DESIGN AND ANALYSIS OF FORMULA -

3 RACE CAR SUSPENSION SYSTEM

Venkatesh 15R21A0330
k bhanu chary 15R21A0332
A Bhaskar 16R25A0301
P Ashok kumar 16R25A0311
 ABSTRACT
This projecet addresses the optimisation of suspension
systems which is used in formula 3 race car by considering SAE
rules and regulations.In the earlier project by considerinhg the sae
rules the total suspension became heavy and somewhat rigid.Due to
the consequences the vehichle also became heavy and reduced
drivers comfort.
To avoid these problems we have optimised the
suspension system beyond SAE rules which also satisfies it. We
reduced the weight of the vehichle and made the suspension flexible.
INTRODUCTION

Primary function of vehicle's suspension system is to

isolate the structure and occupants from shocks and vibrations
generated by the road surface. The suspension system basically
consists of all the elements that provide the connection
between tires and the vehicle body and are designed to meet
the
(1) Ride comfort
(2) Road holding
(3) Handling
 The first requirement mentioned above for the suspension
system requires an elastic resistance to absorb the road
shocks. This primary function is fulfilled by the suspension
springs. Various different types of springs have been used in
vehicle suspensions such as leaf springs, helical coil springs,
torsion bar springs, air springs, rubber springs. It is obvious
that a suspension system must be able to with stand the loads
acting on it.
This forces may be in the longitudinal. direction such
as acceleration and braking forces, in the lateral direction such
as, cornering forces, and in the vertical direction. This chapter
consists of two main. sections. In the first section, the types of
suspension systems are introduced and the advantages of
wishbone suspension system are presented. In the second
section, vehicle dynamics are presented under different cases
in order to obtain. axial loads on the double wishbone
suspension links.
DOUBLE WISHBONE
SUSPENSION
DOUBLE WISHBONE SUSPENSION
In automobiles double wishbone suspension is an independent
suspension design using two wishbone shaped arms to locate the
wheel. Each wishbone arm has two mounting points to the chassis
and one joint at knuckle. The shock absorber and coil spring mount
to the wishbones to control vertical movement . Double wishbone
design allows the engineer to carefully control the motion of the
wheel throughout suspension travel, controlling parameters such as
camber angle, caster angle, toe pattern, role centre height, scrub
radius and more.

Between the outboard end of arms is a knuckle. The knuckle

contains a king pin for horizontal radial movement in older designs
and rubber bushing for vertical injure movement. In newer designs a
ball joint at each end allow for all movement attached to the knuckle
at its centre is a bearing hub, or in many older designs a spindle to
which the wheel bearings are mounted.
 DOUBLE WISHBONE SUSPENSION

KNUCKLE
In automotive suspension, a steering knuckle is that part which contains the
wheel hub or spindle, and attaches to the suspension and steering components

A-ARM
A control arm, also known as an A-arm, is a hinged suspension
link between the chassis and the suspension upright or hub that carries the wheel.
 SUSPENSION GEOMETRY

.
Design considerations for designing a suspension system of a formula car:
• Suspension parameters
• Spring calculations
• Damper calculations
• 2D VSUSP analysis
• 3D lotus analysis
• Design of front and rear knuckles and hubs
• Design of wishbones
 Suspension Parameters
Particulars Front Rear

Camber -1.89deg 0deg

Castor 4.236deg 0deg

Toe 0.9deg 0deg

Motion Ratio 0.821 0.75

King pin Inclination 6.5deg 0deg

 Spring Calculations
Particulars Front Rear
Spring Stiffness 45N/mm 60N/mm
Mean coil diameter 48mm 50mm
No of Coils Active-9 Active-10
Inactive-2 Inactive-2
Pitch 15mm 20mm
Free length 140mm 140mm
Wheel Base = 1650mm
Wheel Track Front = 1250mm
Wheel Track Rear = 1200mm
Total weight of the vehicle = 300kg
Static front axle load = 40% *total weight of vehicle
= 0.4*300*9.81
= 1177.2N
Static rear axle load = 60% * total weight of the vehicle
= 0.6* 300*9.81
= 1765.8N
Dynamic Weight Transfer while Braking= (W*a*h)/b
= (300*9.81*1.45*170)/1650
= 439.66 N
Dynamic weight on front axle = (static front weight +dynamic
weight)
Dynamic weight on front axle = (1177.2+439.66)
= 1616.86 N
Dynamic weight on Rear axle = (static rear weight – dynamic
Weight)
=(1765.8-439.66)
= 1326.14 N
V-SUSP 2D ANALYSIS
FRONT AXLE
Front axle showing control arms
Front axle showing knuckle mountings
V-SUSP 2D ANALYSIS OF REAR AXLE
Rear axle showing control arms
Rear axle showing knuckle mountings
LOTUS 3D ANALYSIS
Front Axle
Camber graph during Steering
Camber Graph During Rolling
Camber Graph During Bumping
Rear Axle
Right Knuckle :
Hub & Spindle :
Bolt & Nut :
Right Wheel Assemble :
Right Wheel Assemble Ansys :
Factor of safety = 3
THANK YOU