Upright Design House the bearing assembly Mounting point for the steering and suspension connections, as well as the brake rotors Simplify manufacturing requirements Minimize deflection under turning, braking and accelerating Provisions for camber adjustment Possible provisions for caster adjustment
Front Suspension The front suspension design will follow a non-parallel short-long arm style. This means that the upper control arm will be shorter than the lower control arm. This will allow for more contact of the tire to the road when the car goes into a corner. The spring and damper will be connected from the chassis to the lower control arm.
Front Suspension Continued Existing Design Vs Proposed Design
Rear Suspension The rear suspension design will consist of either a solid live axle system or a system similar to the front suspension. A decision will be made on which design to use based on the outcome of the design review.
Continued (Solid live axle) The solid live axle will consist of a bearing carrier which will house the bearing as well as the axle.
Control Arms For the control arms there are certain forces that need to be considered when you are stationary versus when you are dynamic. When stationary the force of gravity is the only important force. When you are dynamic, bump forces, internal forces and centrifugal forces need to be considered.
Brake Rotors Continued The brake rotor consists of combination design of slotted, cross-drilled and ventilated design. The material will be used is maraging steel.
Braking System For brake system design, the FSAE brake system principal, the dimension A should be 3 times longer than dimension B. If 150 N force is applied into the brake pedal of ratio 4:1, 600N force will be obtained. This means driver do not have to use plenty of energy to apply the brakes.