DOCSLIB.ORG

Design of the Suspension System for a FSAE Race Car Sergio Valencia

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Design of the Suspension System for a FSAE Race Car Sergio Valencia Design of the Suspension System for a FSAE Race Car Sergio Valencia Arboleda 201126788 Faculty advisor: Juan Sebastián Nuñez Gamboa Faculty co-advisor: Andres Gonzalez Mancera Towards the degree of: Bachelor in Mechanical Engineering Universidad de Los Andes Mechanical Engineering Department May 2016 1 Contents Chapter 1. Introduction 1.1 Project Background 1.2 Problem definition Chapter 2. Objectives & Design Methodology 2.1 Objectives 2.2 Design Methodology Chapter 3. Literature Review 3.1 The suspension of an FSAE and its objective 3.2 FSAE suspension elements 3.3 Full vehicle Parameters 3.4 Vehicle Dynamic Load Transfer 3.5 Tire Relative Angles 3.6 Suspension Behaviours 3.7 Steering Behaviours 3.8 Formula SAE Suspension Requirements Chapter 4. Preliminary Design decisions 4.1 Benchmark Information 4.2 Rims & Tires 4.3 Vehicle´s Overall Weight Estimation 4.4 Center of Gravity Estimation 4.5 Type of Suspension 4.6 Vehicle´s Basic Dimensional Parameters 4.7 Overall Performance Targets & Design Recommendations Chapter 5. Modelling the suspension in Autodesk Inventor® 5.1 Chassis Geometry 5.2 Geometric Suspension Design Chapter 6. Suspension Geometry evaluation using MatLab® 6.1 Previous Geometric analysis 6.2 Objective of the code 6.3 Analysis Methodology 6.4 Front Suspension Static Analysis 6.5 Relationship Between the variables and the parameters 6.6 Front Suspension Results 6.7 Rear Suspension Static Analysis 2 6.8 Rear Suspension Results 6.9 Final Considerations Chapter 7. Suspension modelling & evaluation in Adams/Car® 7.1 Introduction to Adams/Car® 7.2 Modelling the suspension in Adams/Car® 7.3 Suspension Actuation Analysis and Design 7.4 Front Suspension DOE 7.5 Rear Suspension DOE 7.6 Full vehicle Analysis 7.7 Final Configuration of the suspension 7.8 Design Evaluation Chapter 8. Conclusions and future work 7.1 Conclusions 7.2 Future work References Appendix A. FSAE Lincoln electric vehicles information Appendix B. Hoosier Tire Information Appendix C. Keiser Rim Information Appendix D. MatLab® Code Appendix E. Front Suspension MatLab® analysis results Appendix F. Rear Suspension MatLab® analysis results Appendix G. Front & Rear suspension: Wheel rate Appendix H. Full Vehicle DOE Results Appendix I. Front Suspension Results: Final Parameters Appendix J. Rear Suspension Results: Final Parameters 3 List of Figures: Figure 1. Chassis Render (taken from: Sarmiento, 2015 pg. 60) Figure 2. Types of Independent suspension configurations Image A. Pull rod Suspension (taken from: Kiszko, 2011 pg. 58) Image B. Push rod Suspension (taken from: Farrington, 2011 pg. 122) Image C. Direct Actuation of the shock absorber (taken from: http://trackthoughts.com/wp- content/uploads/2010/11/M0401751.jpg) Figure 3. ADAMS/Car® fsae_2012 Front Suspension Assembly Figure 4. ADAMS/Car® fsae_2012 Rear Suspension Assembly Figure 5. ISO International Vehicle axis system (taken from: http://white- smoke.wikifoundry.com/page/Heave,+Pitch,+Roll,+Warp+and+Yaw) Figure 6. Roll Center height diagram (Taken from Chang, 2012 pg. 2) Figure 7. Instant Roll Center (Taken from: Jazar, 2014 pg. 527 ). Figure 8. Vehicle Roll Axis (Taken from: http://dreamingin302ci.blogspot.com.co/2013/06/flckle-roll-center.html) Figure 9. Different Toe Angle´s (Taken from: Jazar, 2014 pg. 528) Figure 10. Caster angle geometry (Taken from: http://www.autozone.com/repairguides/Toyota-Celica-Supra-1971- 1985-Repair-Guide/FRONT-SUSPENSION/Front-End-Alignment/_/P-0900c1528007cc57) Figure 11. Camber angle geometry (Taken from: http://www.autozone.com/repairguides/Pontiac-Fiero-1984-1988- Repair-Guide/Front-Suspension/Front-End-Alignment/_/P-0900c152801dace). Figure 12. Kingpin angle & scrub radius geometry (Taken from: http://www.mgf.ultimatemg.com/ ) Figure 13. Jacking Force estimation (Taken from: Smith, 1978 pg. 39) Figure 14. Tire´s slip angle (Taken from: Milliken & Milliken, 1995 pg. 54) Figure 15. Oversteer & Understeer (Farrington, 2011 pg. 33) Figure 16. Vehicle Fundamental dimensions Figure 17. Rollover stability test (Taken from http://www.bbc.co.uk/news/uk-england-northamptonshire-14184535) Figure 18. FSAE Hoosier tire (Taken from: https://www.hoosiertire.com/Fsaeinfo.htm ). Figure 19. Keiser Kosmo Forged (Taken from: http://keizerwheels.com/ ) Figure 20. Center of gravity location of the actual chassis Figure 21. First layout of the major components Figure 22. Second layout of the major components Figure 23. Third layout of the major components Figure 24. Equal Length & Parallel arms configuration (Taken from: Farrington, 2011 pg. 22) Figure 25. Unequal Length & Parallel arms (Taken from: Farrington, 2011 pg. 22) Figure 26. Unequal Length & Non-Parallel arms (Taken from: Farrington, 2011 pg. 22) Figure 27. Chassis design Figure 28. Chassis with the modifications in the rear section Figure 29. First iteration of the suspension geometry attached to the chassis Figure 30. Chassis possible modifications Figure 31. Roll Center Height and KPI angle estimation using the graphical method Figure 32. Coordinate system & Hardpoints assignation (Wolfe, 2010). Figure 33. Relationship between the Variables & Parameters Figure 34. yl vs Roll Center Height (RCH in inches) Figure 35. Results after iterating the Upper A-arm width (Z coordinate of Hardpoints 1 & 2). Figure 36. ADAMS/Car® fsae_2012 full vehicle assembly Figure 37. First design iteration of the FRONT_UNIANDES assembly Figure 38. First design iteration of the REAR_UNIANDES assembly Figure 39. First design iteration of the FSAE_UNIANDES assembly Figure 40. Equivalent Coordinate system (MatLab & ADAMS/Car). Figure 41. Origin of the coordinate system in ADAMS/Car® Figure 42. Öhlins TTX25 MkII (50 mm). (Taken from: http://www.kaztechnologies.com/fsae/shocks/ohlins-fsae- shocks/). Figure 43. Suspension actuation mechanism (Front & Rear assemblies) 4 Figure 44. HYPERCO FSAE springs (Taken from: http://www.kaztechnologies.com/fsae/springs/) Figure 45. Location of each of the 5 input factors (Front Suspension) Figure 46. Simulation conditions during the Front Suspension DOE Figure 47. Opposite Wheel travel simulation Figure 48. Influence of the factors respect the Roll Center vertical displacement (Front suspension) Figure 49. Influence of the factors respect the Roll Center lateral displacement (Front suspension) Figure 50. Influence of the factors respect the Camber gain (Front suspension) Figure 51. Influence of the factors respect the Toe gain(Front suspension) Figure 52. Location of each of the 6 input factors (Rear Suspension) Figure 53. Simulation conditions during the Rear Suspension DOE Figure 54. Influence of the factors respect the Roll Center vertical displacement Figure 55. Influence of the factors respect the Roll Center Lateral displacement Figure 56. Influence of the factors respect the Camber gain Figure 57. Influence of the factors respect the Toe gain Figure 58. Vehicle trajectory while performing a Step-steer simulation Figure 59. Simulation Conditions: Step-steer Figure 60. Influence of the factors respect the Lateral Acceleration Figure 61. Influence of the factors respect the Chassis Roll Figure 62. Influence of the factors respect the Yaw rate Figure 63. Influence of the factors respect the Vehicle Slip Angle Figure 64. FRONT_UNIANDES final configuration Figure 65. REAR_UNIANDES final configuration Figure 66. FSAE_UNIANDES vehicle vs fsae_2012 vehicle Figure 67. Straight line acceleration conditions Figure 68. Vehicle´s pitch angle vs simulation time (FSAE_UNIANDES vs fsae_2012) Figure 69. Vehicle´s pitch angle vs Longitudinal acceleration (FSAE_UNIANDES vs fsae_2012) Figure 70. Front and Rear normal forces (FSAE_UNIANDES) vs simulation time Figure 71. FSAE_UNIANDES longitudinal acceleration vs simulation time Figure 72. Lane change simulation conditions Figure 73. Chassis roll ange vs lateral acceleration (FSAE_UNIANDES vs fsae_2012 Figure 74. Lateral Acceleration vs simulation time (FSAE_UNIANDEs vs fsae_2012) Figure 75. Constant Radius simulation conditions Figure 76. Vehicle´s Side Slip Angle vs simulation time (FSAE_UNIANDES vs fsae_2012) Figure 77. Tire normal forces vs simulation time (FSAE_UNIANDES) Figure 78. Internal combustión engine vs electric engine: Torque vs rpm (taken from: https://simanaitissays.com/2013/07/20/tranny-talk/) Figure 79. Vehicle side-slip angle (taken from: http://www.racelogic.co.uk/_downloads/vbox/Application_Notes/Slip%20Angle%20Explained.pdf) 5 List of Tables: Table 1. FSAE Lincoln Electric vehicles parameters (2015) Table 2. Hoosier tire specifications Table 3. Weight estimation of the vehicle Table 4. Types of Batteries used in the FSAE electric vehicles (Info taken from: http://batteryuniversity.com/learn/article/types_of_lithium_ion). Table 5. Center of Gravity estimation for each configuration Table 6. Vehicle´s Dimensional Parameters Table 7. Recommended values for the suspension parameters* Table 1. Front Suspension Input Variables domain Table 2. Front Suspension Parameters domain Table 10. Front Suspension Results (New domain for each Hardpoint) Table 11. Rear Suspension Input Variable Domain Table 12. Desire RCH domain for the rear suspension Table 13. Rear Suspension Results (New domain for each Hardpoint Table 14. Suspension parameters needed for the analysis Table 15. Final values for the front & rear suspension mechanism Table 16. Input factors Front suspension Assembly Table 17. Input factors Rear suspension Assembly Table 18. Input factors Full vehicle suspension Assembly Table 19. Final Parameters for the FRONT_UNIANDES and REAR_UNIANDES suspension
Load more

Recommended publications
  • Meritor® Independent Front Suspension Drivetrain System
    MERITOR® INDEPENDENT FRONT SUSPENSION DRIVETRAIN SYSTEM Meritor’s state-of-the-art modular drivetrain system for all-wheel drive (AWD) commercial trucks features the Independent Front Suspension (IFS) module equipped with modern steering geometry and air disc brake technology, and a low-profile shift on-the-fly transfer case. The IFS, available in drive or non-drive options, is a part of Meritor’s field-proven and widely acclaimed ProTec™ ISAS® line of independent suspensions. This bolt-on, modular solution does not require modifications to existing frame rails and maintains vehicle ride height. FEATURES AND BENEFITS ■ Proven Independent Suspension Axle System technology – The ISAS product line has been fitted on high-mobility vehicles for over 20 years. The Independent Front Suspension system leverages decades of expertise in designing and manufacturing field-proven systems. ■ Bolt-on system – The Independent Front Suspension does not require modifications to frame rails ■ 5 to 12 inch ride height reduction – Improves vehicle roll stability versus best-in-class beam axle ■ Modular solution – Maintains the same ride height of a rear-wheel drive (RWD) truck ■ Lower center of gravity – Better vehicle maneuverability and stability for safe and confident handling ■ 60 percent reduction in cab and driver-absorbed power – Ride harshness improvements as well as reduction in unwanted steering feedback lead to less physical fatigue for the driver, and higher reliability of the cab ■ 2-times the wheel travel – The Independent Front Suspension provides
    [Show full text]
  • Road & Track Magazine Records
    http://oac.cdlib.org/findaid/ark:/13030/c8j38wwz No online items Guide to the Road & Track Magazine Records M1919 David Krah, Beaudry Allen, Kendra Tsai, Gurudarshan Khalsa Department of Special Collections and University Archives 2015 ; revised 2017 Green Library 557 Escondido Mall Stanford 94305-6064 [email protected] URL: http://library.stanford.edu/spc Guide to the Road & Track M1919 1 Magazine Records M1919 Language of Material: English Contributing Institution: Department of Special Collections and University Archives Title: Road & Track Magazine records creator: Road & Track magazine Identifier/Call Number: M1919 Physical Description: 485 Linear Feet(1162 containers) Date (inclusive): circa 1920-2012 Language of Material: The materials are primarily in English with small amounts of material in German, French and Italian and other languages. Special Collections and University Archives materials are stored offsite and must be paged 36 hours in advance. Abstract: The records of Road & Track magazine consist primarily of subject files, arranged by make and model of vehicle, as well as material on performance and comparison testing and racing. Conditions Governing Use While Special Collections is the owner of the physical and digital items, permission to examine collection materials is not an authorization to publish. These materials are made available for use in research, teaching, and private study. Any transmission or reproduction beyond that allowed by fair use requires permission from the owners of rights, heir(s) or assigns. Preferred Citation [identification of item], Road & Track Magazine records (M1919). Dept. of Special Collections and University Archives, Stanford University Libraries, Stanford, Calif. Conditions Governing Access Open for research. Note that material must be requested at least 36 hours in advance of intended use.
    [Show full text]
  • Vehicle Dynamics and Performance Driving
    Vehicle Dynamics In the world of performance automobiles, speed does not rule everything. However, ask any serious enthusiast what the most important performance aspect of a car is, and he'll tell you it's handling. To those of you who know little to nothing about automobiles, handling determines the vehicle's ability to corner and maneuver. A good handling car will be able to maneuver with ease, zig-zag between cones, and frolic through windy roads. A poor handling car, however, will have trouble maneuvering, knock over cones, and will most likely end up in the ditch if trying to make its way through windy roads. Want to have fun while driving? Buy a good handling car. A car that can maneuver well will be safer and much more fun to drive. According to Racing Legend Mario Andretti, "handling is an automobile's soul." It determines the difference between a car that's enjoyable to drive and one that's simply a means for getting from Point A to Point B. According to their handling properties, cars such as the BMW M3, the Porsche 911 Carrera 4, and the Lotus Elise should bring the driver the most excitement (The Ultimate Driving Experience). While cars like the Dodge Viper may provide the driver with an abundance of power and speed, the poor handling may take away from driver excitement. So what makes a car handle well? A car's handling abilities are solely determined by how they obey the laws of physics. The physics of handling involves everything from forces to torque, so evaluating handling is an extremely complicated affair.
    [Show full text]
  • Development and Analysis of a Multi-Link Suspension for Racing Applications
    Development and analysis of a multi-link suspension for racing applications W. Lamers DCT 2008.077 Master’s thesis Coach: dr. ir. I.J.M. Besselink (Tu/e) Supervisor: Prof. dr. H. Nijmeijer (Tu/e) Committee members: dr. ir. R.M. van Druten (Tu/e) ir. H. Vun (PDE Automotive) Technische Universiteit Eindhoven Department Mechanical Engineering Dynamics and Control Group Eindhoven, May, 2008 Abstract University teams from around the world compete in the Formula SAE competition with prototype formula vehicles. The vehicles have to be developed, build and tested by the teams. The University Racing Eindhoven team from the Eindhoven University of Technology in The Netherlands competes with the URE04 vehicle in the 2007-2008 season. A new multi-link suspension has to be developed to improve handling, driver feedback and performance. Tyres play a crucial role in vehicle dynamics and therefore are tyre models fitted onto tyre measure- ment data such that they can be used to chose the tyre with the best characteristics, and to develop the suspension kinematics of the vehicle. These tyre models are also used for an analytic vehicle model to analyse the influence of vehicle pa- rameters such as its mass and centre of gravity height to develop a design strategy. Lowering the centre of gravity height is necessary to improve performance during cornering and braking. The development of the suspension kinematics is done by using numerical optimization techniques. The suspension kinematic objectives have to be approached as close as possible by relocating the sus- pension coordinates. The most important improvements of the suspension kinematics are firstly the harmonization of camber dependant kinematics which result in the optimal camber angles of the tyres during driving.
    [Show full text]
  • A Novel Universal Corner Module for Urban Electric Vehicles: Design, Prototype, and Experiment
    A Novel Universal Corner Module for Urban Electric Vehicles: Design, Prototype, and Experiment by Allison Waters A thesis presented to the University of Waterloo in fulfillment of the thesis requirement for the degree of Master of Applied Science in Mechanical Engineering Waterloo, Ontario, Canada, 2017 c Allison Waters 2017 I hereby declare that I am the sole author of this thesis. This is a true copy of the thesis, including any required final revisions, as accepted by my examiners. I understand that my thesis may be made electronically available to the public. ii Abstract This thesis presents the work of creating and validating a novel corner module for a three-wheeled urban electric vehicle in the tadpole configuration. As the urban population increases, there will be a growing need for compact, personal transportation. While urban electric vehicles are compact, they are inherently less stable when negotiating a turn, and they leave little space for passengers, cargo and crash structures. Corner modules provide an effective solution to increase the space in the cabin and increase the handling capabilities of the vehicle. Many corner module designs have been produced in the hopes of increasing the cabin space and improving the road holding capabilities of the wheel. However, none have been used to increase the turning stability of the vehicle via an active camber mechanism while remaining in an acceptable packaging space. Active camber mechanisms are also not a new concept, but they have not been implemented in a narrow packaging space with relatively large camber angle. Parallel mechanism research and vehicle dynamics theory were combined to generate and analyse this new corner module design.
    [Show full text]
  • Final Report
    Final Report Reinventing the Wheel Formula SAE Student Chapter California Polytechnic State University, San Luis Obispo 2018 Patrick Kragen [email protected] Ahmed Shorab [email protected] Adam Menashe [email protected] Esther Unti [email protected] CONTENTS Introduction ................................................................................................................................ 1 Background – Tire Choice .......................................................................................................... 1 Tire Grip ................................................................................................................................. 1 Mass and Inertia ..................................................................................................................... 3 Transient Response ............................................................................................................... 4 Requirements – Tire Choice ....................................................................................................... 4 Performance ........................................................................................................................... 5 Cost ........................................................................................................................................ 5 Operating Temperature .......................................................................................................... 6 Tire Evaluation ..........................................................................................................................
    [Show full text]
  • Tech 03: Spring Spacing, Roll Stiffness and Transverse Weight Transfer
    Tech 03: Spring spacing, Roll Stiffness and Transverse Weight Transfer By ZŝĐŚĂƌĚ͞Doc͟ Hathaway, H&S Prototype and Design, LLC. Understanding how your choice of spring type, spring stiffness, spring placement and spring angle influence the front and rear roll stiffness and the roll stiffness distribution is important to understanding how the weight is distributed to the tires when the race car is cornering. In this tutorial we will work primarily with helping you understand how roll stiffness is determined and how your choice of the above mentioned variables affects its value. Just as the springs act to support the race car weight and control the vertical chassis motions, they also work to control the amount of roll the race car chassis has when cornering. This resistance to chassis roll offered by the springs is called roll stiffness. In addition to the roll stiffness, the front and rear roll center heights also determine how each of the suspensions transfer the cornering forces, the weight transfer and how much roll the chassis takes on during cornering. Tech 01- Springs, Shocks and your Suspension which was posted earlier is a reference for this Tech session. A quick overview of that material is included to assure you have correct suspension values with which to work. The terminology There are two primary angles that govern how race cars transfer weight during racing maneuvers. The first is the roll angle which is the angle, side-to-side, the car seeks as the turn is entered and as the car proceeds through the turn. If there is a roll angle, there MUST be a center for that rotation to occur about; that defines the roll center.
    [Show full text]
  • Chassis Tuning 101 Matt Murphy’S Dirt Oval Chassis Tuning Guide
    Chassis Tuning 101 Matt Murphy’s Dirt Oval Chassis Tuning Guide PREFACE Over the last 17 years of my life, I have raced Dirt Oval all over the United States, on foam tires and rubber, hard packed and loose dirt. I have learned a lot about chassis setup on many different track surfaces with many different types of cars. Much of what I have learned is from trial and error, and quite a bit I have learned from doing plain old research on race car chassis dynamics. My goal now is to take what I have learned, and share it with you, but I want to do so in the simplest, easiest to understand manner that I possibly can. I certainly do not know everything, and I am not always right, however I can say that it is rare that I work on a particular chassis setup, and do not find improvement with each adjustment. My theories are just that, and are intended only to help you better enjoy your RC race cars, no matter which make and model you choose. Some things I pay much more attention to than others when it comes to chassis setup, but please understand there is no right or wrong, there is simply what works best for YOU! INDEX: Chapter 1 - Introduction to Dirt Oval Chassis Setup Chapter 2 - Tires Chapter 3 - Springs, Shocks, and Chassis Height Chapter 4 - Toe, Camber, Caster, and Wheel Spacing Chapter 5 - Droop Chapter 6 - Camber Links and Roll Centers Chapter 7 - Wheelbase, Kickup, and Squat Chapter 8 - Sway Bars Chapter 9 - Transmissions and Drive Train Page 1 of 21 Chapter 1: Introduction to Dirt Oval Chassis Setup: Chassis Setup is the most important factor in having a fast Dirt Oval car.
    [Show full text]
  • Vehicle Simulation to Drive Formula Sae Design Decisions
    VEHICLE SIMULATION TO DRIVE FORMULA SAE DESIGN DECISIONS STEVEN WEBB MONASH UNIVERSITY 2012 SUPERVISED BY DR SCOTT WORDLEY Final Year Project 2012 Final Report SUMMARY This report covers the creation of a simple program that approximates lap time and energy for Formula SAE cars. In 2010 it was decided that Monash Motorsport would do a “clean sheet” design, so the simulation was made in order to find the effect each aspect of the car has on the cars total performance. This report also shows how to correctly validate raw test data against the equations used to create the model in order to improve the accuracy and understanding of the model and to calculate suitable performance metrics for the car. TABLE OF CONTENTS Summary ......................................................................................................................................... 2 Table of Contents ............................................................................................................................ 2 1. Introduction ............................................................................................................................. 4 1.1 Goals and Performance Metrics ........................................................................................ 5 1.2 Variations between different Formula events. .................................................................. 6 1.2.1 Scoring...................................................................................................................... 6 1.2.2 Track Layout ............................................................................................................
    [Show full text]
  • Torque Arm Suspension
    CLICK for More Info Online g-Link Torque-Arm Watt-Link Rear Suspensions for GM Muscle Cars and Custom Installations Direct-Fit Suspensions 5857-A10-02 1964-67 Chevelle/A-Body 5857-A20-02 1968-72 Chevelle/A-Body 5857-F10-02 1967-69 Camaro/Firebird 5857-F21-02 1970-73 Camaro/Firebird 5857-F22-02 1974-81 Camaro/Firebird 5857-X10-02 1962-67 Nova (Chevy II) 5857-X20-02 1968-72 Nova (X-Body) 5857-F10-02 NOTE: Requires FAB9 or Ford 9” housing Custom-Fit Clip and Suspension 7155 Torque Arm Frame Clip 5857-U55-05 Suspension for 7155 Clip 5857-U02-04 Use with OEM Frames NOTE: Requires FAB9 or Ford 9” housing 7155 with 5857-U55-04 Torque Arm Suspension Conversion Features/Benefits: • Immediate acceleration/deceleration The g-Link torque arm systems directly replace the OEM rear response suspension for remarkably improved handling and performance. Each system is comprised of a fabricated torque arm, a pair of • Increases ability to steer with throttle g-Link pivotball tubular-steel or billet-aluminum lower arms, a Watts • Tremendous cornering capability link lateral locator, VariShock coil-overs, weld-on frame brackets, • Improves overall braking and optional billet-arm splined-end anti-roll bar. Together these • Watts link lateral locater components create a superior handling suspension system with • Works with mini-tubs multiple geometry and setting adjustments for further tuning and • Exclusive use of spherical pivot links improvement. Subframe g-Connectors and center support create the • Tubular or billet-aluminum lower arms torque arm chassis mount and are required for operation; these items sold separately.
    [Show full text]
  • Formula SAE Interchangeable Independent Rear Suspension Design
    Formula SAE Interchangeable Independent Rear Suspension Design Sponsored by the Cal Poly Formula SAE team A Final Report for Reid Olsen, FSAE Technical Director By: Suspension Solutions Design team Mike McCune - [email protected] Daniel Nunes - [email protected] Mike Patton - [email protected] Courtney Richardson - [email protected] Evan Sparer - [email protected] 2009 ME 428/481/470 Table of Contents Abstract ......................................................................................................................................................... 6 Chapter 1: Introduction ............................................................................................................................... 7 FSAE Team History and Opportunity ......................................................................................................... 8 Formal Problem Definition ...................................................................................................................... 10 Objectives/Specification Development ................................................................................................... 11 Chapter 2: Background ............................................................................................................................... 13 Solid Rear Axle Design ............................................................................................................................. 14 Tire Research ..........................................................................................................................................
    [Show full text]
  • 2020 Palisade
    2020 PALISADE 1 Mike O’Brien Vice President, Product, Corporate & Digital Planning 2 INCREASING MIDSIZE SUV VOLUME: ALMOST 2MM/YR Small SUV Subcompact SUV Compact SUV Midsize SUV 3,500,000 FORECAST 3,000,000 2,500,000 2,000,000 1,923,630 1,678,411 1,500,000 1,000,000 500,000 0 CY14 CY15 CY16 CY17 CY18 CY19 CY20 CY21 CY22 CY23 CY24 CY25 *IHS Sales & Forecast May 2019 3 MIDSIZE SUV COMPETITIVE SET Honda Pilot Toyota Highlander Ford Explorer Volkswagen Atlas Subaru Ascent Mazda CX-9 Nissan Pathfinder Dodge Durango 4 INTRODUCING HYUNDAI PALISADE New flagship SUV Name references a line of high cliffs, as well as the strength of a fortress Aligns with the bold exterior that commands attention, and signaling safety/security for the family 5 2.1. 제품개발 개요 LX2 PALISADE DESIGN CONCEPT HYUNDAI KING TO CREATE OUR OWN SPIRIT IN HYUNDAI DESIGN IDENTITY 6 2.1. 제품개발 개요 LX2 PALISADE DESIGN CONCEPT Substantial, Strong & Protective • An expression of rugged utility with premium detailing • Unique & distinctive ‘Crocodile Eye’ light signature • Stance communicates all wheel drive capability 7 2.1. 제품개발 개요 LX2 PALISADE DESIGN CONCEPT The Modern Serenity of Yachting Relaxing comfort adventure with family 8 8 9 STRONG & SOPHISTICATED PROFILE 10 COMMANDING FRONT WITH CASCADING GRILLE DISTINCTIVE REAR WITH HARMONIZED LIGHTING 11 SIGNATURE STYLING ELEMENTS LED Headlights LED DRL Signature Lighting LED Taillights 18” or 20” wheels Bold Wide Cascading Grille Side Mirrors with LED turn signals 12 IMPROVED RIDE QUALITY Cabin opening area joints strengthened
    [Show full text]