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    Anti-Roll Bar Design and Material Selection For TH

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    8794 Dimplekunwar Solanki
    This document summarizes the design process for an anti-roll bar for a formula student vehicle. Key steps included calculating natural frequencies for the front and rear suspensions, determining required roll rates, and sizing the front and rear anti-roll bars. Simulations were conducted to select aluminum alloy 7075-T6 as the optimal material for the torsion member due to its durability, lightweight properties, and cost compared to other materials considered. The final designed anti-roll bar had an outer diameter of 35mm and inner diameter of 15mm to provide the required roll stiffness of 760.473 Nm/mm.

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    © All Rights Reserved
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    Anti-Roll Bar Design and Material Selection For TH

    Uploaded by

    8794 Dimplekunwar Solanki
    178 views3 pages
    This document summarizes the design process for an anti-roll bar for a formula student vehicle. Key steps included calculating natural frequencies for the front and rear suspensions, determining required roll rates, and sizing the front and rear anti-roll bars. Simulations were conducted to select aluminum alloy 7075-T6 as the optimal material for the torsion member due to its durability, lightweight properties, and cost compared to other materials considered. The final designed anti-roll bar had an outer diameter of 35mm and inner diameter of 15mm to provide the required roll stiffness of 760.473 Nm/mm.

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    Anti-Roll Bar Design and Material Selection for Th

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    This document summarizes the design process for an anti-roll bar for a formula student vehicle. Key steps included calculating natural frequencies for the front and rear suspensions, determining required roll rates, and sizing the front and rear anti-roll bars. Simulations were conducted to select aluminum alloy 7075-T6 as the optimal material for the torsion member due to its durability, lightweight properties, and cost compared to other materials considered. The final designed anti-roll bar had an outer diameter of 35mm and inner diameter of 15mm to provide the required roll stiffness of 760.473 Nm/mm.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    178 views3 pages

    Anti-Roll Bar Design and Material Selection For TH

    Uploaded by

    8794 Dimplekunwar Solanki
    This document summarizes the design process for an anti-roll bar for a formula student vehicle. Key steps included calculating natural frequencies for the front and rear suspensions, determining required roll rates, and sizing the front and rear anti-roll bars. Simulations were conducted to select aluminum alloy 7075-T6 as the optimal material for the torsion member due to its durability, lightweight properties, and cost compared to other materials considered. The final designed anti-roll bar had an outer diameter of 35mm and inner diameter of 15mm to provide the required roll stiffness of 760.473 Nm/mm.

    Copyright:

    © All Rights Reserved
    Download as PDF, TXT or read online from Scribd
    Download as pdf or txt
    of 3

    Published by : International Journal of Engineering Research & Technology (IJERT)

    http://www.ijert.org ISSN: 2278-0181


    Vol. 9 Issue 07, July-2020

    Anti-Roll Bar Design and Material Selection for


    the Torsion Member for A Formula Student
    Vehicle
    Dhruv Pathak
    School of mechanical engineering,
    Kalinga Institute of Industrial Technology,
    Bhubaneshwar, India

    Abstract - The following study will be dealing with the design Roll Analysis - Here the first which needs to be calculated
    procedure, constraints, and limitations that were dealt with is the COG height of the sprung mass.
    during the design of the Anti-roll bar system of a formula which can be calculated using the following expression -
    student vehicle. Also, simulations with proper forces for torsion Here, hs= sprung COG ht., h=COG ht., Wuf=Unsprung
    on the torsional member to select the best possible material for
    the torsion member was done.

    Keywords- FSAE, Anti-roll bar, Roll, Formula student

    INTRODUCTION –
    Anti-roll bar sometime also known as a stabilizer bar or
    sway bar is used for the purpose of controlling the roll
    motion of the vehicle. It provides better stability during wt. Front,
    corning. Roll motion referred as to the motion in the lateral RLf= Tire loaded radius(Static) front, Wur=Unsprung wt.
    direction on the Y-axis during which the vehicle rolls around Rear
    the central axis of the vehicle. RLr=Tire loaded radius(Static) Rear
    Image Courtesy- RHD-JAPAN Sprung Wt. distribution = Sprung wt front/Total sprung
    Anti- Rollbar increases overall roll stiffness of the vehicle, mass.
    thus providing a number of advantages to the vehicle and its Rolling Moment (lever Arm) =
    performance. ( Sprung mass cog ht.)-[Front Roll Centre ht+(Rear Roll
    One of the major advantages is that it provides better traction Centre ht.-Front Roll Centre ht.)(1-sprung mass wt.
    during cornering the vehicle. distribution)]
    Rolling moment per g lateral acceleration =
    METHOD USED –
    The calculations were done in the following syntax -
    RIDE RATES - ROLL ANALYSIS - ARB DIMENSIONS
    AND MATERIAL SELECTION

    Ride rates were calculated by first determining the desired


    Natural frequencies of the front as well as rear but separately.
    Here, Hrm= Rolling moment (lever arm) -------------
    These values were chosen using the general values which
    ---- Calculated above
    have validated after years of experimentation and
    Now, dividing this value with the desired roll gradient will
    observation.
    give us the Roll Rate required(KΦ).
    Natural frequency for the front suspension = 2 Hz
    Roll gradient should be taken between 1.5 - 3deg/g for an fs
    Natural frequency for the rear suspension = 2.5Hz
    vehicle.
    The reason behind aiming for higher natural frequency in the
    rear is to compensate for the response delay, since its always
    Now calculate available Front spring roll rate by using the
    the front suspension which has to act first.
    following expression -
    Then, the ride rates were calculated for the front and rear
    individually using the following expression-

    Here, Krf= Ride Rate


    front wF=Natural
    Frequency Front
    Wsf= Sprung mass
    front

    IJERTV9IS070675 www.ijert.org 1523


    (This work is licensed under a Creative Commons Attribution 4.0 International License.)
    Published by : International Journal of Engineering Research & Technology (IJERT)
    http://www.ijert.org ISSN: 2278-0181
    Vol. 9 Issue 07, July-2020

    Here, KΦsf = Front spring roll rate Multiply this with %load transfer X 100 to get front/rear
    Krf = Ride rate front (calculated during ride analysis) load transfer.
    Tf = Track width front Front Roll Stiffness (Kфf) =
    Similarly, by using adequate value, the available rear spring
    roll rate(KΦsr) can be determined.
    Adding both the front and rear roll rates will give us the
    total available roll rate.
    So, arb must provide = Required roll rate - available roll
    rate
    Now, to size the front and rear bars, we need to calculate
    this requirement based on the weight distribution of the
    vehicle. Here, ф= Roll Gain ( 0.5 - 1 for non-aero fs vehicles)
    From here, it can be calculated that the rear arb must provide

    Here, TLT/Ay = Total load transfer during lateral the difference between the total, rear, and that provided by
    acceleration. the rear springs.
    Tave= Average of Front and Rear track width Kф(arb)rear = Kф - Kфf - Kфsr

    IJERTV9IS070675 www.ijert.org 1524


    (This work is licensed under a Creative Commons Attribution 4.0 International License.)
    Published by : International Journal of Engineering Research & Technology (IJERT)
    http://www.ijert.org ISSN: 2278-0181
    Vol. 9 Issue 07, July-2020

    Divide this by the Linkage ratio(rear) to get the final


    requirement.
    For the front,
    Kф(arb)front = (Kфf - Kфsf)/linkage ratio(front)
    RESULTS AND DISCUSSION FOR THE METHOD
    The whole calculation was done by preparing a spreadsheet
    to facilitate the calculations. For which the results are
    shown as followed -

    It can be seen that the required stiffness for the rear comes
    out to be negative, which symbolizes that the rear
    suspension is stiff enough and does not require an arb
    setup.

    With dimensions OD= 35mm


    MATERIAL SELECTION ID= 15mm
    The following materials were considered-
    Mild steel - AISI 1020 80 GPa shear CONCLUSION -
    modulus Anti-roll bar torsion member with outer diameter of 35mm
    Aluminum - AL-7075 T6 26.9 GPa shear and inner diameter 15mm was designed to provide roll
    modulus stiffness of 760.4731927 Nm/mm.
    Magnesium alloy - AZ31B 17 GPa shear modulus
    ACKNOWLEDGMENT
    Although magnesium alloy provides great weight reduction Biswajit Sahoo, School of mechanical engineering, Kalinga
    advantage it is expensive and also for the same thickness, Institute of Industrial Technology
    withstands lower stress than aluminum. Chandraneel Pal, School of mechanical engineering,
    Kalinga Institute of Industrial Technology
    After running simulations aluminum was considered as the Piyush Nanda, School of mechanical engineering, Kalinga
    optimal choice as it provided enough durability, is Institute of Industrial Technology
    lightweight, and cheaper than magnesium alloy. Softwares Used - CAD Modelling - Solidworks 2020
    Simulation - Ansys R17.2
    The size was determined by comparing the required area
    moment of inertial to the area moment of inertia of the arb REFERENCES
    system torsion bar with desired dimensions. Racecar vehicle dynamics, William F. Millikan; Douglas
    Required area moment of inertia = [(Required Roll stiffness Millikan
    X Length of tube)/Shear Modulus]
    Area moment of inertia for cylindrical tube = [π(𝐷4 −
    𝑑 4 )]/32
    The following simulation was done by applying 650N on
    both ends in torsion that sums up to 1300N in total.

    IJERTV9IS070675 www.ijert.org 1525


    (This work is licensed under a Creative Commons Attribution 4.0 International License.)

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