VALIDATION
ROLL GRADIENT VALIDATION
The weight distribution is assumed to be 0.454. The roll rate distribution is varied from 0.5,
0.55, 0.6 and 0.65 and the roll gradient is varied from 0.6, 0.525, 0.45 (degrees/g).
The total no. of setups for the car using above roll gradient and roll rate distribution come
out to be 12. Below is the process for validating the same:
Theoretical calculation:
Through calculations desired ride rate was found to be = 214lb-ft/deg
And SMR = 1.18
Based on the last car’s compliance factor from SMR validation setup, an SMR of 1.42 was
decided theoretically in order to finally achieve an SMR of 1.18.
The geometry was hence designed according to an SMR of 1.42.
MEASURING SMR AND RIDE RATES USING
CHASSIS SETUP BENCH
-A setup bench was created to hold the chassis onto the ground rigidly for high
loads.
Following is an image of the setup.
Linear Potentiometer for
spring travel.
Linear potentiometer for
wheel patch travel.
Lead screw jacks were used to lift the
loaded wheels manually and linear
potentiometer was kept at wheel center
patch.
Laser light was attached at
the wheel center on the hub
to get the deflection projected Laser was attached to the chassis near the
onto a graph paper. rocker pivot to account for the chassis
bench mounting compliance
RESULTS:
SMR with ARB and Spring was measured and it came out to =1.15
Practical SMR
1200
1000
800
Spring Travel
600
400 y = -1.1518x + 1361.4
R² = 0.9999
200
0
0 200 400 600 800 1000
Wheel Centre Travel
Ride rates at the Wheel Patch was calculated with spring to accommodate tire stiffness
using the setup bench for the loaded wheel and it came out to be:
Krf= 36.192 N/mm equivalent to 206lbs/in
SMR= 0.58
Ride Rate
900
800 y = 36.192x - 977.21
700 R² = 0.9877
600
500
Load
400
300
200
100
0
0 10 20 30 40 50
Wheel Patch Deflection
Roll rate (Krf) and Roll Gradient calculation (change unit***)
Wheel rate (ARB only) - Soft Setting
250
y = 17.93x - 72.59
200 R² = 0.9918
150
Load (N)
100
50
0
0 5 10 15 20 25 30 35 40
-50
Wheel centre travel (mm)
Wheel rate (ARB only) - Stiff Setting
250
y = 27.6x - 29.664
200 R² = 0.9829
150
Load (N)
100
50
0
0 2 4 6 8 10
-50
Wheel centre travel (mm)
COMPARISON OF PRACTICAL AND THEORETICAL RESULTS
Theoretical Practical
SMR 1.18 1.15
Ride Rate 212 lb/in 206 lb/in
Roll Rate (softest ARB) 17059.322 lb-ft/rad 23804lbs-ft/rad
(stiffest ARB) 25873.312 lb-ft/rad 26905 lbs-ft/rad
Roll Gradient (stiffest) 0.6 deg/g 0.45 deg/g
(softest) 0.45 deg/g 0.4 deg/g
Roll gradient from IMU data:
Roll Gradient Scatter Plot
Roll Angle (degree) (y-axis) vs Lateral Acceleration (in g’s) (x-axis)
Estimated Roll Gradient = 0.56 degree/g
G – G DIAGRAM
The Final IMU g-g plots are as follows: -
SKIDPAD TRACK
Ax
Ay
Front and Rear Softest ARB Setting
Observation : Lower Car limit compared to other set
Ax
Ay
Front ARB: Stiffest setting; Rear ARB: Softest setting
Observation: Highest Limit compared to other settings
Ax
Ay
Front and Rear Stiffest ARB Setting
Observation: Less region in higher limits compared to 2nd
Ax
Ay
Front ARB: Softest setting; Rear ARB: Stiffest setting
Observation: Driver Feedback was not good