The Al upright is optimized based on various modules in Optistruct software and steel counterpart is based on design intuition (otherwise the yield would be similar to the Al counterpart since the forces are same and stresses would be same for the initial blank so Optistruct would yield same result). The model is meshed using HyperMesh and analyzed based on the loads calculated using analytical method (Free Body Diagram) using formulae for various maneuvers possible. First, the upright is designed in CAD (CATIA V5) with respect to the suspension mounting points. Different materials are used for manufacturing these components like Aluminum alloys like 7075-T6 for light weight applications or 6061-T6 for moderate weight and moderate cost or Steel in case of low cost applications. Since the upright is a critical component, shear concentration is to be taken in designing and analyzing it. This component comes under unsprung mass, to improve the dynamics of the vehicle it is required to reduce the weight of the upright (unsprung mass) and at the same time it has to be strong enough to take all the loads acting on it. Generally the nature of the loads is bending. All the loads reacted by the wheels are transmitted to the chassis through the A arms indirectly from the knuckle. It is the part that is connected with suspension arms (depends on the type of suspension system, in this project double wishbone type of suspension is used), the hub, brake calliper mounting and also the steering tie rod. Knuckle, also called upright in some cases is one of the most critical components in an automobile. The ride comfort is improved by means of the reduction of the body acceleration caused by the car body when road disturbances from smooth road and real road roughness. The aim of the work described in this paper is to illustrate the application of intelligent technique to the control of a continuously damping automotive suspension system. The purpose of a suspension system is to support the vehicle body and increase ride comfort. Horizontal suspension system is designed and constructed on the basis of the concept of a four-wheel independent suspension to simulate the actions of an active vehicle suspension system. A suspension system has been proposed to improve the ride comfort. In order to improve handling and comfort performance, horizontal suspension system in front and vertical suspension system are being developed in our solar car. It has a pair of an A-frames, one above the other, mounted to the top and bottom of the wheel hub. The type of front suspension for this project is a double wishbone system. The suspension also allows the wheels to move up and down as the car runs over bumps. The front wheels provide turning, so the front suspension needs to let the wheels turn. For this project, the solar car has two front wheels and one rear wheel. For increased efficiency, most solar cars use a suspension that is stiffer than normal. Altering offset will still affect the CoG of the bike, but much less than changing the ride height.If the suspension is too soft, energy is wasted by absorbing the motion of a car as it travels over bumps. Sometimes it can be better to adjust the offset to achieve the desired result. You may adjust the ride height and get the rake and trail just how you want them, but in doing so you could completely screw up the bike’s centre of gravity in the process. The one thing to be mindful of when adjusting the ride height of your bike is the centre of gravity or CoG. And for newer riders, a slightly more predictable and stable bike would be more adequate. The longer you’ve ridden and the more track riding you’ve done – it’ll probably be at the racier, livelier end of the scale. Where, Natural Frequency of Front suspension ( F front) 2.1 Hz Natural Frequency of Rear suspension ( F rear) 2.3 Hz Now, Frequency of Front suspension. Much of where you aim to land will come down to your riding experience. front) (0.45)×(207) 121.5 kg Mass in Front (m rear) (0.55)×(207) 148.5 kg According to the BAJA 2023 rulebook, the springs damping frequency must be maintained at a specific level. When setting up your bike you’re looking to find your place on this scale. Think about the handling of your bike as a scale with one end being the fastest turning machine on the road, and the other end is the epitome of stability and predictability. To decrease the trail of your bike – for faster turning and less stability – you would do the opposite of these steps. To increase the trail of your bike – for more stable handling – you can add a larger front tyre/wheel, raise the front ride height, lower the rear ride height, increase the rake angle or by decreasing the offset distance. As the yolk slides down the forks we can see how the rake and trail are altered. The (very crudely drawn) image above shows two bike chassis, the top as a more conservative set up, the bottom with a more extreme one.
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