Steering Geometry

Hardpoint tuning to achieve pitch gradient targets using suspension “anti” characteristics Objective The main objective of this project is to perform hardpoint optimization to achieve the target acceleration and braking pitch gradients using simulations and hand calculations.  Project Deliverables Tuned…

1. Caster angle after tuning  - 4.0319 degree 2. Caster moment arm after tuning - 21.9 mm 3. Kingpin Inclination angle after tuning - 13.3 degree 4. Steer axis offset resultant after tuning - 89.07 mm 5. Steer axis longitudinal offset after tuning - 0.88 mm 6. Scrub radius after tuning - 20.5 mm Comparison between…

10. 1.) Sprung mass critical damping      Front- 8740.70 Ns/m      Rear- 9767.29 Ns/m 2.)  Unsprung mass critical damping      Front- 2683.28 Ns/m      Rear- 2683.28 Ns/m 3.)  Sprung mass initial damping coefficient      Front- 6118.4…

9. 1.) Recommended rear sprung mass frequency based on wheelbase and speed- 10Hz     2.) Front sprung mass natural frequency at design- 1.15 Hz     3.) Front spring rate- 58.7 N/mm     4.) Rear spring rate- 74.6 N/mm     5.) Front sprung mass natural freuency at curb- 1.18 Hz  …

1. Wheel rate is usually different from the spring rate, because of installation ratio 2. Ride rate is a measure of vertical force per unit deflection at the tire ground contact reference point with reference to chassis. Tire\'s vertical stiffness accounts for the difference between ride rate and wheel rate 3. 1.) No.…

1. Caster- 5.38 deg ( negative caster)     Mechanical trail- 9.41     Kingpin inclination angle- 10.01 deg     Scrub radius- 32.35 mm     Spindle length- 84 mm 2. Restoring moment- 68.82 N-m 3. Hardpoint recommendation for negative scrub:    LCA Knuckle- (0, -765, 130)…