Ashley Wyatt Xavier Thompson Matt Galles Bobby Costen Chris McHugh Randy Fulcher ODU FSAE Car

Frame

Suspension Handle course impacts from imperfections Increase contact patch Dynamic system

Prior to designing: Camber angle Caster angle Kingpin Inclination (KPI) Steering axis angle Scrub radius Included angle Toe in Toe out Roll Center

Camber Angle Critical Width of contact patch Negative improves handling in corners Prevent understeer

Caster Angle Automatically realigns tires Improves ‘directional feel’ Adds negative camber during turns

Ackermann Steering Geometry  The intention of Ackermann geometry is to avoid the need for tires to slip sideways when following the path around a curve.  The geometrical solution to this is for all wheels to have their axles arranged as radii of a circle with a common center point.

Ackermann Steering Geometry  Rear wheels are fixed and a center point must be on a line extended from the rear axle.  This line intersects the axes of the front wheels and requires that the inside front wheel is turned, when steering, through a greater angle than the outside wheel.

Carbon Fiber Wheels Reduction in weight Increases fuel efficiency Higher tensile strength than most metals

Stats from Material Testing at Ohio State University el_thesis_FINAL.pdf?sequence=1

Aluminum Rim Piece:Carbon Fiber Rim Piece: Moment (in*lbs.) =3900 Weight (lbs.) =7.1 Deflection Angle (Degrees)= Stiffness (in*lbs./Degrees) = Specific Stiffness (stiffness/lbs.) = Moment (in*lbs.)= 3900 Weight (lbs.)= 1.73 Deflection Angle (Degrees) =.21 Stiffness (in*lbs./Degrees) = Specific Stiffness (stiffness/lbs.)=

Rear Suspension Change from Pull-Rod to Push-Rod System Suspension travel will be increased A-Arms overdesigned to handle additional bending moments Upper A-arm carries weight of vehicle

Upright Design Weight Reduction Adjustability Room for Brake Caliber Attachment Adjustable Toe- In /Out