
4 Material Block required Material plate required
Washers were also used to separate the Bell crank
plate from chassis bracket to avoid wear.
Decision –
By comparing all the parameters of different machining Pushrod Design
process, it was beneficial to opt for Laser cutting.
Firstly, drafting the geometry of shocks connected to
bell crank, bell crank to pushrod and pushrod to lower
A-Arm and decided the length of pushrod as per
designed geometry.

Fig.35 Actaul Bellcrank

Spacer

Spacer is nothing but a circular pipe of certain

dimensions to keep distance between two bell crank
plates.

Pushrod Geometry - Front

Fig.37 Front Pushrod Geometry

Material selection for manufacturing of pushrod is as

same as A-Arm. (Refer Table 6). CAD model of pushrod
is done by taking same dimension pipe which is used in
Fig.36 Bell Crank Plate Spacer A-Arm and T-Section.
618| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Tie Rod

Tie rod is nothing but a rod which olds the rear wheel
to keep it position properly. In this case tie rod is
directly welded to Rear A-Arm which reduces extra
bracket and bolting cost and other is mounted on Rear
upright via bolting of Rod end of Tie rod on upright
bracket.

Fig.38 Pushrod Tie Rod Welded to

Rear Lower A-Arm
Then pushrod is manufactured by cutting the pipes
manually as per required length and then welding the
T-sections on both ends to fix the Rod-Ends in pushrod.
Finally, the Pushrod is fixed by fitting bushings and
bolting on Bell crank and Lower A-Arm. Final
manufactured Pushrod is as same as design because Fig.39 Tie rod with Lower A-Arm
the pushrod distances are complete decimal values
which is easy to manufactured and welding is done As the Tie Rod is directly welded to rear lower A-Arms
properly. therefore assembly takes slight more time.

Fasteners used in Pushrod Fasteners used in Tie Rod

Bolts Bolts: Selection of M8 bolts at mountings of tie rod on

upright is done and then calculated the loads on bolts
Selection of M8 bolts at mountings of pushrod on Bell and by using some formulation calculations of the bolt
crank and lower A-Arm is done and then calculated the size were done. High grade bolts are selected for safety
loads on bolts and by using some formulation concerns.
calculations of the bolt size were done. High grade
bolts are selected for safety concerns. Nuts and Washers: As per bolt size M8 Nyloc nut and
washers were used. Nyloc nut are used for positive
Table 9 Bolt specifications at different mountings of locking purpose.
pushrod
Rod Ends: Rod ends of POS G-8 Male as per bolt size for
S. No Application Bolt Tie Rod mounting on upright are used.
M8 x 40mm length 12.9
1 Pushrod to A-Arm
Grade Nuts and Washers: In Tie Rod 4mm length bushings in
M8 x 40mm length 12.9
2 Pushrod to Bell crank
Grade upright Mounting are used.

Damper Springs
Nuts and washers
DNM Burner RCP 2 shocks were selected as the DNM
As per bolt size M8 Nyloc nut and washers were used. company have only specific spring rates and they were
Nyloc nut are used for positive locking purpose. not as per our design. So, springs for the shocks were
customized.
Jam Nut: Rod end locking in T-Section of A-Arm are
done using Jam nuts.

Rod Ends: Rod ends of POS G-8 Male as per bolt size for
Pushrod mounting on Lower A-Arm and Bell crank
were used.

Bushings

In pushrod 2mm length bushings in bell crank mount

as well as Lower A-Arm mount are used. Fig.40 Shocks cad file
619| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Table 10 Spring Selection C.G. Height Calculations

S. No
Keizer Custom Local Custom Assumed Vehicle weight (without driver) = 230kg
Springs Springs Drivers weight = 70kg
1 More precise. Less precise.
Can be
Total weight of vehicle with driver = 300kg
Needs Import from
2 manufactured in
other country.
Local markets. Assuming 45:55 weight distribution
Product Receiving Product receiving Weight at front = 135kg
3
time is more. time is less.
Therefore, weight on each wheel = 135/2= 67.5kg
Costlier as includes Less expensive as
4 international shipping manufactured in
and customs. local market. Weight at rear = 165kg
Weight on each wheel = 165/2= 82.5kg
Decision
Trackwidth[Front]= 1250mm
After comparing all the parameters, it was decided to
Trackwidth[Rear]= 1200mm
manufacture springs from local market as per time
Wheelbase = 1600mm
concern. The manufactured springs free length is
slightly more than actual design so that it gives
rebound easily and bending will not occur.

3. Calculations

Abbreviation

y’ = Lateral shift at Y-axis

W = Total weight of vehicle

B = horizontal distance from rear axis to C.G.

r = Tire radius Fig.41 C. G Height at Ground
MR = Motion Ratio
Fp = Force on push rod
BMR = Bell crank motion ratio
Ks = spring rate
Fr = Ride frequency
Msm = Sprung mass
Kw = Wheel rate
kwFL = wheel rate front left Now moment about Rear Axle
kwFR = wheel rate front right
KψF = Front roll rate
KψR = Rear roll rate
FS = Force on shocks a=l–b
Syt = Tensile Yield strength = 1.6 - 0.72
= 0.88 m
σut = Ultimate tensile strength a = 0.88 m
Pmax = Maximum Force on Shocks b = 0.72 m
Pmin = Minimum Force on Shocks
K = Spring Stiffness Engine is in backside so wt. is more on backward
D = Mean Diameter Now moment about xx
d = Wire Diameter
C = Spring Index ( ) ( )
N = Total number of coils
n = Active number of coils * ( )+ ( )
Ls = Solid Length
Lf = Free Length * ( )+ ( )
p = Pitch
α = Helix angle
δmax = Maximum spring deflection
δ = Spring deflection
620| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Considering Maximum acceleration of 1g = 9.81 m/s2

As no lateral shift from X axis Force at the front side = mass at the rear side of the
C.G. on centerline vehicle × acceleration
Let the mass at the rear side of the vehicle be 0.6 times
the total weight
Mass at the rear side of the vehicle=0.6 × 300 =180 kg
Force = 180 × 9.81
Force = 1765.8 N
Now force on 1 wheel =1765.8/2 =882.9 N

Longitudinal Force =882.9 N

Lateral Forces

Lateral forces are because of two reasons – centrifugal

force and lateral load transfer from outside to inside
while turning. The centrifugal force is considered as
follows.
Let the vehicle take a turn of 6m turning radius and at a
speed of 30kmph = 8.33 m/s.
r = turning radius =6m
Fig.42 C.G. Height at Inclination
1 km = 1000 m; 1 hr. = 3600 sec.

( )
To convert km/hr into m/sec, multiply the
Now moment about O
number by 5 and then divide it by 18.
137.5 × 1.56 = 300 × b1
b1 = 0.715 m.
Now,
= 1388.77N

= cos (11.6) Now consider if all the weigh at the front side comes on
C = 0.0099 m the wheel assembly the force will be Force due to
lateral load transfer =0.4 × 300 × 9.81 =1175.5N

Vertical Force at Bump

Therefore, h1 = 0.0482 m
Since (r) = 10.25 inch. The vertical load transfer occurs at bump and as per
= 10.25 × 25.4 load theories 3g of weight applies on vehicle at the
= 260.35 mm = 0.260 m time of bump.
Vertical load transfer on each wheel (Front)=662.17x3
h = h1 + r
= 1986.53N
= 0.0482 + 0.2605
= 308.7 mm
h=12.68 inch Vertical load transfer on each wheel (Rear)=809.325x3
= 2427.975N
Load Calculations Suspension Calculations

Longitudinal Forces during Braking: Front Suspension

While Braking, the weight of the rear side tends to (MR)= Wheel Travel /Spring travel
come in the front side of the vehicle so there is a load
transfer that is taking place form rear to front. It Motion ratio[Front] at jounce = 37/29.13= 1.2704
interns affects the knuckle as these forces act on the A- Motion ratio[Front] at Rebound = 30/24.19= 1.24
arm mounting points through the A-arms. Motion ratio [MR][Front] = 1.2704+1.24 / 2 = 1.2552
621| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Rear Suspension

(MR)= Wheel Travel /Spring travel

Motion ratio[Rear] at jounce = 44/32.439= 1.3563

Motion ratio[Rear] at Rebound = 32/23.68 = 1.3511
Motion ratio [MR][Rear] = 1.3563+1.3511 / 2 = 1.3537

Fig.43 Front Suspension Geometry Free Body Diagram

Force on front single wheel when driver seated=

662.175N
Force on each wheel (front) at bump= 3*662.175 =
1986.53N

α=20.20: β=77.36: Fig.44 Rear Suspension Geometry Free Body Diagram

Therefore FP = 1986.53 cosα Force on rear single wheel when driver seated=
=1986.53 cos (20.20) 809.325N
Force on each wheel (Rear) at bump = 2427.975N
FP =1864.34N
α=18.22: β=90:
BMR = L1/L2 ^ sin θ Therefore FP = 2427.975cosα
=60/60 sin (77.36) =2427.975 cos (18.22)
FP =2306.24N
BMR= 0.975
Now, Bell crank motion ratio(BMR) = L1/L2 sin θ
Considering ride frequency of front as 3.15 Hz BMR = 1
Therefore, Fr= 3.15Hz
FS = FP x BMR
KS=4 x π2 x Fr2 x Msm x MR2 [20] = 2306.24 x 1

Ks(Front)= 4 x π2 x (3.15)2 x 135 x (1.2552)2 FS = 2306.24N

Now,
Ks = 82629.40 N/m Considering ride frequency of front as 2.5 Hz
Therefore, Fr= 2.5Hz
Therefore, selecting stiffness of front as 82000N/m or
82N/mm Ks=4 x π2 x Fr2 x Msm x MR2
Ks [Rear]= 4 x π 2 x (2.5)2 x 165 x (1.3537)2
Kw [Front] = (Ks)/MR2 [21]
= 82/ (1.2552)2 Ks = 74605.106 N/m
Kw[front] = 52 N/mm
Therefore, Ks [Rear]= 74.605 N/mm.
Kw[front] = kw (front left) = kw (front right) Therefore, selecting stiffness of front as 74000N/m or
74N/mm.
Also,
Kw [Rear] = Spring rate(Ks)/ MR2
= 74/ (1.3537)2
KψF = π x (Tf)2 x (kwFL x kwFR) / 180 (kwFL + kwFR)
KwR =40.38 N/mm.
[22]
Kw[Rear] = kw (rear left) = kw (rear right)
KψF = π (1.25)2 x 52000 x 52000 / 180 x (52000 +
52000) Also,
KψF = 709.04Nm/deg KψR = π x (tr)2 x kwRL x kwRR/ 180 x (kwRL+kwRR)
622| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

KψR = π x (1.2)2 x 40380 x 40380 / 180 x

(40380+40380)
KψR = 507.43Nm/deg
Bolt Calculations
d = 3.453 mm
The bolts are standard parts and have a defined value
of yield strength. All bolts used in the Wheel Assembly Here bolt diameter is too small and such small rod end
are made up of a minimum of 12.9 Grade. is not available, so bolt size is M8 For Rear.

Syt = 640 N/mm2 Bolt of Push-Rod at Lower A-Arm and Bell Crank Mount
Factor of Safety = 2
Material = carbon steel – quench and tempered. The Bolt of Push-Rod at A-Arm and Bell Crank Mount
undergoes Shear stress due to effect of Vertical load at
Bolt of A-Arm at Upright Mount – Bump.
The Bolt of A-Arm at Upright mount undergoes Shear
stress due to effect of Longitudinal Load. Vertical Load at Bump (front) = 1986.53N
Vertical Load at Bump (Rear) = 2427.975N
Longitudinal Load = 882.9N

= 160 N/mm2
= 160 N/mm2

( )
( )

d = 2.0777 mm d = 3.122 mm

This is a critical fastener and undergoes dynamic As this bolt comes under high shear stress, so bolt size
conditions, so bolt size is M8 as per safety concern. is M8 For Push-Rod Mount on Lower A-Arm.

Bolt of A-Arm at chassis Mount

( )
The Bolt of A-Arm at Chassis mount undergoes Shear
stress due to effect of Vertical load at Bump.
Vertical Load at Bump (front) = 1986.53N
Vertical Load at Bump (Rear) = 2427.975N
d = 3.453 mm
As this bolt comes under high shear stress, so bracket
= 160 N/mm2 bolt size is M8 For Push-Rod Mount on Bell Crank.
Bolt of Shocks at Chassis and Bell Crank Mount

The Bolt of Shocks at Chassis and Bell Crank Mount

( )
undergoes Shear stress due to effect of Vertical load at
Bump.
Vertical Load at Bump (front) = 1986.53N
Vertical Load at Bump (Rear) = 2427.975N

d = 3.122 mm
Here bolt diameter is too small and such small rod end = 160 N/mm2
is not available, so bolt size is M8 For Front.

( ) ( )

623| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Solid Length (Ls)= n’ x d

=8.51 x 8
Ls = 68 mm

d = 3.122 mm Free length (Lf) = Ls + δ +(0.15 x δmax)

= 68 + 56 + (0.15 x 67)
Value is too small for practical use, Also, shocks are Lf= 135.2mm
having M8 bolt hole. so, bolt size is M8 For Shocks
Mount on Chassis. Pitch,
Lf=pn+2d
135=p x 6.51 + 2 x 8
( ) p=18.27mm

Helix Angle,
α = tan-1 (p/π D)
=tan-1 (18.27/ π x 48)
α = 6.9:
d = 3.453 mm
Rear Springs
Value is too small for practical use, Also, shocks are
Material EN-42J Grade 2
having M8 bolt hole. so, bolt size is M8 For Shocks
σut=615N/mm2
Mount on Bell Crank.
τ = σut /FOS
= σut/FOS
Spring Calculations
= 615/1.5
τ = 410 N/mm2
Front Springs,
Material EN-42J Grade 2
σut=615N/mm2 Pmax = 2306.24N
τ = σut/FOS Pmin = 809.325N
= 615/1.5 K=74N/mm2
τ = 410 N/mm2

Pmax = 1817.73N τ = 8PC / d2 π ^ Ks

Pmin = 662.175N Ks= 1+0.5/C
K=82N/mm2 Assume c=6,
Ks= 1+0.5/6
=1.0833
τ= 8PC / πd2 ^ Ks
Ks= 1+0.5/C Now,
410=8 x 2306.24 x 6/ π x d2 ^ 1.0833
Assume c=6, d=7.71=8mm
Ks= 1+0.5/6 d=8mm
=1.0833
C=D/d
Now, 6=D/8
410=8 x 1817.73 x 6/ π x d2 ^ 1.0833 D=48mm
d= 8.56 = 8mm K= Gd/8C3n
d= 8mm Assume, G=80 x 103 N/mm2
C=D/d 74= 80 x 103 x 8 / 8 x (6)3 x n
6=D/8 n=5.003
D= 48mm
we considered spring to be square and grounded.
K= Gd/8C3n n’=n+2
Assume, G=80 x 103 N/mm2 n’ =5.003+2
82= 80 x 103 x 8 / 8 x (6)3 x n n’= 7.003
n=6.51
solid length (Ls) = n’ x d
We considered spring to be square and grounded. =7.003 x 9
n’=n+2 Ls = 63 mm
n’ =6.51+2 Free length (Lf) = Ls+ δ +(0.15 x δmax)
n’= 8.51 = 63 + 65 + (0.15 x 77)
624| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Lf = 139.82mm = 140mm Front Upper A-Arm

Pitch,
Lf = pn+2d
140=p x 7.003 + 2 x 8
p=17.71mm

Helix Angle,
α= tan-1 (p/ D)
=tan-1 (17.71/ π x 48)
α=6.698:

4. Simulation Results

Front Lower A-Arm

Fig.48 Front Upper A-Arm Geometry

Fig.49 Total Deformation – Front Upper A-Arm

Fig.45 Front Lower A-Arm Geometry

Fig.50 Equivalent Stress – Front Upper A-Arm

Fig.46 Total Deformation – Front Lower A-Arm Rear Lower A-Arm

Fig.47 Equivalent Stress – Front Lower A-Arm Fig.51 Rear Lower A-Arm Geometry
625| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Fig.52 Total Deformation – Rear Lower A-Arm Fig.55 Total Deformation – Rear Upper A-Arm

Fig.53 Equivalent Stress – Rear Lower A-Arm Fig.56 Equivalent Stress – Rear Upper A-Arm

Rear Upper A-Arm Front Bell Crank

Fig.54 Rear Upper A-Arm Geometry Fig.57 Front Bell Crank Geometry
626| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

Fig.58 Total Deformation – Front Bell Crank Fig.61 Total Deformation – Rear Bell Crank

Fig.62 Equivalent Stress – Rear Bell Crank

Fig.59 Equivalent Stress – Front Bell Crank
Dynamic Analysis of Suspension System

Rear Bell Crank Dynamic analysis of suspension is done by using Lotus

Shark suspension analysis software. In that co-
ordinates of suspension points to arrange geometry of
suspension system and then by using the software the
Bump, Roll and Steering effect on dynamic conditions
were checked.

Fig.60 Rear Bell Crank Geometry Fig.63 Suspension Geometry in Lotus Shark
627| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

5. Results and Conclusions able to perform safely in real track condition as per
performance requirement.
Results
 More stability of vehicle is achieved due to References
negative camber angle as it provides more traction
and contact patch to the wheel during cornering. Florida International University, EML 4905 Senior Design
 Over-steer configuration enables good vehicle Project, Formula SAE Dynamics (Nov 2016). A B.S. Thesis
handling to the driver by reducing the required Prepared in Partial Fulfilment of The Requirement for The
Degree of Bachelor of Science in Mechanical Engineering
steering effort.
Abhijeet Das (2014), Virtual Prototype of Upright Assembly
 Aerodynamic stability is achieved by provision of of a Race Car for SUPRA SAEINDIA Competition.
low roll center height at the front of the vehicle. International Journal of Mechanical and Industrial
 As the C.G height is kept near to the ground the Technology, ISSN 2348-7593 (Online) Vol. 2, Issue 2, pp:
rolling effect of vehicle is reduced. (79-86)
 Anti-dive feature reduces the jerking effect at the Anshul Dhakar and Rishav Ranjan (2016), Force calculation
time of braking. in upright of a fsae race carvolume 7, Issue 2, pp. 168–176,
Article ID: IJMET_07_02_018 ISSN Print: 0976-6340 and
 Anti-squat feature reduces the jerking effect at the
ISSN Online: 0976-6359
time of high acceleration. Bin Zhu and Ning Sun (ICMEIS 2015), Design and
Optimization of FSAE Race Car suspension system. 3rd
Conclusion International Conference on Mechanical Engineering and
The purpose of this thesis project is not only to design Intelligent Systems
Josh Carrol, Lloyd Outten, Joseph Perry, Taylor Watkins,
and manufacture the suspension system for the car, but
(April 2013) “FormulaSAE Team Final Report”, Old
also to provide an in-depth study in the process taken Dominion University,
to arrive at the final design. With the overall design William Davis. Billy golfer, design and optimization of a
being carefully considered beforehand, the formula SAE racecar by Faculty of worcester polytechnic
manufacturing process being controlled closely, and institute, Project Number: MQP-DCP2012-A11-D12
that many design features have been proven effective Design Data Book by PSG College of Engineering, Published
within the performance requirement of the vehicle. by Kalaikathir Achchagam, ISBN – 978-51-927355-0-4
The FEA result indicates that the suspension system is Milliken and Milliken, Race Car Vehicle Dynamics published
by SAE International Carroll Smith, Tune to Win

628| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

629| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

630| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

631| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

632| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

633| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

634| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)
Ashish Avinash Vadhe Design and Optimization of Formula SAE Suspension system

635| International Journal of Current Engineering and Technology, Vol.8, No.3 (May/June 2018)