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uesin of a Formula 5tudent

kace Car 5prin-uamper 5ystem



M. 5mits, 0566985

uCT 2009.035
















8achelor Final Pro|ect


5upervisor: lr. .C.A. uekkers, 0emeenschappeli|ke Technische uienst (0Tu)

Technische universiteit indhoven
uepartment Mechanical nineerin
uynamics and Control Technoloy 0roup

indhoven, April, 2009

1
Contents

Introduction...........................................................................................................3
Chapter 1 5uspension system..........................................................................5
1.1 Front suspension system uk0/...............................................................5
1.2 5prin-damper system F5kT02, uk03 and uk0/..................................6
1.3 workin principle.....................................................................................6
1./ kequirements ..........................................................................................8
Chapter 2 front sprin-damper system...........................................................10
2.1 8ump system.........................................................................................10
Main rocker concepts ............................................................................................................. 11
Main rocker construction........................................................................................................ 13
kotary sensor ......................................................................................................................... 13
8ump motion ratio.................................................................................................................. 1/
8ump sprin........................................................................................................................... 15
2.2 Antiroll system.......................................................................................17
5tiffness calculation antiroll bar ............................................................................................. 17
5tress calculation antiroll bar ................................................................................................. 18
2.3 Play problem..........................................................................................18
2./ Collision failure......................................................................................19
2.5 Final desin ...........................................................................................20
Chapter 3 Rear sprin-damper system ...........................................................21
3.1 8ump system.........................................................................................21
Main rocker ............................................................................................................................ 21
uamper bracket...................................................................................................................... 23
3.2 Antiroll system.......................................................................................2/
Torsion bar ............................................................................................................................. 2/
Antiroll rocker ........................................................................................................................ 27
3.3 Collision failure......................................................................................29
3./ Final desin ...........................................................................................30
Chapter 4 Rear buIkhead ...............................................................................31
/.1 Concept choice ......................................................................................32
/.2 FM analysis..........................................................................................33
Load cases ............................................................................................................................. 35
Constraints ............................................................................................................................ /1
Mesh...................................................................................................................................... /1
kesults................................................................................................................................... /2
ConcIusion and recommendations........................................................................47
8ibIioraphy ........................................................................................................48
Appendix A Rotation point concept 1.................................................................49
Appendix 8 MuItiIink coordinates......................................................................50
Appendix C amper: Koni 26 12 series..............................................................51
Appendix 5RR contactIess rotary sensors ......................................................52
Appendix 5tiffness and stress definition of a tube ..........................................60
5tiffness calculation .........................................................................................60

2
5tress calculation.............................................................................................60
Appendix f Coordinates sprin-damper systems...............................................61
Front sprin-damper system..............................................................................61
kear sprin-damper system ..............................................................................62
Appendix C 8iII of MateriaIs ..............................................................................63
Appendix R MateriaI properties 34CrhiMo6.......................................................65
Appendix I MateriaI properties AI 6082 16........................................................67
Appendix } rawins front sprin-damper system.............................................68
Appendix K rawins rear sprin-damper system..............................................69


3
Introduction

university kacin indhoven (uk) is a team of 50 students who compete in the
Formula 5tudent competition. The competition bean in 1986 in the united 5tates.
The main oal was to brin automotive students and automotive companies
toether.

ln the beinnin the vehicles looked like o karts but the competition improved over
the years to very professional open wheel, sinle-seater racecars (see fiure 1).
Many new and innovative concepts made the cars o faster but also a lot more
complex. ln 1999, the competition came to urope. howadays, three uropean races
are available in the uK, 0ermany and ltaly.


fiure 1: 1he 2008 cars of Rennteam 5tuttart: F0711-3
1
(Ieft) and 0niversity Racin indhoven: 0R04 (riht)

5tudents et a lot of freedom in the desin of their car. The most important points a
Formula 5tudent car has to fulfill are:
A fully operational suspension system.
A four-stroke enine with a maximum of 610cc.
An inlet restrictor with a maximum diameter of 20mm.
A chassis that is desined conform some safety issues.

uk started this year with the build of their fifth car: the uk05. very year, the new
car became better then the previous car. howadays the team belons to the sub top
of the uropean Formula 5tudent teams.

The purpose of this assinment is to desin the sprin-damper system of the uk05.
Chapter 1 explains the functionality of the suspension components, the workin
principle of the sprin-damper system and the requirements. Chapter 2 and chapter
3 explain the lay-out and construction of respectively the front- and rear sprin-
damper systems. At last the rear bulkhead will be treated in chapter /. Fiure 2

1
www.rennteam-stuttart.de

/
shows the placement of the sprin-damper systems and the rear bulkhead in the
uk05.


fiure 2: PIacement components in 0R05


5
Chapter 1 5uspension system

5uspension is the term iven to the system of sprins, dampers and linkaes that
connects a vehicle to its wheels. hormally this system serves a dual purpose:
contributin to the car's handlin and keepin vehicle occupants comfortable. ln the
case of a race car the second purpose is not important.
The components of a suspension system will be explained with the help of the front
suspension system of the uk0/.

1.1 front suspension system 0R04
Central in the suspension system, the connection rods are placed. The kinematics
has been researched by a raduation assinment, which has been resulted in an
innovative full-multilink suspension. More information about this can be found in the
report "uevelopment and analysis of a multi-link suspension for racin applications"

2
. The rods connect the chassis to the upriht (number 1 in fiure 3), which contains
the wheel bearins and the brake caliper connection. The wheel hub (number 2 in
fiure 3) is placed inside the bearins, the wheel and brake disc are connected to
this hub.
An important part of the suspension system is the tire. lt has to transmit the drive,
brake and transversal forces from the car to the road surface.
The pull rod (number 3 in fiure 3) connects the upriht to the sprin-damper system
(number / in fiure 3). ln the next pararaph, it will be explained what kind of
sprin-damper systems have been used in previous uk cars and which system will
be used in the uk05.

fiure 3: front suspension system 0R04

2
uevelopment and analysis of a multi-link suspension for racin applications, w. Lamers, May 2008

6
1.2 5prin-damper system f5R102, 0R03 and 0R04
The F5kT02 (the first workin car of uk) and the uk03 are equipped with a fully
separated bump and anti-roll sprin-damper system. More about this system can be
found in the report "Chassis and suspension desin F5kT02"
3
. The sprin stiffness
and damper constant, respectively of the bump and anti-roll, can independently be
chosen. This system provides the possibility to use one sprin-damper unit to
control the bump movement, which means a lower mass for the sprin-dampers. 0n
the other hand the complexity of the system will lead to a hiher total mass, because
extra parts are needed.

The uk0/ is equipped with a more conventional sprin-damper system. ach wheel
is connected with a sprin-damper. An antiroll bar connects the riht to the left
wheel. ln contradiction to the previous system, this system is more commonly used
in race car desin. Therefore, a lot of information is available about how to work with
it and the uk manaement has determined to use the same sprin-damper system
concept for the uk05. ln the next pararaph will be explained how this kind of
sprin-damper systems works.

1.3 workin principIe
The sprin-damper system consists of two subsystems: the sprin-damper itself (see
number 1 in fiure /) and the antiroll-system (see number 3 in fiure /).
The sprins will extend and release the enery it absorbs from a bump at an
uncontrolled rate. The sprin will continue to bounce at its natural frequency until all
of the enery oriinally put into it, is used up. The dampers controls unwanted
sprin motion. They slow down and reduce the manitude of vibratory motions by
turnin the kinetic enery of suspension movement into heat enery that can be
dissipated throuh hydraulic fluid.
The antiroll system consists of a torsion bar with a lever on each side of it. lf the
moments of the levers are contrary to each other, the bar will be twisted. This will
result in an opposite reaction force.
A rotation point, called the main rocker (see number 2 in fiure /), connects the pull-
rod with the two subsystems. The eometry of the main rocker determines the
movements of the sprin-dampers and the antiroll system as the result of the
movement of the pull-rod.
Two extreme operatin states will be explained to show how the subsystems work
toether to control the suspension movements.
1. Cornerin situation
The car drives throuh a corner. Therefore one wheel moves up while the other
wheel moves down. This results in reversed anular rotations of the main
rockers. The anti-roll bar will be twisted, so that it will achieve a reaction force

3
Chassis and suspension desin F5kT02, A. van 8erkum, March 2006

7
restorin the former position. ln fiure /, the direction of the movements in
cornerin situation can be seen.
2. 8ump situation (see fiure /)
The car drives over a threshold. Therefore the riht and left wheel travels are the
same. This results in the same anular rotations of the left and riht main
rockers. Therefore the dampers are actuated in the same manner while the anti-
roll bar will not be actuated. ln fiure /, the direction of the movements in bump
situation can be seen.


fiure 4: workin principaI sprin-damper system


8
1.4 Requirements
After determinin the suspension system concept, the requirements the system has
to meet have to be determined.
First, the uk manaement determined the followin eneral requirements:
1. Rih reliability
2. Low center of ravity
3. Low weiht
/. Low production costs. The costs of the sinle part production, called the
actual costs and the costs based on a production of 1000 carsJyear, called
the fictive costs, have to be taken into account. The actual costs are relevant
to reduce the prototype buildin costs while the fictive costs are relevant to
win the cost event durin competition.
5. Must comply to the rules of F5A
/


hext to the eneral requirements, the sprin-damper system has to meet specific
requirements:
6. The motion ratio has to meet a certain value.
7. The anti-roll system has to be ad|ustable. This can be used to control the
handlin of the car (over-Jundersteer). The system has to provide 100%
ad|ustment in each direction. The stiffness has to be two times weaker and
two times stiffer. The possibilities of a continuously vs. a non-continuously
variable system have to be considered.
8. 0ood accessibility is needed to make a quick ad|ustment possible.
This is very important, because little time is available between the events,
durin competition.
9. The wheel displacement has to be measured with interated sensors.
This is important durin test phase to improve the handlin of the car.
10. The system has to be free of play.
11. To determine the stiffness of the anti-roll bars and the bump sprins, Marno
Ropmans
5
has been asked to ive an advice. Re uses an advanced vehicle
model to predict the vehicle dynamics of the car. From his advice the front
antiroll bar stiffness is 500 hmJkad and the rear antiroll bar stiffness /00
hmJkad. Re advised to use a bump sprin with a stiffness of 61000 hJm.
12. For optimal workin of the suspension system, friction has to be kept low.
13. The strenth of the components has to be calculated by hand or analyzed by
a FM-analysis.


/
F5A rules, www.formulastudent.com
5
Tire desin uk05, Marno Ropmans

9
The desin team of the uk05 consists of about 30 people. To enable parallel
desinin and due to the rules as mentioned above, the followin requirements have
to be met:
1/. The coordinates of the multi-link suspension are established in the beinnin
of the year. These are calculated by willem-|an Lamers
2
, and the same as on
the uk0/ (see appendix 8).
15. The front sprin-damper system has to be beneath the driver-template. All
about the driver-template can be read in article /.1 and /.2 of the rules
/
.
16. The minimum round clearance is prescribed by rule 6.2
/
:
6.2 The round clearance must be sufficient to prevent any portion of the car (other than
tires) from touchin the round durin track events, and with the driver aboard there must be
a minimum of 25./ mm (1 inch) of static round clearance under the complete car at all
times.
To prevent the suspension system of hittin the round, the system has to be
above a z-coordinate of 30 mm.
17. The minimum wheel travel is prescribed by rule 6.1.1
/
:
6.1.1 The car must be equipped with a fully operational suspension system with shock
absorbers front and rear, with usable wheel travel of at least 50.8 mm (2 inches), 25./ mm (1
inch) |ounce and 25./ mm (1 inch) rebound, with driver seated. The |udes reserve the riht
to disqualify cars which do not represent a serious attempt at an operational suspension
system or which demonstrate handlin inappropriate for an autocross circuit.

After explainin the concept choice and the requirements, this information can be
used for the desin of the sprin-damper system of the uk05.

10
Chapter 2 front sprin-damper system

The system has to meet the requirements mentioned in chapter 1: the dampers have
fixed lenth, the multilink rods are prescribed, the template has to be taken into
account, the system has to be above round clearance (fiure 5), etc. Moreover, the
system has to meet the riht motion ratio. 0n top of that there has to be space for
the antiroll system. Much lay-out passed in review before all requirements have
been met.

fiure 5: Cround cIearance (bIue) and tempIate (red)

2.1 8ump system
The bump system contains the sprin, damper and the main rocker.
This system has to meet the followin demands:
1. The pull rod, the points on the main rocker and the damper have to lie in
the same plane, the workin plane called. That's important because this
way no bendin forces on the brackets and the main rocker will be
applied. This will be considered in neutral position of the upriht.
2. The system will be attached underside the monocoque because of ood
accessibility and low centre of ravity.
3. The dampers that have to be used are of K0hl, because they are a
sponsor. The 2612 series (see appendix C) has been chosen because of
their low weiht. Additional advantae is that the minimum stroke
matches the required stroke. The required stroke is the minimum wheel
travel multiplied by the motion ratio:
[ ] mm Stroke
dampers
4 . 25 5 . 0 * 8 . 50 = =
The minimum stroke of the 2612 series is 29 mm.
/. Preferably the dampers are placed as close as possible to the rear of the
car, because the dampers represent the hihest weiht. 8ecause of the
maneuverability of the car, components have to be placed as close as
possible to the centre of mass.


11
Main rocker concepts
1
st
concept
The first concept of the main rocker can be seen in fiure 6. ln appendix A, more
views are available. The bearin holder is placed between the plates of the main
rocker. 5o the connections to the damper and to the pull rod have to be placed
outside the bearin holder (in the fiure above the bearin holder). 8ecause the
bearin holder is placed perpendicular to the monocoque, the bearin holder mainly
applies normal forces to the chassis (yellow arrows).

fiure 6: Main rocker concept 1

After this, the workin plane has been determined. 8ecause the coordinates of the
pull rod can't be chaned, this plane will be constructed throuh the pull rod axis
and an arbitrary point. This will be called the reference plane (see fiure 7). This
plane or every anular rotation of this plane can be used as the workin plane. Four
different planes can be seen in fiure 7. The only usable workin plane is the one,
whereby the plane has a rotation of 15 derees in comparison to the reference
plane. ln the other cases the damper will be under the round clearance plane or will
collide with a connection rod.

fiure 7: workin pIane definition (side view)

12
After determinin the position of the damper and the main rocker, the compatibility
of this system with the chassis has to be taken into account. Therefore, the help of
the chassis desiner, |annis van Kerkhoven
6
, has been asked. uue to the fact that
the damper mountin point comes in conflict with the multi link connection rod
mountin point, this lay-out can't be used.
Moreover the bearin holder of the rotation point achieves normal forces to the
monocoque. That isn't wanted because the carbon monocoque is better resist
aainst shear forces instead of normal forces.

2
nd
concept
Points of departure for the second concept are the problems learnt from the first. To
ensure the rotation point mainly transmits the force to the chassis by shear, the
concept as can be seen in fiure 8, has been chosen. The disadvantae of this
concept is the applied bendin force on the axle.


fiure 8: Main rocker concept 2

To ensure the damper doesn't conflict with the multilink connection rods, the
damper to chassis mountin place have to be defined with care. A usable place is
the space between the left and riht mountins of connection rod 1 and before
connection rod 1 in x-direction (see fiure 9). ln this way, connection rod 1 and the
damper can be attached to the monocoque by a sinle bracket.


fiure 9: 5ide view and bottom view front suspension system

6
uesin of a formula student race car chassis, |annis u.0. van Kerkhoven, uecember 2008

13
Main rocker construction
An exploded view of the main rocker can be seen in fiure 10. 8ecause of the applied
bendin force, the rotation axle has been made of 3/CrhiMo6 instead of aluminum.
This axle will be lued and bolted to the monocoque by the round flane. The rocker
has been made of 3 millimeters thick aluminum plates, so they can simply be
produced by laser cuttin. The main rocker plates will be press fitted to the bearin
holder. 8esides that, a c-clip has been used for extra safety. The bearin holder
contains 1 bearin each side. A spacer has been placed between the bearins to
fixate the distance between the inner shells of the bearins. That's essential
because otherwise the inner shells are moved towards each other after tihtenin
the nut.

fiure 10: xpIode view main rocker front

Rotary sensor
To improve the vehicle dynamics, the rotation of the main rocker has to be
measured. This will be done by a contactless rotary sensor of Penny & 0iles. The
5kR280 with shaft style u and cable A (see appendix u) will be used. This sensor has
been specially developed to provide maximum performance under extremes of
temperature, humidity, vibration, shock and immersion.


fiure 11: Rotary sensor: 5RR280

1/
The u-shaft of the sensor will be connected to the axle of the main rocker with a set
screw. The case of the sensor has been connected to the main rocker, so the case
rotates while the shaft will hold its position, as can be seen in fiure 12.


fiure 12: Rotary sensor mountin

8ump motion ratio
The bump motion ratio is determined by the damper travel divided by the wheel
travel:
wheel
damper
bump
x
x
MR =
The velocity of the dampers is dependent on the motion ratio. For the performance of
the damper, it's necessary that the velocity of the damper is within a certain rane.
8ecause the dampers are custom made by K0hl, the motion ratio has been
determined in association with them. They advised to use a motion ratio of , to
ensure the velocity of the damper will be acceptable.

8ecause the main rocker rotates and the anle of the pull rod to the main rocker
chanes durin wheel travel, the relation between the motion ratio and the wheel
travel is a complex function. Therefore the vehicle model, made by willem-|an
Lamers
2
and Marno hopmans
5
, will be used to analyze this. ln that way it's possible
to analyze the motion ratio by movin the uprihts up and down. The simulation will
move the upriht from the full rebound position to the full bump position in one
second. The motion ratio has been plotted to the time. The required value has been
reached by manual iteration. The result can be seen in fiure 13.


15

fiure 13: Motion ratio bump front-suspension

ln fact the requirement can't be exactly realized because the function of the motion
ratio is a non linear function. Rowever, the value has to be within a tolerance of + 2%
to be acceptable.

8ump sprin
The main function of the bump sprins is absorbin enery of bump movements.
Moreover, the bump sprins will be used to tune the ride heiht and the static
weiht distribution. The dampers are provided with thread and a scale to make
ad|ustin of the sprin lenth possible.

The sprins are custom made in cooperation with Merwede. The desin
requirements are:
1. 5tiffness of 61000 hJm
2. Lenth of 100 mm
3. The minimum inner diameter of the sprin is required by the outer diameter
of the damper. The outer diameter of the damper is 1.88 inch=/7.75 mm, so
the inner diameter of the sprin has to be reater than this value.
/. Maximum outer diameter of 67.75 mm to prevent collisions.

8esides that, some constraints are present as the result of the production process:
5. The thread diameter isn't available in each thickness.
6. The sprin will be produced by windin a wire on a rod. 5o the inner diameter
is required by the tools that are available.
7. The material that will be used is chrome silicon alloy steel wire. The modulus
of riidity of this material is 79.3 0Pa and the tensile strenth is 1620 MPa
7
.

7
www.triboloy-abc.comJcalculatorsJproperties_of_common_sprin_materials.pdf

16

The followin values are determined in cooperation with Merwede:


fiure 14: 1ypicaI compressin sprin
8


[ ]
[ ]
[ ]
[ ]
[ ] Pa G
m
N
k
c
d
D
c
m D
m d
9
3
3
3
3
10 3 . 79
61000
2 . 6
10 9
10 8 . 55
10 8 . 55
10 9
=

=
=

=
=
=



The followin equation
8
can be used to calculate the number of coils:
6
5 . 0 2 . 6
2 . 6
61000 * 2 . 6 * 8
10 9 * 10 3 . 69
5 . 0 8
2
2
3
3 9
2
2
3
=

+

=

+
=

c
c
k c
Gd
n

The followin equation
8
calculates the maximum load that can be applied on the
sprin:
[ ]
[ ]
[ ]
[ ]
[ ]
[ ] N F
Pa
K
c
c c
c
K
N
DK
d
F
w
w
w
4000
24 . 1 * 10 8 . 55 * 8
) 10 9 ( * * 10 935
10 935 10 1620 *
3
1
24 . 1
2 . 6
615 . 0
4 2 . 6 * 4
1 2 . 6 * 4
2 . 6
615 . 0
4 4
1 4
8
3
3 3 6
max
6 6
max
3
max
max

= =
= +

=
+

=
=



The sprin meets the requirements because of the maximum force that will be
applied on the sprin is 2300h (see chapter /.2 for the explanation).
The same sprin will be used for the rear suspension system.


8
www.roymech.co.ukJuseful_TablesJ5prinsJ5prins_helical.html

17
2.2 AntiroII system
The antiroll system consists of a torsion bar with a lever on each side: called the
antiroll rockers. The antiroll rocker plates are made of 2 mm thick steel. They will be
welded to a spline bushin. A spline connection has been used to mount the antiroll
rocker to the antiroll bar. Calculations about the spline connection and the ad|ustin
system can be read in chapter 3. The bearin holder connects the antiroll bar to the
chassis. A Teflon spacer will be used to prevent collisions between the antiroll rocker
and this bearin holder. The antiroll rockers will be connected to the main rockers by
carbon rods with lued aluminum inserts, the same concept has been used for the
connection rods of the multilink suspension.


fiure 15: xpIoded view antiroII system front

5tiffness caIcuIation antiroII bar
The stiffness of the torsion bar has to be 500 hmJrad. The material that has been
used is 3/CrhiMo6. The dimensions of the bar will be calculated with the help of
appendix :
( )
[ ]
[ ]
[ ]
[ ]
( )
[ ] m r
m r
m l
rad Nm k
Pa E
v
m r
E
l v k
r
front torsionbar o
i
i o
3
4
2
9 , ,
9
4
4
10 99 . 5 0
10 200 *
311 . 0 * 3 . 0 1 * 4 * 500
] [ 0
311 . 0
/ 400
10 200
3 . 0
*
* 1 * 4 *

= +

+
=

=
=
=
=
=
+
+
=



18
5tress caIcuIation antiroII bar
The von Mises yield criterion
9
suests that the shear stress of a material is 3
times lower than the yield stress. Therefore the maximum shear stress for
3/CrhiMo6 is:
[ ] Pa
CrNiMo yield
CrNiMo
6
6
6 34 ,
6 34 max,
10 398
3
10 690
3
=

= =



Appendix has been used to prove that the maximum stress in the front antiroll bar
will be acceptable:
( )
[ ]
[ ]
[ ]
( )
[ ] pa
Nm T
m r
m r
Pa
r r
T r
front torsionbar
i
o
i o
o
6 6
4
3
3
, max,
3
4 4 max
398 10 7 . 97
0 99 . 5 *
2 * 33 * 10 99 . 5
33
] [ 0
10 99 . 5
*
2 * *
=

=
=
=



2.3 PIay probIem
The suspension system of the uk0/ is troubled with unacceptable play, especially
in the ball |oints. Rowever, this part can't be improved, the other parts have to be
desined free of play as best as possible.
A solution to this problem is the use of hardened steel inserts produced with hih
accuracy. very connection has been provided with this kind of inserts. The inserts
are press fitted to the brackets and the rockers. The ball |oints are connected to the
inserts with the help of dowels. Those are bolts with an accurate shaft diameter,
that's necessary to minimize the play between the dowel and the ball |oint. To
enable disassemblin, the inner diameters of the inserts have been provided with
slide fittins. An assembly of the above described connection can be seen in fiure
16.

fiure 16: 5ection view assembIy doweI

9
von Mises, k. (1913). Mechanik der Festen Korper im plastisch deformablen Zustand. 0ottin. hachr.
Math. Phys., vol. 1, pp. 582-592

19
2.4 CoIIision faiIure
At last the system has been checked with a movable assembly. This is a very stron
and simple tool to check the system for collision failures (see fiure 17). The wheel
can be virtually moved up and down, while the suspension system moves in a
realistic way. Also, the shape of the main rocker could be defined to ensure the main
rocker doesn't collide with the damper in full bump situation.


fiure 17: CoIIision faiIure check front suspension system

20
2.5 finaI desin
The final desin of the front sprin-damper system can be seen in fiure 18. The
drawins can be found in Appendix |.


fiure 18: finaI desin front sprin-damper system

The correspondin coordinates of the front sprin-damper system can be read in
appendix F.


21
Chapter 3 Rear sprin-damper system

The lay-out of the rear sprin-damper system of the uk0/ has been used as startin
point for the desin of the sprin-damper system of the uk05. The system of the
uk0/ meets important requirements as accessibility, low centre of ravity and
reliability. hevertheless, some parts have to be studied.

3.1 8ump system
Main rocker
The main rocker connects the push rod to the damper and the antiroll system. The
main rocker consists of two aluminum plates of 2 mm thickness, called the main
rocker plates (see fiure 19).

fiure 19: Main rocker

The main rocker plates are connected to each other by another plate to prevent
bendin of the main rocker (see fiure 20). To make disassemblin possible, the
anti-bendin plate has been provided with tooth which fit into rectanular holes of
the main rocker plates.


fiure 20: Anti-bendin pIate

22
The main rocker is provided with a pivot point. ln fiure 21, a section view can be
seen. The bearin holder connects the main rocker to the chassis and is provided
with two ball bearins. The axle consists of two parts which will be connected by a
C-clip. The main rocker plates will also be connected to the axle by C-clips.


fiure 21: Pivot point main rocker rear

The bearin holder has been optimized with a FM analysis. The applied force used
in the analysis is 2*3600=7200 h (see chapter /.2 for the explanation). The bearin
holder will be made of Al 6082 T6, which has a yield tensile strenth of 250 MPa. As
can be seen in fiure 22, the maximum stresses in the bearin holder will be 177
MPa.


fiure 22: Contour pIot von Mises stress in bearin hoIder

23
amper bracket
The damper brackets connect the dampers to the rear bulkhead. They have been
combined with the quick |ack mountin (see fiure 23). The quick |ack will be lued
to the brackets. A quick |ack is an obliatory component of a Formula 5tudent car
which will be used by the event marshals to move a disabled vehicle off the track.


fiure 23: amper brackets and quick |ack

The damper brackets have been optimized with a FM analysis. The applied force
used in the analysis is 2*2300=/600 h (see chapter /.2 for the explanation). The
bearin holder will be made of 3/CrhiMo6, which has a yield tensile strenth of 690
MPa. As can be seen in fiure 2/, the maximum stresses in the bracket will be /83
MPa.

fiure 24: Contour pIot von Mises stress in damper bracket

2/
3.2 AntiroII system
The antiroll system consists of a torsion bar with a lever on each side, called the
antiroll rockers. The antiroll rockers will be connected to the main rockers with
carbon rods.


fiure 25: Rear suspension system

1orsion bar
The rear torsion bar can't be desined as a simple bar as the front torsion bar,
because the distance between the riht and the left antiroll rocker is |ust 38 mm. A
torsion bar of that lenth will fail as the result of too hih stresses. Therefore the
torsion bar has been extended with the help of the so called around tubes, as can be
seen in fiure 26.


fiure 26: AntiroII system rear

25
5tiffness caIcuIation:
8ecause of the requirements, the stiffness of the rear torsion bar has to be /00
hmJrad. The material that will be used is 3/CrhiMo6. The dimensions of the bar will
be calculated with the help of appendix :
( )
[ ]
[ ]
[ ]
[ ]
( )
[ ] m r
m r
m l
rad Nm k
Pa E
v
m r
E
l v k
r
rear torsionbar o
i
i o
3
4
2
9 , ,
9
4
4
10 07 . 5 0
10 200 *
200 . 0 * 3 . 0 1 * 4 * 400
] [ 0
200 . 0
/ 400
10 200
3 . 0
*
* 1 * 4 *

= +

+
=

=
=
=
=
=
+
+
=


The stiffness of the around tubes have to take into account, because they form part
of the total stiffness. The stiffness of an around tube is:

( )
( )
( ) ( ) ( )
( )
[ ] rad Nm k
l
v
E
r
r
rad
Nm
l v
E r r
k
aroundtube i
o
i o
/ 8917
10 80 * 3 . 0 1 * 4
10 200 * 10 8 10 10 *
10 80
3 . 0
10 200
10 8
10 10
* 1 * 4
* *
3
9
4
3
4
3
3
9
3
3
4 4
=
+

=

=
=
=
=
=


8ecause the around tubes are 22 times stiffer than the torsion bar it selves, the
effect of these tubes on the stiffness can be nelected.

5tress caIcuIation:
The von Mises yield criterion
9
suests that the shear stress of a material is 3
times lower than the yield stress. Therefore the maximum shear stress for
3/CrhiMo6 is:
[ ] Pa
CrNiMo yield
CrNiMo
6
6
6 34 ,
6 34 max,
10 398
3
10 690
3
=

= =




26
The maximum stress in the rear antiroll bar will be calculated with the help of
appendix :

( )
[ ]
[ ]
[ ]
( )
[ ] pa
Nm T
m r
m r
Pa
r r
T r
rear torsionbar
i
o
i o
o
6 6
4
3
3
, max,
3
4 4 max
398 10 186
0 07 . 5 *
2 * 38 * 10 07 . 5
38
] [ 0
10 07 . 5
*
2 * *
=

=
=
=



5pIine connection:
The antiroll bar has been attached to the around tubes with the help of a spline
connection. The spline connection of the rear antiroll bar is more critical than the
front because the diameter is smaller and the applied torque is hiher. Therefore
only the rear spline connection has to be calculated.

The stress in the spline connection can be calculated by:

( ) ( ) [ ]
[ ]
[ ] Pa
N
arm
T
F
m l r Area
spline
spline
spline
6
4
2
2
3
2 4 3 3
10 16
10 7 . 4
10 76
10 76
10 5
38
10 7 . 4 10 15 * 10 5 * * 2 * * * 2
=

= =
= = =



The around tubes are made of steel-37 which can handle a maximum shear stress of:

[ ] Pa
steel yield
steel
6
6
36 ,
36 max,
10 144
3
10 250
3
=

= =



Therefore the safety factor of the spline connection is, 9
10 16
10 144
6
6
=



27
AntiroII rocker
The vehicle roll stiffness has to be ad|ustable from
vehicle roll
k
,
* 2 to
vehicle roll
k
,
* 2 1 , as
required. Therefore the antiroll system stiffness has to be ad|ustable from
torsionbar
k * 2 to
torsionbar
k * 2 1 . This will be done by varyin the lenth of the lever.

lt's wanted to keep the initial lenth of the lever short as possible because the
maximum anle between the connection rod and the main rocker increases throuh
increasin the initial lenth. That isn't wanted because the hiher the anle is, the
hiher the bendin forces applied to the main rocker will be. To keep the roll rocker
lenth short, it's preferable to place the antiroll bar at the left side of the rear
bulkhead as can be seen in the riht case of fiure 27.


fiure 27: 5ide view of antiroII rocker concepts

The ad|ustin system can make use of a continuously or a non-continuously variable
system. The uk0/ has been provided with a non-continuously variable system,
which makes use of a slotted hole. The bolt has to keep position by friction. lf the
bolt has badly tihtened, the setup could chane while drivin. Another
disadvantae is the reproducibility, i.e. it's hard to repeat the desired setup.
Advantae of the continuously variable system is the possibility to use any desired
stiffness.
8ecause of the disadvantaes mentioned above, the uk05 will use a non-
continuously system. The antiroll rockers will be provided with 9 holes. ln this way,
the front and rear systems provide 81 vehicle roll stiffness setups. The anti roll
rockers have to be bi enouh to provide space for the 9 holes. Therefore the antiroll

28
bar has to be positioned at the riht side of the bulkhead, as can be seen in the left
case of picture 27.

Ad|ustin the antiroll stiffness has to be done easy and quickly. 8ecause the car
setup has to be chaned between the events durin competition, it has to take little
time. Therefore the ball |oint have been connected to the antiroll rocker with the help
of two spacers (see fiure 28). These spacers slide into each other to prevent them
fallin apart when the bolt will be removed.


fiure 28: AntiroII rocker mountin


29
3.3 CoIIision faiIure
At last the rear suspension system has been checked for collision failure. ln this way
collision failure between the antiroll rocker and the quick |ack has been solved. Also
collision failure between the antiroll rocker and the rear bulkhead has been solved
(see fiure 29).


fiure 29: CoIIision faiIure check rear suspension


30
3.4 finaI desin
The final desin of the rear sprin-damper system can be seen in fiure 30. The
drawins can be found in appendix K.


fiure 30: finaI desin rear sprin-damper system

The correspondin coordinates of the rear sprin-damper system can be found in
appendix F.


31
Chapter 4 Rear buIkhead

The rear bulkhead is the rear end of the chassis, it provides connections for the
sprin-damper system, the multilink suspension and the enine plates. ln total, 1/
parts have to be connected to the bulkhead. The bulkhead has to transmit the
applied forces to 3 frame mountins, this can be seen in fiure 31.
The enine plates ensure the mountin of the enine to the chassis. More
information about the desin of the enine plates can be found in the report "uesin
of the drive train for a Formula 5tudent race car"
10
.


fiure 31: Parts which have to be connected to rear buIkhead


10 uesin of the drive train for a Formula 5tudent race car, T.u. 8akker, 2009


32
4.1 Concept choice

Two main concepts can be used for the bulkhead:
1. 5pace frame construction of tubes with welded brackets as connection
points.
2. Milled plate with interated connection points.

First the actual costs and the fictive costs will be evaluated. The eometry of the rear
bulkhead made by concept 2 is hih, therefore it has to be produced with a 5 axle
ChC millin machine. Concept 1 is simpler to produce, but a weld model is
necessary to weld the brackets at the riht position to each other. This model will be
complex and expensive. Concludin, the actual costs of concept 2 are lower than
concept 1 while the opposite obtains for the fictive costs, because the weld model
can be marked out over 1000 pieces.
Moreover the actual delivery time of concept 1 is hiher than concept 2. This is an
important issue because the quicker the car will be finished, the more the car could
be tested which improves the reliability. The fictive delivery time doesn't differ
because both production methods can be automated.
Another important difference of the concepts is the accuracy of the production
methods. Millin is more accurate than weldin. For optimal vehicle dynamics, the
kinematics of the multi-link suspension has been calculated exactly. 8ecause of the
influence of the accuracy of the suspension points on the vehicle dynamics has
never been researched, there will be aimed for a hih accuracy.
Concludin the above considerations, the second concept has been chosen because
of the low actual costs, the low actual delivery time and the hih accuracy. Table 1
shows a comparison of the advantaes and the disadvantaes of the concepts.

1. weIded space frame
rear buIkhead
2. MiIIed pIate rear
buIkhead
ActuaI costs (based on the
prototype production)
-- ++
fictive Costs (based on a
production of 1000 cars]year)
++ --
eIivery time (actuaI) - +
Accuracy - ++
1abIe 1: Comparison rear buIkhead concepts


33
4.2 fM anaIysis
A FM (=Finite lements Method) analysis has been used to optimize the rear
bulkhead. The quality of such analysis is dependent on the reality of the simulation,
the more the simulation approaches reality, the more the results are reliable.
Therefore, it's important to use the riht load cases, the riht constraints and a
sufficiently accurate mesh. 0n the other hand it's important to simplify the model to
reduce simulation times. Therefore, simplifications have only been done if the
influence is acceptable.

The forces due to the multilink connection rods act on the bulkhead in a direct way.
8ut the forces due to the dampers, the main rockers, the antiroll system and the
enine plates act on the bulkhead via another part. For example in the case of the
damper, the force will be transmitted to the rear bulkhead via the damper bracket.
Therefore, an assembly of the rear bulkhead, the brackets and bearin holders has
been used to apply the forces.
u05 hX 5.0 provides functionality to simulate assemblies in the 'advanced
simulation' module. ln addition to a sinle part FM analysis, which can be done in
the 'desin simulation' module, it has to be defined how the parts are connected to
each other. This can be done by the so called 'simulation ob|ect type' function. ln
this way, parts can be lued or connected with a defined amount of friction to each
other. To test the usefulness of this application a simple test has been done. The
assembly, used for this test, consists of a damper bracket which has been connected
to the rear bulkhead by two bolts. The result of the test can be seen in fiure 32.


fiure 32: Contour pIot of the von Mises stress in the part

3/
Advantae of this kind of simulation is that the results are realistic but disadvantae
is the hih complexity of the analysis. The biest problem is the hih solvin time
of this kind of analysis. The computer takes 20 minutes to solve this simple
assembly. 5olvin the whole model will lead to unacceptable simulation time,
because it contains 17 of that kind of connections.
Therefore the first simplification which has been made is to use a sinle part,
instead of an assembly. The damper mountin brackets and bearin holders are
united to the bulkhead to et one sinle part file which can be analyzed (see fiure
33). The damper mountin brackets and the bearin holders will be used to apply
the forces.


fiure 33: 0nited part rear buIkhead

lt looks evident to simulate a half part, but that is not possible because the
mountin points of the enine plates and the load case in corner situation are not
symmetric.

35
Load cases
For a realistic FM analysis, the riht load case has to be used. The analysis is based
on / load cases: bump, acceleration, brake and cornerin. The forces are obtained
from the dynamical analyses resultin by the multilink assinment of w. Lamers
2
.

1. 8ump load case: The car drives over a beam with cross section of /0mmX/0mm.
The applied forces in this bump situation can be seen in fiure 3/.


fiure 34: 8ump Ioad case


36
2. Acceleration load case: The car accelerates with 1. The applied forces can be
seen in fiure 35.

fiure 35: AcceIeration Ioad case

3. 8rakin load case: The car brakes with 1.7. The applied forces can be seen in
fiure 36.

fiure 36: 8rakin Ioad case

37
/. Cornerin load case: The car drives throuh a slalom. ln this situation the antiroll
system will be actuated, the manitudes of the forces depend on the stiffness of
the antiroll bar. The limit scenarios for antiroll bar stiffness, =
r antirollba
k and
0 =
r antirollba
k , will be taken into account.

/.a. Cornerin load case with [ ] rad Nm k
r antirollba
/ =

The forces
= k corner roll
F
, ,
and
= k corner damper
F
, ,
will be calculated because they do not
directly follow from the dynamical analysis. This will be done by applyin the
momentum rule on the riht and left main rockers. A schematic overview can be seen
in fiure 37.


fiure 37: Cornerin Ioad case with =
r antirollba
k

8y the momentum rule applied on the left main rocker can be proved that:
0 * * * 0
2 , , , 3 , , , 1 , , , 6
= + =
= = =
l F l F l F M
left k corner damper left k corner roll left k corner left
/.1

8y the momentum rule applied on the riht main rocker can be proved that:
0 * * * 0
2 , , , 3 , , , 1 , , , 6
= + =
= = =
l F l F l F M
right k corner damper right k corner roll right k corner right
/.2

8ecause =
r antirollba
k the riht and left bump forces are equal:
= = =
= =
k corner damper right k corner damper left k corner damper
F F F
, , , , , , , ,
/.3

The main rockers are connected by the antiroll system. 8ecause of symmetry and the
3
rd
hewtons law:
right k corner roll left k corner roll
F F
, , , , , , = =
= /./

8y the dynamical analyses follows that:
N F
left k corner
350
, , , 6
=
=
and N F
right k corner
1900
, , , 6
=
=
/.5

38
Combinin equation /.1, /.2, /.3, /./ and /.5ives:
( ) ( ) [ ] N F F
l
l
F
right k corner left k corner k corner damper
1300 1900 350 *
5 . 55 * 2
5 . 63
*
* 2
, , , 6 , , , 6
2
1
, ,
+ = + =
= = =

And
[ ] N
l
l F l F
F
left k corner k corner damper
k corner roll
500
110
5 . 63 * 350 5 . 55 * 1300
* *
3
1 , , , 6 2 , ,
, ,

=
= =
=


The applied forces in this case (cornerin with =
r antirollba
k ), resultin from the
above equations and the dynamical analysis, can be seen in fiure 38.


fiure 38: Cornerin Ioad case with [ ] rad Nm k
r antirollba
/ =


39
/.b. Cornerin load case with [ ] rad Nm k
r antirollba
/ 0 = , i.e. there isn't an antiroll-bar.

The forces
0 , , = k corner roll
F and
0 , , = k corner damper
F will be calculated by the momentum rule
applied on the riht and left main rockers. A schematic overview can be seen in
fiure 39.


fiure 39: Cornerin Ioad case with [ ] rad Nm k
r antirollba
/ 0 =

8y the momentum rule applied on the left main rocker can be proved that:
[ ] N
l
l F l F
F
l F l F l F M
left k corner roll left k corner
left k corner damper
left k corner damper left k corner roll left k corner left
400
5 . 55
110 * 0 5 . 63 * 350
* *
0 * * * 0
2
3 , 0 , , 1 , 0 , , 6
, 0 , ,
2 , 0 , , 3 , 0 , , 1 , 0 , , 6

+
=
+
=
= + =
= =
=
= = =


8y the momentum rule applied on the riht main rocker can be proved that:
[ ] N
l
l F l F
F
l F l F l F M
right k corner roll right k corner
right k corner damper
right k corner damper right k corner roll right k corner right
2200
5 . 55
110 * 0 5 . 63 * 1900
* *
0 * * * 0
2
3 , 0 , , 1 , 0 , , 6
, 0 , ,
2 , 0 , , 3 , 0 , , 1 , 0 , , 6

+
=

=
= + + =
= =
=
= = =


/0
The applied forces in this case (cornerin with 0 =
r antirollba
k ), resultin from the above
equations and the dynamical analysis, can be seen in fiure /0.


fiure 40: Cornerin Ioad case with 0 =
r antirollba
k


The l
st
till the lll
rd
load case can be reduced to 1 case because the directions of the
forces are the same and the manitudes of the forces are maximal in bump situation.
Therefore only the bump load case and the cornerin load case will be analyzed.
The forces of the load cases will be multiplied by a safety factor of 2 for the FM
analysis.
The main rocker plate won't be taken into account in the analysis, therefore the
resultin force of the forces actin on the main rocker will be calculated. The
resultant will be applied on the main rocker bearin holder.

/1
Constraints
The rear bulkhead has been mounted to the tubular frame by 3 points, as can be
seen in fiure /1. The upper points have been connected to the main roll hoop by
two tubes each. These tubes are connected to the main hoop straiht above each
other. 5o the upper mountin points can freely translate in the y-direction. Therefore
these points will only be fixed in the z-direction and the x-direction.
Analoue to the upper mountin points, it can be proved that the lowest mountin
point can freely translate in the z-direction. 5o the x-displacement and the y-
displacements of this point will be fixed.

fiure 41: Mountin points rear buIkhead
Mesh
ln eneral, the mesh will be enerated automatically. The smaller the size of the
mesh, the more accurate the simulation will be and the solvin time will increase.
A small mesh size is mainly necessary in reions of complex eometry. ln reions of
simple eometry a rouher mesh size can be enouh. ln practice, this can be
realized by first makin a small 2-u mesh at the critical places (see the left picture of
fiure /2). This can be done in the 'advanced simulation' module. After that a 3-u
mesh has to be enerated. This 3-u mesh will meet the nodes of the 2-u mesh while
it becomes of reater mesh size in the reions where no 2-u mesh has been defined
(see the riht picture of fiure /2). Finally, the 2-u mesh has to be removed because
multiple meshes will cause simulation errors. ln this way the accuracy will decrease
while the solvin time can be kept under control.

fiure 42: 2- mesh (Ieft), 3- mesh (riht)

/2
ResuIts
5tartin point of the desin is a plate aluminum 6082 T6 (see appendix l for the
material properties) of 25 millimeters thickness placed at such a position that the 6
multilink connection points can reach the material. After positionin the material,
the raw shape has been desined. 0n each side of bulkhead, 3 chambers for the
multilink connection points has been made and the riht and left side have been cut
off, so that the multilink connection rods don't collide the rear bulkhead durin
bump or rebound. Also two bi holes have been constructed for the antiroll rockers.
This part, see fiure /3, weihs 3.8 k.

fiure 43: Raw shaped rear buIkhead

1
st
AnaIysis
A first FM analysis of the raw shaped bulkhead has been made by the bump load
case. The results can be seen in fiure //. The black area contains stresses under
7.5 MPa. The most outstandin result which can be concluded from this analysis is
the possibility to remove material at the upper side of the bulkhead (the circled
area).

fiure 44: Contour pIot von Mises stress in 1
st
anaIysis

/3
2
nd
AnaIysis
The experiences of the first analysis will be applied on the next model. Also some
chambers have been added. The result can be seen in fiure /5. The encircled areas
have to be reinforced.


fiure 45: Contour pIot von Mises stress in 2
nd
anaIysis

The area where the damper bracket will be mounted has to be reinforced too, as can
be seen in fiure /6.


fiure 46: Contour pIot von Mises stress in 2
nd
anaIysis, damper bracket connection area

//
3
rd
AnaIysis
The problem of the last model will be taken into account for the next model. The
walls have been made thicker in the areas where the stresses are too hih and the
area of the damper bracket mountin has been reinforced too. The results can be
seen in fiure /7.

fiure 47: Contour pIot von Mises stress in 3
rd
anaIysis

The stresses in the damper bracket itself are still too hih, but that is not a problem
because this bracket will be made of 3/CrhiMo6 instead of Al6082T6. This bracket
has been analyzed apart, as can be read in chapter 3.1. The damper bracket
connection area has been successfully reinforced as can be seen in fiure /8.

fiure 48: Contour pIot von Mises stress in 3
rd
anaIysis, damper bracket connection area

/5
4
th
AnaIysis
After takin care of decreasin the stresses in the areas with stresses lower than
250 MPa (tensile yield stress of the material), the displacement has been analyzed.
This is important because the suspension point have to stay at position while
loadin the bulkhead. The displacement analysis can be seen in fiure /9.


fiure 49: Contour pIot dispIacements in 3
th
anaIysis

To improve the stiffness, 1.5 millimeter thick aluminum plates will be lued in the
chambers to et closed boxes (see fiure 50). The maximum displacement decreases
from 0.37 to 0.29 mm while the increase in stress isn't substantial. The
displacement analysis of the closed box model can be seen in fiure 51.

fiure 50: Rear buIkhead with pIates

/6

fiure 51: Contour pIot dispIacements in 4
th
anaIysis

5
th
AnaIysis
At last the bulkhead has been analyzed by the corner load case, as can be seen in
fiure 52 the circled reion has to be reinforced, because the connection rod force of
the middle multilink connection is relatively bi.

fiure 52: Contour pIot von Mises stress in 5
th
anaIysis

The final rear bulkhead, includin plates, weihts 1.6 K.

/7
ConcIusion and recommendations

The oal of this pro|ect is to desin the sprin-damper system of the Formula
5tudent car of university kacin indhoven. First the requirements have been
determined in Chapter 1. After this, the lay-outs of the front- and rear sprin-damper
systems have been determined, which resulted in a list of coordinates. The
construction has been desined with takin the requirements into account.
Components such as the torsion bars have been analyzed by hand calculations and
other components have been optimized by a FM analysis.
To reduce the play in the sprin-damper system, the mountins will be provided with
steel hardened inserts which will be press fitted into the brackets and the rocker
plates.

Another important part of the pro|ect is to desin the kear 8ulkhead. First the
concept choice has been made. 8ecause of the cost, accuracy and delivery time the
milled plate concept has been chosen instead of a welded bulkhead. After this, the
bulkhead has been analyzed by a FM analysis to reduce the weiht and to
uarantee the strenth. ln this way the weiht has been reduced from 3.8 K to 1.6
K.

5everal thins still could be improved:
The possibilities of tubular antiroll bars instead of massive bars can be
researched.
The required accuracy of the suspension coordinates can be researched. 0n that
way, the production method can be chosen accordin to the required accuracy.
The forces in the multilink connection can be verified with the help of strain
aues. ln that way, the safety factor may be lower, which could be result in
weiht savin.
The suspension system contains a lot of different spacers. Maybe, these can be
standardized to save costs and production time.

/8
8ibIioraphy

|1| www.rennteam-stuttart.de

|2| uevelopment and analysis of a multi-link suspension for racin applications,
w. Lamers, May 2008

|3| Chassis and suspension desin F5kT02, A. van 8erkum, March 2006

|/| F5A rules, www.formulastudent.com

|5| Tire desin uk05, Marno Ropmans

|6| uesin of a formula student race car chassis, |annis u.0. van Kerkhoven,
uecember 2008

|7| www.triboloy-
abc.comJcalculatorsJproperties_of_common_sprin_materials.pdf

|8| www.roymech.co.ukJuseful_TablesJ5prinsJ5prins_helical.html

|9| von Mises, k. (1913). Mechanik der Festen Korper im plastisch deformablen
Zustand. 0ottin. hachr. Math. Phys., vol. 1, pp. 582-592

|10| uesin of the drive train for a Formula 5tudent race car, T.u. 8akker, 2009

|11| www.koni.comJ212+M57d0acf/f16.html

|12| www.elwia.seJimJpublishedJ219_20061108113500.pdf

|13| www.matweb.com


/9
Appendix A Rotation point concept 1




50
Appendix 8 MuItiIink coordinates
2


fiure 53: hame connection rods

Front
d.front.chassis.p1 = 1.3852 0.0522 0.1079
d.front.chassis.p2 = 1.8446 0.1366 0.1191
d.front.chassis.p3 = 1.8905 0.2315 0.3643
d.front.chassis.p4 = 1.3915 0.2478 0.2837
d.front.chassis.p5 = 1.7619 0.2431 0.1613
d.front.chassis.p6 = 1.6000 0.1290 0.1100
d.front.upright.p1 = 1.5595 0.5415 0.1405
d.front.upright.p2 = 1.6205 0.5411 0.1376
d.front.upright.p3 = 1.6122 0.5415 0.3588
d.front.upright.p4 = 1.5378 0.5614 0.3463
d.front.upright.p5 = 1.6495 0.5536 0.1762
d.front.upright.p6 = 1.5594 0.5305 0.3557
d.front.upright.wc = 1.6000 0.6125 0.2550
kear
d.rear.chassis.p1 = -0.1800 0.0495 0.1299
d.rear.chassis.p2 = 0.5117 0.2579 0.1820
d.rear.chassis.p3 = 0.4993 0.2818 0.3510
d.rear.chassis.p4 = -0.1800 0.1902 0.3198
d.rear.chassis.p5 = -0.1800 0.1336 0.2228
d.rear.chassis.p6 = -0.1805 0.1592 0.4104
d.rear.upright.p1 = -0.0473 0.5150 0.1600
d.rear.upright.p2 = 0.0634 0.5200 0.1600
d.rear.upright.p3 = 0.0156 0.5161 0.3595
d.rear.upright.p4 = -0.0537 0.5200 0.3600
d.rear.upright.p5 = -0.1210 0.5492 0.2587
d.rear.upright.p6 = 0 0.5175 0.1600
d.rear.upright.wc = 0 0.5875 0.2550

51
Appendix C amper: Koni 26 12 series
11




Commitments to continuously improve in motorsport products, have resulted in the next level in the KONI range.
Requirements from top teams asked for a compact design to improve in weight, aerodynamics and also friction.
Consequently the 2612 Series were brought to light.

The 2612 series are based on the proven technology of the 2812MKII two-way adjustable damper, being used by
many race teams over the last decade. The major difference with the 2812MKII is the smaller diameter and the low
friction parts being the standard feature.

They are having strokes ranging from 29 to 109 mm.

The design and operation of the 2612 series racing damper is again a unique proof of KONIs reputation as the
leader in the field of damper technology.

They are specifically designed for competition purposes and offer full adjustability while fitted on the car. Their
precision adjustment mechanisms allow maximum control over the damping forces generated, especially in the low
speed damping range.

To achieve this, the 2612 series do not rely on the commonly used needle valves. Instead, a superior and advanced
adjustment cartridge controls the opening and closing of valve loaded ports. Positive lock detents assure that each
port can only be either open or closed. The result is that the cartridge will always accurately reproduce a set of eight
pre-programmed damping curves.

Various cartridges are available, each with its own set of characteristics. A pair of cartridges is housed in the main
piston, one for bump, one for rebound. Together they can modify any given basic valving in 64 different ways. By
having all forces generated by the piston assembly, the control of the damper over the suspension is instant and precise, decisive and smooth. A separate bulky
reservoir is not needed and the installation can be kept simple, compact, lightweight and clean.

Besides being developed and used in the Formula 3 Euro Series, the 2612 is standard equipped on the N.T. Formula S2000 series.



11
www.koni.comJ212+M57d0acf/f16.html

52
Appendix 5RR contactIess rotary sensors
12





12
www.elwia.seJimJpublishedJ219_20061108113500.pdf

53






5/






55






56







57






58







59



60
Appendix 5tiffness and stress definition of a tube

5tiffness caIcuIation
The torsion stiffness of a tube is:
( )
( )
( )
( )
( )
[ ] m r
E
l v k
r
rad
Nm
l v
E r r
k
v
E
G
r r J
l
G J
k
i o
i o
i o tube
4
4
4 4
4 4
*
* 1 * 4 *
* 1 * 4
* *
1 * 2
*
2
*
+
+
=

+
=
=
=





fiure 54: imensions tube

5tress caIcuIation
The hihest shear stress is at the point where the radius is maximum, the surface of
the tube.

The maximum shear stress in a solid shaft is:
( )
( )
[ ] Pa
r r
T r
r r J
J
T r
i o
o
i o tube
o
4 4
max
4 4
max
*
2 * *
*
2
*

=
=




61
Appendix f Coordinates sprin-damper systems

front sprin-damper system



The correspondin coordinates of the front sprin-damper system, in millimeters,
are:

d.front.sb.p1 = 1/25.200000000 32.597175512 97.900000000
d.front.sb.p2 = 16/9./10268903 70.078602936 62.901/58365
d.front.sb.p/ = 1650.272866158 123.65/8/1991 9/.091882132
d.front.sb.p5 = 1650.968509106 166.861/86390 119.2/5//9685
d.front.sb.p6 = 1781.810/68793 166.861/86390 85.998170322
d.front.sb.p7 = 1789.691305383 166.861/86390 117.012560767

62
Rear sprin-damper system


The correspondin coordinates of the rear sprin-damper system, in millimeters,
are:

d.rear.sb.p1 = -220.5959883/1 79.607797105 1/7.031105118
d.rear.sb.p2 = -220.5959883/1 79.607797105 356.531105118
d.rear.sb.p/ = -195.6263/33/3 129.1735799/6 356.531105118
d.rear.sb.p5 = -2/5.586798772 30.000000000 356.531105118
d.rear.sb.p6 = -2/5.586798772 30.000000000 167.031105118
d.rear.sb.p7 = -151.586798772 30.000000000 167.031105118


63
Appendix C 8iII of MateriaIs

Code Description GTD? Producer Order number Quantity
Production/
purchase Material
7026001v1 front_rocker rotation axle ja GTD 7026001v1 2 production 34CrNiMo6
7026002v1 front_insert rocker rotation axle ja GTD 7026002v1 2 production Al 6082 T6
7026003v1 front_rocker ja vdl-etg 4 production Al 6082 T6
7026004v1 front_spacer_rocker_rodend ja GTD 7026004v1 8 production C45 HRC 60
7026005v1 damper spacer1_rockerkant ja GTD 7026005v1 8 production C45 HRC 61
7026006v1
front_damper
spacer2_rockerkant ja GTD 7026006v1 4 production C45 HRC 62
7026007v1 front_bearing spacer ja GTD 7026007v1 2 production 34CrNiMo66
7026008v1
front_washer rocker rotation axle
rockerpen ja GTD 7026008v1 2 production 34CrNiMo6
7026009v1 front_rocker bearing holder ja GTD 7026009v1 2 production Al 6082 T6
7026010v1
front_adapterplate_rotation
sensor ja vdl-etg 2 production Al 6082 T6
7026011v1 front_spacer rotation sensor ja GTD 7026011v1 2 production Al 6082 T6
7026012v1 rotation sensor nee
penny &
gilles 4 purchase
7026013v1 bearing_ ina_6002_2rsr nee ina 8 purchase
7026014v1
M36_DIN471_Standard-External-
Circlip nee fabory "36000036001" 4 purchase staal 37
7096015v1 rod_end_M6 nee ina 12 purchase
7106016v1 dowel_m5(schacht 6mm)X25 nee fabory "07117050025" 4 purchase gehard staal
7106017v1 dowel_m6(schacht 8mm)X25 nee fabory "07117060025" 6 purchase gehard staal
7106018v1 washer_M5X1 nee fabory "44058050001" 10 purchase staal 37
7106019v1 washer_M6X1.6 nee fabory "44058060001" 26 purchase staal 37
7106020v1 washer_M8X1.6 nee fabory "44058080001" 16 purchase staal 37
7106021v1 nut_din_985_m5x0_8_8_a_x_t nee fabory "51729050001" 18 purchase staal 37
7106022v1 nut_din_985_m06x1_8_a_x_t nee fabory "51729060001" 8 purchase staal 37
7106023v1 nut_din_985_m12x1_75_8_a_x_t nee fabory "51729120001" 2 purchase staal 37
7026024v1 front_torsionbar ja GTD 7026024v1 1 production 34CrNiMo6
7026025v1 front_rocker_torsionbar ja vdl-etg 4 production staal 37
7026026v1 front_spacer torsionbar ja GTD 7026026v1 2 production teflon
7026027v1 conespacer torsionbar part 1 ja GTD 7026027v1 4 production gehard staal
7026028v1 conespacer torsionbar part 2 ja GTD 7026028v1 4 production gehard staal
7026029v1 front_bearingholder torsionbar ja GTD 7026029v1 2 production Al 6082 T6
7026030v1 front_splinebushing torsionbar ja GTD 7026030v1 2 production staal 37
7026031v1 front_connectionrod rockers ja GTD 7026031v1 2 production carbon
7006032v1 front_damper nee koni 2 production
7106033v1 dowel_schacht 5mmX23 ja GTD 7106033v1 2 production gehard staal
7026034v1
front_INA Inner rings
IR15X18X16 nee ina IR15X18X16 2 purchase
7026035v1
front_INA Needle roller bearing
HK1816-2RS nee ina HK1816-2RS 2 purchase
7006036v front_spring nee merwede 2 production verenstaal
6037v
6038v
6039v
7006040v1 rear_damper nee koni 2 production
7026041v1 rear_rocker rotation axle part 1 ja GTD 7026041v1 2 production Al 6082 T6

6/
7026042v1 rear_rocker rotation axle part 2 ja GTD 7026042v1 2 production Al 6082 T6
7026043v1 rear_rocker ja vdl-etg 4 production Al 6082 T6
7026044v1 rear_spacer_rocker_rodend ja GTD 7026044v1 8 production gehard staal
7026045v1 rear_damper spacer2_rockerkant ja GTD 7026045v1 4 production gehard staal
7026046v1 rear_rocker bearing holder ja GTD 7026046v1 2 production Al 6082 T6
7026047v1 rear_torsionbar ja GTD 7026047v1 1 production 34CrNiMo6
7026048v1 rear_rocker_torsionbar ja vdl-etg 4 production staal 37
7026049v1 rear_bearingholder torsionbar ja GTD 7026049v1 2 production Al 6082 T6
7026050v1 rear_splinebushing torsionbar ja GTD 7026050v1 2 production staal 37
7026051v1 rear_connectionrod rockers ja GTD 7026051v1 2 production carbon
7026052v1 rear_bracket_damper ja GTD 7026052v1 2 production 34crnimo6
7026053v1 quick jack nee 1 production Al 6082 T6
7026054v1
rear_INA Needle roller bearing
HK2020-2RS nee ina HK2020-2RS 2 purchase
7026055v1 insert connectionrod_M6 ja GTD 7026055v1 8 production Al 6082 T6
7106056v1
M15_DIN471_Standard-External-
Circlip nee fabory "36000015001" 2 purchase staal 37
7106057v1
M28_DIN471_Standard-External-
Circlip nee fabory "36000028001" 4 purchase staal 37
7106058v1 dowel_m5(schacht 6mm)X30 nee fabory "07117050030" 4 purchase staal 37
7106059v1 dowel_m6(schacht 8mm)X20 nee fabory "07117060020" 0 purchase staal 37
7106060v1 dowel_m6(schacht 8mm)X30 nee fabory "07117060030" 2 purchase staal 37
7026061v1
rear_adapterplate_rotation
sensor ja vdl-etg 2 production Al 6082 T6
7106062v1 nut_m5_plat nee fabory "11060050001" 2 purchase staal 37
7106063v1 imbus_M6_25_DIN912 nee fabory "7015060025" 12 purchase staal 37
7026064v1 rear_spacer torsionbar ja GTD 7026064v1 2 production teflon
7106065v1 imbus_M8_20_DIN921 nee fabory "7015080020" 4 purchase staal 37
7106066v1 dowel_m5(schacht 6mm)X20 nee fabory "07117050020" 6 purchase staal 37
7026067v1 spacer_ring_upright ja GTD 7026067v1 12 production gehard staal
7026068v1 dowel_schacht 5mmX22 ja GTD 7026068v1 2 production gehard staal
7026069v1 rear_damper spacer3 ja GTD 7026069v1 2 production gehard staal
7026070v1
rear_antibendingplate rocker
torsionbar ja vdl-etg 2 production staal 37
7026071v1 rear_antibendingplate_rocker ja vdl-etg 2 production Al 6082 T6
7026072v1 rear_bulkhead ja GTD 7026072v1 1 production Al 6082 T6
7026073v1 rear_bulkhead_plate 1 ja vdl-etg 2 production Al 6082 T6
7026074v1 rear_bulkhead_plate 2 ja vdl-etg 2 production Al 6082 T6
7026075v1 rear_bulkhead_plate 3 ja vdl-etg 2 production Al 6082 T6
7026076v1 rear_bulkhead_plate 4 ja vdl-etg 1 production Al 6082 T6
7026077v1 rear_bulkhead_plate 5 ja vdl-etg 1 production Al 6082 T6
7026078v1 rear_bulkhead_plate 6 ja vdl-etg 1 production Al 6082 T6
7006079v1 rear_spring nee merwede 2 production verenstaal


65
Appendix R MateriaI properties 34CrhiMo6
13



Mechanical
Properties
Metric English Comments
Hardness, Brinell 275 - 335 275 - 335 Hardness supplied approx.

240 240 700C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.

320 320 500C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
Hardness, Rockwell
C
43.0 - 55.0 43.0 - 55.0 30 mm from the quenched end.
49.0 - 58.0 49.0 - 58.0 10 mm from the quenched end.

40.0 40.0 tempering temperature 500C.
Hardened by oil quenching.

50.0 50.0 tempering temperature 200C.
Hardened by oil quenching.
Tensile Strength at
Break
790 MPa 115000 psi R
m
. 700C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.

1100 MPa 160000 psi R
m
. 500C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
Tensile Strength,
Ultimate
900 - 1100 MPa 131000 - 160000 psi Rm
Tensile Strength,
Yield
690 MPa 100000 psi R
e
. 700C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
700 MPa 102000 psi min. Re.

975 MPa 141000 psi R
e
. 500C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
Elongation at Break >= 12.0 % >= 12.0 %

13.0 % 13.0 % 5XD. 500C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.

20.0 % 20.0 % 5XD. 700C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
Reduction of Area >= 45.0 % >= 45.0 %
42.5 % 42.5 % 500C tempering temperature.

13
www.matweb.com

66
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.

63.0 % 63.0 % 700C tempering temperature.
Quenching in oil 120. Testpiece
hardened by oil quenching from
850C.
Impact Test >= 20.0 J >= 14.8 ft-lb

Material
Components
Properties
Metric English Comments
Carbon, C 0.360 % 0.360 %
Chromium, Cr 1.40 % 1.40 %
Iron, Fe 95.69 % 95.69 %
Manganese, Mn 0.70 % 0.70 %
Molybdenum, Mo 0.20 % 0.20 %
Nickel, Ni 1.40 % 1.40 %
Silicon, Si 0.25 % 0.25 %

67
Appendix I MateriaI properties AI 6082 16
13



Physical Properties Metric English Comments
Density 2.70 g/cc 0.0975 lb/in AA; Typical

Mechanical
Properties
Metric English Comments
Hardness, Vickers 95.0 95.0
Tensile Strength,
Ultimate
290 MPa 42100 psi wall thickness < 5 mm
310 MPa 45000 psi wall thickness > 5 mm
Tensile Strength,
Yield
250 MPa 36300 psi wall thickness < 5 mm
260 MPa 37700 psi wall thickness > 5 mm
Elongation at Break 10.0 % 10.0 %

Thermal Properties Metric English Comments
Thermal Conductivity 170 W/m-K 1180 BTU-in/hr-ft-F

Material Components
Properties
Metric English Comments
Aluminum, Al 95.2 - 98.3 % 95.2 - 98.3 % As remainder
Chromium, Cr <= 0.25 % <= 0.25 %
Copper, Cu <= 0.10 % <= 0.10 %
Iron, Fe <= 0.50 % <= 0.50 %
Magnesium, Mg 0.60 - 1.20 % 0.60 - 1.20 %
Manganese, Mn 0.40 - 1.0 % 0.40 - 1.0 %
Other, each <= 0.050 % <= 0.050 %
Other, total <= 0.15 % <= 0.15 %
Silicon, Si 0.70 - 1.30 % 0.70 - 1.30 %
Titanium, Ti <= 0.10 % <= 0.10 %
Zinc, Zn <= 0.20 % <= 0.20 %


68
Appendix } rawins front sprin-damper system


69
Appendix K rawins rear sprin-damper system

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