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

FSAE Competition Project based learning Competition 37 th /109 Fictional company Research Design Cost Recruitment

vs Car Performed well but: Cornering Suspension Intake Manifold Oversized Resolutions: Suspension redesign Intake relocated Frame reductions Braking Stability

Frame 95 th percentile 10” diameter impact Safety factor above helmet Imaginary line from mid hoop to main hoop

Frame

vs Suspension Pull Rod Poor cornering Limited adjustability Push rod Adjustability Steering articulation

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

Rear Suspension Change from Pull-Rod to Push-Rod System Suspension articulation will be increased A-Arms redesigned to eliminate bending moments

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

Ackermann Steering Geometry  Re-evaluated for increased turning radius

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.

Ackermann Steering Geometry  Ackermann steering geometry may be generated by moving the steering pivot points inward so as to lie on a line drawn between the steering kingpins and the center of the rear axle.  The steering pivot points are joined by a rigid bar called the tie rod which can also be part of the steering mechanism, in the form of a rack and pinion for instance.  With perfect Ackermann, at any angle of steering, the center point of all of the circles traced by all wheels will lie at a common point.

Wheels Carbon Fiber Wheels Over budget Wheel centers discontinued Research new Fabricate

Brake Selection Moved to 2+2 Braking System Will utilize same calipers, master brake cylinders Different size Rotors for braking distribution Modifications to rear uprights necessary

Selection Criteria Based on Car & Driver mass of kg (Last years car + 90kg driver) 3 second stop time from 50 mph ( m/s)

Braking Force per Individual Brake 60% in the Front, 40% in the Rear Hardware has been chosen, Safety Factor must be verified The rear rotors still need to be designed