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of very stiff “suspension systems” so as to prevent aerodynamic load buildup, which occurs at high race velocities, from causing excessive suspension travel. In the past, attempts for controlling these vehicle variables centred around employment. Vehicles employing this technology require careful control of ride height and unsprung mass pitch in order to be stable, perform properly and achieve maximum success on the racetrack. The results of this development indicate that the design of the upright components and wheel hub of the GE 19 car has good strength and safety factors in every driving condition.Ĭar performance in championship auto racing is strongly influenced by aerodynamics, particularly ground effects aerodynamics. FEA simulation data is in the form of stress contour images and safety factor values for the wheel hub and upright components of the steering system at each driving condition. The data analysis technique used is a power simulation using the Finite Element Analysis (FEA) feature on Solid works. The object of this development is the wheel hub and upright design which will then be applied to the GE 19 car to participate in the 2019 International Student Car Competition. The method used in this development is the Engineering Design Process model. In addition, the development also aims to minimize the occurrence of cracks in the upright and wheel hub components. The development This development was carried out because there was a change in the drive system from which the car initially used front drive to rear drive. The upright and wheel hub which are designed are the developments of the EVO 14 racing car. ![]() #Fsae tire coefficient of friction software#The design results were analyzed using analysis software to ensure the strength of the steering system components is safe in every driving condition. This study aims to produce proper designs of the wheel hub and upright components of a GE 19 racing car. Validation of the model was achieved by comparing the reaction forces calculated in ANSYS to theoretical values and was found that the magnitudes were within 2.5% of the theoretical values, thus the model was considered valid. Structural error was used to verify the results where it was found that maximum structural error in the upright was 0.052mJ and at the location of maximum stress was between 0.0058-1.0782e-8 mJ. #Fsae tire coefficient of friction verification#Verification and validation techniques were used to ensure the final result was accurate and reflected the real – life system. The maximum von-Mises stress calculated was less than the fatigue limit of 90MPa signalling infinite life and also less than the yield stress of 240MPa signalling a safe design. These results after, undertaking a verification and validation study, were a maximum equivalent von-Mises stress of 87.358MPa and a maximum bearing surface deflection of 0.21 mm. #Fsae tire coefficient of friction Patch#Using remote displacement boundary conditions for the upper and lower wishbone connections and the control arm connection with a remote force at the centre of the wheel patch acting on the bearing surfaces the maximum stress, overall stress profile and maximum deformation of the upright was calculated. With these results, it would need to be determined whether the design is fit for use. ![]() This project was aimed at modelling the stress and deformation profile of a 6061-T6 aluminium suspension upright of a formula society of automotive engineers style vehicle with a double wishbone suspension under the loading conditions of a 1.5G corner. ![]()
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