RIDE:

Straight line motion of a vehicle in steady state is called as ride.

Iteration process:
We
QVM:
1.
2.
3.
4.
5.
6.
7.

would consider QVM (Quarter Vehicle Model) for ride analysis for ease of calculations.Parameters on a
Ride frequency- f (Hz)
Ride constant- Km
Critical damping coefficient- C
Spring rate- Ks (N/mm)
Damper damping constant- Cd
Spring travel- X (mm)
Ground clearance- c (mm)

Front Half:
f
Km
M.R.
Ks
X
Force

2.31

2.32

2.33

2.34

12.626
0.78

12.736
0.79

12.846
0.800

12.956
0.810

20.028
152.4
2711.38

20.028
152.4
2677.05

20.028
152.4
2643.59

20.028
152.4
2610.95

Table 1

Rear Half:
F

2.03

2.04

2.05

2.06

Km

14.626

14.771

14.916

15.062

M.R.

0.78

0.79

0.8

0.81

Ks

23.29

23.29

23.29

23.29

160

160

160

160

Force

2892.231

2855.620

2855.552

2785.111

Table 2

For Diving:
Longitudinal Deceleration= 0.8g= 7.848 m/s2
Dynamic load transfer= (m*a*h)/W
= (120*6.95*0.381)1.6
=198.196 N
Pitch centre has been considered on the ground.
Spring travel= LT/ Ks
=198.196/20.028
= 9.89mm

Lateral Load Transfer:

Roll Analysis:
In lateral load transfer the vehicle has a tendency to rotate about the longitudinal axis. Thus, considering the
HVM we have done the lateral load transfer iterations, keeping in mind that only the sprung mass rolls and not the
unsprung mass.
Now, Roll will depend on two factors1) Suspension geometry
2) Suspension rigidity
The effect of geometry:
The roll moment will be reacted by spring depending on the value of (roll angle) and springs torsional stiffness.
Combining these two effects and writing the equation, we can get:
/a=(mx)/Kt
/a is the roll gradient of the vehicle and we may fix it as a decision parameter.
Also, Kt=Ks*T2/2
For Front Axle:
MF= 0.4*170=72 Kg
Lateral acceleration (a) = 0.42g=4.1202 m/s2
H

Ks

Kt

Roll (Deg)

Dist betn CG & RC(mm)

0.381
0.381
0.381
0.381
0.381
0.381
0.381

20028.281
20028.281
20028.281
20028.281
20028.281
20028.281
20028.281

10765.022
10765.022
10765.022
10765.022
10765.022
10765.022
10765.022

2.1
2.2
2.3
2.4
2.5
2.6
2.7

121.9861
127.7949
133.6038
139.4126
145.2215
151.0304
156.839

Table 3

For Rear Axle:

MR= 0.6*300 = 180 Kg
Lateral acceleration (a) = 0.42g=4.1202 m/s2
H

Ks

Kt

Roll (Deg)

Dist betn CG & RC(mm)

0.381
0.381
0.381
0.381
0.381
0.381

23292.74
23292.74
23292.74
23292.74
23292.74
23292.74

14731.308
14731.308
14731.308
14731.308
14731.308
14731.308

0
0.5
1.0
1.5
2.0
2.5

193.53
193.53
193.54
193.54
193.55
193.55

Table 4

SUSPENSION:
The main objective of suspension system is to provide comfort to the driver over rough terrain, to keep the
vehicle stable over bumps and ensure that carriage underside has sufficient clearance. The suspension has to be capable
of absorbing shocks upto speed of 60kmph.

Front suspension:
Double wishbone suspension was chosen at the front for the following reasons.
1)It gives greater wheel travel than other types of suspension.
2) The A arms are easy to manufacture and it requires less time. This leaves plenty of time for testing after
manufacture.
3) It is light in weight.
D=84mm, d=10mm
k= 20.028 N/mm2

Camber= -1.00 Deg

Length= 527.18mm

Fig.:2 Front Suspension

Design iterations:
The following parameters were assumed constant during designing of the spring. Maximum compression-6
inches, material-Tata steel (Grade 2), Spring Index (C)=8.4, Modulus of rigidity(G)=81370MPa.
Force calculation :
The max.force on spring will be observed when the car lands from a height of 0.75m.
Thus vel. of landing = 4.69 m/s
Force=ma= 300*4.69 = 1409.44 N
Reaction force = 706.32 N
Therefore total F on wheel = 2227.77 N
Now iterating for various spring locations, angles and wishbone lengths.
Wishbone Length (mm)
Spring Mount (mm)
Spring Angle
(deg)
Spring Force
(Fs)(N)
Wire Diameter (d)(mm)
Wheel Travel
(mm)
Stiffness
(k)
(N/mm)
Table 5

527.18
296.26

527.18
296.26

527.18
296.26

59

60

61

3083.868

3052.327

3022.3395

10

12

157.48

157.48

157.48

17.00

16.36

15.74

Rear suspension:
Semi-trailing armshave been chosen for the rear. Last year MacPherson was used. However due to
concerns about higher mounting requirement it was discarded.
It has been replaced with Semi-trailing arm which has following advantages
1) Appropriate camber rate change
2) Simplest construction among all suspensions
3) Cost effective
4) No danger of impact with transmission shaft
5) Not prone to damage due to rough terrain.

Sweep Angle- 10
Fig.3: Rear Suspension

Calculation:
Reaction F = 735N
F impact = 1031N
Total force= 1766
Max compression = 6in = 154.2
Static compression = 9.8 mm = 0.4in
Trailing arm
Length
(mm)
Spring
Mount (mm)
Spring angle
(Deg)
Table 6

514.38

514.38

514.38

411.504

411.504

411.504

49

50

51

Fig.4: Knuckle