Design and Analysis of the Front Suspension Geometry and Steering System for a

Solar Electric Vehicle

MASSACHUSETTS INSTMJTE
by OF TECHNOLOGY

Bruce Arensen JUL 3 0 2014

LIBRARIES
Submitted to the
Department of Mechanical Engineering
in Partial Fulfillment of the Requirements for the Degree of

Bachelor of Science in Mechanical Engineering

at the

Massachusetts Institute of Technology

June 2014

2014 Massachusetts Institute of Technology. All rights reserved.

Signature redacted-
-

Signature of Author:
Department of Mechanical Engineering
May 9, 2014

Signature redacted
Certified by:
Stephen Banzaert
Technical Instructor
Signature redacted Thesis Supervisor

Accepted by:
Anette Hosoi
Professor of Mechanical Engineering
Undergraduate Officer
Design and Analysis of the Front Suspension Geometry and Steering System for a
Solar Electric Vehicle

by

Bruce Arensen

Submitted to the Department of Mechanical Engineering

on May 9, 2014 in Partial Fulfillment of the
Requirements for the Degree of

Bachelor of Science in Mechanical Engineering

ABSTRACT

A study on the design of the front suspension geometry and steering system to be used in a solar
electric vehicle. The suspension geometry utilizes a double wishbone design that is optimized to
fit in the space constraints of the vehicle. The steering system consists of a rack and pinion
connected through tie rods to the steering knuckles, largely optimized based on the space within
the vehicle.

The final suspension geometry consists of upper and lower wishbone lengths of 4.25 inches and
3.75 inches, respectively. This system is optimized to maintain a proper camber angle and
minimize scrub due to track distance changes throughout the travel of the suspension.

The geometry of the steering system is designed to fit in the vehicle while achieving a near-
Ackermann steering condition. The steering knuckle and steering rack extenders, both made out
of Aluminum 6061-T6, are designed based off of this geometry and are optimized for weight and
machinability.

Thesis Supervisor: Stephen Banzaert

Title: Technical Instructor

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 Acknowledgements
I, the author, would like to thank the MIT Solar Electric Vehicle Team for the opportunity over
the past 4 years to be a member of the team. The lessons learned, skills attained, and
memories experienced have been a fundamental part to my undergraduate experience. This
thesis would not have been possible without the support of the team, including guidance
through the design process and access to the machines and materials necessary for this project.

I would also like to thank the MIT Edgerton Center for providing the space, tools, and support
for the MIT Solar Electric Vehicle Team. Their assistance is fundamental in allowing the team to
do what we do.

Finally, I would like to thank Steve Banzaert for his assistance and guidance through throughout
the writing of this thesis.

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 Table of Contents

Abstract 3
Acknowledgements 5
Table of Contents 7
List of Figures 8
List of Tables 9
1. Introduction 11
2. Background 12
2.1 Front Suspension Geometry 12
2.1a Overview 12
2.1b Important Terms and Design Parameters 13
2.1c Design Goals 16
2.2 Steering System 17
2.2a Overview 17
2.2b Important Terms and Design Parameters 18
2.2c Design Goals 18
3. Design and Analysis 19
3.1 Front Suspension Geometry 19
3.1a Initial Design Parameters 19
3.1b Design Process 20
2.2 Steering Design 24
2.2a Initial Design Parameters 24
2.2b Design Process 24
4. Results and Final Design 27
4.1 Front Suspension Geometry 27
4.2 Steering Design 34
5. Conclusion 38
6. Appendices 39
Appendix A: Drawings of Steering Parts 39
7. Bibliography 43

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 List of Figures

Figure 2-1: Example of a double wishbone suspension system

Figure 2-2: Camber angle diagram
Figure 2-3: Diagram of the kingpin inclination and scrub radius
Figure 2-4: Caster angle diagram
Figure 2-5: Overview of a rack and pinion steering system
Figure 3-1: Front view sketch of the suspension geometry
Figure 3-2: 3 dimensional sketch of the suspension geometry
Figure 3-3: Moveable assembly of the suspension geometry
Figure 3-4: Sketch to determine the optimal location for the steering rack/tie rod connection
Figure 4-1: Graph of wishbone length vs. scrub distance with equal length wishbones
Figure 4-2: Graph of lower wishbone angle vs scrub distance
Figure 4-3: Graph of lower wishbone angle vs maximum camber angle
Figure 4-4: Graph of upper wishbone angle vs scrub distance
Figure 4-5: Graph of upper wishbone angle vs maximum camber angle
Figure 4-6: Graph of downwards scrub distance vs upper and lower wishbone lengths
Figure 4-7: Graph of upwards scrub distance vs upper and lower wishbone lengths
Figure 4-8: Graph of scrub distance as a function of the upper and lower wishbone angles
Figure 4-9: Graph of maximum camber angle vs upper and lower wishbone angles
Figure 4-10: Sketch of the final steering geometry
Figure 4-11: Final steering knuckle design
Figure 4-12: Steering rack with extenders and supports
Figure 4-13: Full steering system
Figure 5-1: Dimensioned drawing of the larger steering knuckle part
Figure 5-2: Dimensioned drawing of the smaller steering knuckle part
Figure 5-2: Dimensioned drawing of the steering rack extender

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 List of Tables

TABLE 4-1: Optimized data points based on the lower wishbone angle 33
TABLE 4-2: Final Suspension Geometry Specifications 33

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1. Introduction
The MIT Solar Electric Vehicle Team (MIT SEVT) was founded in 1985 with the main goal being to design,
build, and race solar electric vehicles. The team consists of MIT undergraduates, as well as a few
graduate students and alumni of the team. MIT SEVT competes in two main competitions: the World
Solar Challenge (WSC) and the American Solar Challenge (ASC). Both of these competitions are long
distance, cross-country races of vehicles that only use solar energy for power. The vehicles typically
weigh 160-180kg and drive at highway speeds for extended periods of time. These races are quite long,
typically around 2,000 miles, which means that the vehicles must be designed for efficiency, endurance,
and reliability.

MIT SEVT is currently in the process of building and testing its newest vehicle, named Valkyrie. This
vehicle, the 13* in the history of the team, is designed to meet the regulations for the American Solar
Challenge 2014. These regulations define many of the design choices for the vehicle, including solar
array size and type, overall size of the vehicle, and size of the battery pack, as well as many other safety
regulations. Valkyrie follows a similar design scheme to the team's previous vehicles: it is a 3-wheeled
vehicle (2 wheels in the front, 1 in the rear) that is propelled by an in-hub electric motor attached to the
rear wheel. The driver is located in the rear fairing, directly in front of the rear wheel. Unlike the team's
previous vehicles, Valkyrie will have a semi-monocoque chassis. This means that the crash structure is
composed primarily of carbon fiber composites that are a part of the external aerodynamic body, as well
as a steel roll cage above the head of the driver. Previous vehicles have utilized a tube-steel chassis
encased in a carbon fiber composite body. This new design has led to a much thinner aerodynamic body
because it no longer has to encase a bulky steel chassis. However, it also means that most of the
mechanical system has to be totally redesigned in order to fit in the new space constraints. This paper
will outline the design process in creating the front suspension geometry and steering system of Valkyrie
according to the new design constraints due to the semi-monocoque chassis.

11
2. Background
In researching information about suspension systems and the different parameters, two books were

extensively used: Vehicle Dynamics: Theory and Application by Reza N. Jazar and Road Vehicle Dynamics:

Fundamentals and Modeling by Georg Rill. Many of the ideas conveyed in the following sections come
from these books. However, it is important to note that these design principles are not specific to these
books, but are common parameters used in all suspension design processes.

2.1 Front Suspension Geometry

2.1a Overview
The term front suspension geometry refers to the overall shape of the suspension system. It does not

give any indication as to what the actual, physical parts of the suspension will look like. Instead, it

defines the location of all important points, distances and angles between these points. This includes the
points at which the suspension mounts to the vehicle and all of the key geometric dimensions needed to

define the system. In vehicle suspension design, determining the geometry of the system is extremely

important. This is because the geometry defines many of the static and dynamic properties of the

system, therefore playing a large role in the efficiency and drivability of the vehicle.

There are many different types of general vehicle suspension types and geometries. The design used in
Valkyrie is based on a double wishbone suspension, chosen because of its ability to take on many
different sizes and shape and be optimized for many different situations. It also allows for very careful
design and control of many of the parameters that are important in suspension properties. In previous
MIT SEVT designs, the double wishbone suspension has shown to be an appropriate design choice for
use in solar electric vehicles. An example of this type of suspension system is shown in Figure 2-1.

Spherical
Attach to the Bearing
Chassis

Spherical Upright

Figure 2-1: Example of a double wishbone suspension system. The wishbones and the shock absorber attach to the
vehicle chassis, and the upright is connected to the end of the wishbones via spherical bearings.

12
This type of suspension system consists of 2 wishbone-shaped arms that are mounted to the vehicle at
their pronged ends. The other side of each wishbone is a pivot point that is used to locate the wheel.
Both connect to an upright through a spherical bearing. A spindle is mounted to the hole near the
bottom of the upright. A hub is mounted on the spindle with a set of bearings, and the wheel is
mounted on the hub. Finally, a shock absorber (spring-dashpot system) is attached to the lower
wishbone and a mounting point on the vehicle.

2-1b Important Terms and Design Parameters

In order to understand suspension geometry, it is important to understand several widely used terms
used in describing suspension systems. The definition, as well as their importance in design, of some of
these terms is given below.

Wheelbase: The distance between the front and rear wheels of a vehicle.

Track: The distance between the left and right wheels of a vehicle.

Contact Patch: The section of the tire that is directly in contact with the ground. This is the portion of
the tire through which all ground forces must be transmitted, so a larger contact patch will allow greater
shear forces to be transmitted to the wheel.

Camber Angle (Figure 2-2): The angle from vertical made by the wheel when viewed from the front of
the vehicle. A positive camber angle is when the top of the wheel is angled away from the vehicle, while
a negative camber angle is tilted toward the car. A design with a camber angle equal to zero is optimal
for efficiency and tire wear when heavy cornering is not encountered. A negative camber angle on the
inside wheel leads to more control when cornering because it allows some of the cornering forces to be
taken directly by the axis of the wheel and not just through the shear force across the contact patch. It
also increases the contact patch of the tire during sharp turns.

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 Camber Angle

Tire

Figure 2-2: Camber angle. If the car body is to the left of the image, then this camber angle is positive.

Kingpin Axis (Figure 2-3 and Figure 2- 4): The axis about which the wheel turns during steering. In a
double wishbone suspension, this is defined by center points of the two spherical bearings that connect
the upright to the two wishbones.

Kingpin Inclination (Figure 2-3): The angle from vertical that the kingpin axis makes when viewed from
the front of the vehicle. The inclination of the kingpin allows the steering system to automatically
center, which is helpful for the stability of the vehicle. The kingpin inclination also determines the scrub
radius.

Scrub Radius (Figure 2-3): The distance in front view between the center of the contact patch of the
wheel and the location where the kingpin axis goes through the ground. The radius is considered
positive when the kingpin axis is on the outside of the center of the contact patch. This is the radius that
the contact patch of the wheel spins about during steering. A larger scrub radius allows easier steering
when parking, while a small scrub radius leads to a lower steering sensitivity to braking inputs.

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 I II
Scrub Radius

Figure 2-3: Diagram of the kingpin inclination and scrub radius. The scrub radius shown would be considered
negative.
Caster Angle (Figure 2-4): The angle made kingpin axis when viewed from the side of the vehicle. The
presence of a caster angle, like kingpin inclination, allows for the steering to be self-centering.

Caster Angle

F' A

Figure 2- 4: Diagram that demonstrates caster angle. Caster angle is positive when the upright is tilted backwards.
This caster angle in this image would be positive assuming that the front of the vehicle is to the left of the image.

15
Wheel Toe: The angle, from the top view, that the wheels make when the steering is centered. Toe-In
indicates that both wheels are pointed inwards, while Toe-Out is when both wheels are angled

outwards. In order to reduce tire wear and energy losses, it is important to minimize wheel toe.
However, toe-in helps in the straight-line stability of a vehicle. Most vehicles aim to have a very slight
toe in, in order to minimize wear but still gain some stability.

Scrub: Occurs whenever a tire rubs against the ground. Scrub distance is the length that the contact
patch moves laterally during suspension travel. In other words, this is the change in track when the
suspension moves up or down. It is important to minimize scrub for several reasons. First of all, scrub
decreases efficiency because the wheel is rubbing on the ground whenever the suspension moves. By
reducing this rubbing by minimizing the scrub, less energy is wasted. Scrub also leads to higher wear in
the tire, increasing the possibility of a blowout.

2-1c Design Goals

This is the same type of suspension that MIT SEVT has used on all of its vehicles in the recent past.
However, there is one significant change: the space constraints. In previous vehicles, the wishbones
mounted directly to the steel chassis. Because the previous steel chassis was not very wide (only about
20 inches at the mounting point), the wishbones were 12-16 inches in length in order to have the proper
track length. In Valkyrie, the mounting point is defined by the monocoque chassis, which will be much
wider in comparison to a steel chassis. The body is also going to be much thinner because it no longer
has to have a steel chassis fit inside. Because of this, the entire suspension system for each wheel has to
fit inside the respective wheel's fairing. The mounting points will be on the inside of the fairing, and
everything has to fit within that space. The width of the fairing will be determined based on the
suspension design, but it is important to keep the suspension as small as possible in order to keep the
fairing as thin as possible for aerodynamic reasons. The aerodynamic sub-team requested that the
wishbones be as short as possible, probably around 4-6 inches in length. This is to allow the fairings to
be as thin as possible in order to decrease aerodynamic drag.

In designing the suspension geometry, both the stability and the efficiency of the system are important.
Stability is the most important: if the vehicle is unstable for any reason, all other gains in efficiency or
driver comfort are pointless. But efficiency cannot be ignored. It might be the case that extremely long
wishbones are more stable, but if it might also be the case that shorter wishbones only lead to a slight
decrease in stability. This added gain in efficiency is most likely worth the decrease in stability. Driver

16
comfort is an afterthought for SEVT design, especially for the suspension. As long as the driver

conditions are bearable, efficiency and stability are always more important.

2-2 Steering Design

2-2a Overview
The steering system of Valkyrie uses a fairly standard rack and pinion type steering mechanism. The
steering wheel is attached directly a steering column, which attaches to the pinion gear of a steering
rack and pinion (usually referred to simply as the steering rack). This rack and pinion gear translates the
rotational motion of the steering wheel into lateral motion. When the steering wheel turns, the steering

rack translates side to side. The rack connects on both sides to tie rods, which then connect to the
steering knuckles, which are rigidly attached to the upright. When the steering knuckle is pushed in
either direction, the entire upright rotates about the kingpin axis. An overview of the system is shown in
Figure 2-5.

Steering Knuckle

Steering
Wheel and Column

Steering
Rack

Steering Knuckle

Figure 2-5: A rack and pinion steering system.

There are two steps of designing the steering system. The first step is determining the optimal
geometry, which is dependent on a number of parameters. Once the geometry is determined, the actual
physical parts can be designed in order to fit that geometry.

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2-2b Important Terms and Design Parameters
There are several important terms that are used quite frequently in steering system design. The
definition, as well as their importance in design, of these terms is given below.

Ackermann Steering: The "ideal" steering geometry, where each wheel steers around the same point as
every other wheel on the car, at any steering angle. This is important because during a turn, the inside
wheel will turn around a tighter radius than the outside wheel. So the geometry needs to be designed in
such a way that the inside wheel turns to a higher angle than the outside wheel. If one of the wheels is
not turning about the same point as the other wheels, then scrub will occur. This means that some of
the wheels will be skidding, which decreases efficiency and can cause dynamic issues with the vehicle.

Slip Angle: The actual angle that a wheel is turning about during a curve. Above a certain speed (roughly
5-10mph depending on the tire), the tires will begin to have a little slip when steering. This is not very
noticeable, but it does affect their angle, which changes the radius at which that tire is steering about.
This means that Ackermann steering is impossible to achieve for speeds about 5-10mph because the slip
angles of each tire will change depending on the exact speed that the vehicle is travelling, the angle at
which they are being steering, and the surface on which the car is driving. Because the energy losses at
the low speeds that Ackermann is possible are very low, It is not necessary for the steering to have a
perfect Ackermann geometry. But it is still important to get it fairly close to Ackermann so that there is
not excessive wheel scrub.

Bump Steer: A condition of a poorly designed steering system where the vertical travel of the
suspension system results in the wheel being steered in an unwanted direction. It is important that the
steering geometry minimizes this as much as possible, as bump steer can lead to a fairly unstable
system.

2-2c Design Goals

The key of the steering system is too find a geometry as close to Ackermann as possible while also
achieving as little bump steer as possible, all while ensuring that the system fits the space constraints of
the vehicle. Bump steer will be the driving factor, as the presence of bump steer can have large effects
on the stability of the system.

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3. Design and Analysis

3.1 Suspension Geometry

3.1a Initial Design Parameters
The first step in designing the suspension geometry was determining the design parameters that can be
decided prior to any analysis. These values are informed by previous MIT SEVT vehicles. Their values
have worked well for the team in the past, so there should not be any need to change them.

Kingpin Inclination: 10 degrees -This was decided based off of previous designs, and was further
optimized to allow the upright to be easily made. Overall, the angle has very little effect on the rest of
the geometry (as long as it is only changed by a few degrees), so making small adjustments later to allow
for the suspension parts to fit together was not a problem.

Scrub Radius: 0 - This is another trait that was decided because of previous cars. Although a small scrub
radius makes it more difficult to steer when parking, it also decreases steering sensitivity to braking
inputs. MIT SEVT has never had any problems with this configuration and parking is not a major concern
for the vehicle. It is more important to have the steering not be affected by braking inputs, so the scrub
radius is set to zero.

Caster Angle: 7 degrees - This is also based off of previous cars. It aids in self-centering the steering and
has been successful for MIT SEVT in the past.

Camber Angle: 0 - Also based off of previous vehicles. The main design logic here is that a vertical wheel
leads to uniform wear and maximizes efficiency when driving straight. Valkyrie will never need to take a
corner quickly, so It Is not vital to have negative camber to aid in cornering. The goal will be to maintain
a small camber angle throughout the suspension's travel, with a negative camber when it travels up, and
a positive camber when it travels down. This will increase the vehicle's grip will turning. Overall, the key
design goal will be to minimize camber change as much as possible.

The 4 points that the 2 wishbones swing about (2 for each wishbone) all must be in the same plane:
This is a geometrical constraint used in almost all double-wishbone suspensions.

Total Suspension Travel: 2 inches up, 1 inch down - These values were determined based off of the
previous vehicle and design requests from the aerodynamic sub-team. Any extra suspension travel
means that the fairing need to be higher up off the ground and the upper body has to by higher up
compared to the wheel, both of which would not be ideal from an aerodynamic perspective.

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3.1b Design Process
In the design of the suspension geometry, the overall goal is to determine a reasonable geometry based
on the initial design parameters and aiming to have wishbones that are 6 inches or less in length, all
while trying to optimize the other parameters. The first goal is to minimize the amount of tire scrub
during suspension travel. This is largely to increase the efficiency of the system while also minimizing
tire wear. Also, if a decision is necessary, it is optimal to minimize the scrub during upwards suspension
travel rather than downwards travel. This is because upwards travel happen when there is a heavy load
on the tire, mean that there will be a high force from the road. This means that any scrub that will occur
will result in much larger shear forces, leading to higher wear on the tire and a lower efficiency.
Downwards suspension travel occurs when there is less force on that tire, meaning that scrub will have
less of an effect.

The other main design goal is to minimize camber change, while also seeking to have a slightly negative
camber during upwards travel and a positive camber during downwards travel. A consistent camber
allows for a much more stable suspension system, while the direction of camber change that is
mentioned helps to increase the tire grip while cornering.

With all the initial parameters set, the actual design of the system could begin. Solid Works was used for
this process. By entering a given geometry, an assembly within SolidWorks would output what the
suspension would look like. Then it was just a matter of moving that suspension throughout its travel
length and measuring the camber change and tire scrub distance. This process would that be repeated
many times for different geometries, with the goal of eventually iterating to the optimal geometry.

Step 1: Create the Geometry

The first step was to create a detailed sketch of the geometry. This was done in a Solid Works part file by
creating a 3D sketch of the geometry. The first step in the creation of the sketch was to first create a 2D
sketch, from the front view, that would detail all of the important design parameters (except for the
caster angle which would be defined in a later step). Figure 3-1 shows an annotated view of this sketch.

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 A

T 1.00

5000\ B 5.00

Figure 3-1: Front view sketch of the suspension geometry. In this geometry, the lengths of the upper and lower
wishbones are 5.00" and 4.80", respectively, and their angles are 3.350 and 5.00, respectively. The kingpin
inclination is set to 10, and the height between the wishbones is 5.00". The vertical line represents the center line
of the tire.

In the design, it was assumed that the tire being used on the vehicle would be a Michelin Radial X
95/80R16 Solar tire(the most efficient, durable tire available for solar cars). The dimensions of this tire
are accounted for in this sketch. As shown, the previously decided design parameters have already been
entered. This essentially leaves 6 values that can be change: the length of upper and lower wishbones (A
and B, respectively), the angle of the upper and lower wishbone (C and D, respectively), the height of
the upper wishbone from the ground, and the distance between the top of the tire and the upper
wishbone (currently set at 1").

From this 2D sketch, a 3D sketch can be created. This is done be extending the points in the 2D sketch in
the X-Y plane into lines in the Z direction. This 3D sketch is shown in Figure 3-2.

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 A

-
B7

Figure 3-2: 3D sketch of the suspension geometry. Note that the only important dimension in this sketch is the
caster angle, which is set at 7.000

The important thing to understand about this sketch is that the shape of the wishbones does not affect
the dynamics of the geometry. As long as their pivot points are along the line that extends from the 2D

sketch (labelled A and B), and their end point is at the location shown (labelled C and D), then all other
parameters for these shapes can be designed to be optimal for the forces they would experience, which
would be determined after the geometry design was complete. The dimensions shown in the sketch
were used just as an example of what the part might look like, which would also allow the geometry to
be tested.

From this point, an assembly was created that would make geometric parts based off of this sketch.
These parts were just square extrusions along the sketch lines that would define the parts. An assembly
of the actual wheel and tire was also added to this assembly. The final working and moveable assembly

is shown in Figure 3-3.

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Figure 3-3: Moveable assembly of the suspension geometry

Step 2: Test the Geometry Configuration

Once all of the SolidWorks files are created, then it is just a matter of testing the geometry
configuration. This consists of moving the wheel up and down the total travel distance and measuring
various parameters (camber angle, scrub distance, etc.). In order to aid in this step, sketches were added
to make the measuring easier: an infinite line at the top travel height and one at the lower travel height
and sketches extending the wishbones in order to determine the role height. Once this was complete,
the suspension would be moved to its lower travel height, and the values would be measured. Then it
would be moved to its upper travel height, and the values would be measured. For some geometries,
the maximum scrub and camber angle change did not occur at the maximum travel points. In these
cases, a rough estimate of where the maximum value occurred was measured, and that value was
recorded.

Step 3: Iteration
From there, it was just a matter of trying numerous configurations. This process was somewhat guess
and check: all the values would be set, and one value would be changed in order to see its effect on the
system. Because there were 6 variables, it took quite some time to arrive at the optimal choice. This
process was repeated many times, and all of the measured values were recorded and tabulated with the
goal of determining the optimal system. The results from this process are given in the results section.

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3.2 Steering Design

3.2a Initial Design Parameters

After the designs of the suspension and monocoque chassis were complete, the steering could be
designed. Because most of the surrounding area was already designed, there were numerous
predetermined design parameters for the steering system.

Steering Rack Location: Because of the monocoque chassis, the location of the steering rack only had
roughly 4 inches forwards/backwards of space that it could sit. For obvious reasons, it also would be
left/right centered.

Other Body Constraints: All of the parts had to fit inside the body. This meant that throughout the
design process, it was important to ensure that the parts would actually be able to fit.

Bump Steering Constraints: The location of the steering rack/tie rod connection point has to be at a
location where minimal bump steer will occur. This location is depends on the suspension geometry and
the dimensions of the steering knuckle.

Upright Connection Point: When the steering was designed, all other suspension components had
already be designed and built. The upright had two holes on each side to mount the steering knuckle.
This meant that the knuckle had to be designed to line up with these holes.

Steering Angle: In order to qualify for the American Solar Challenge, the vehicle has to be able to pass
various dynamic stability tests. To pass the tests at a reasonable speed, the car needs to be able to turn
at least 18 degrees. In order to ensure that this would occur, the steering geometry is designed to turn
at least 20 degrees.

The overall goal is design the steering geometry to meet the parameters above, and be as close to the
ideal Ackermann steering as possible. Once this geometry is determined, the parts will be designed with
a focus on machinability and efficiency.

3.2b Design Process

The overall goal is design the steering geometry to meet the parameters above, and be as close to the
ideal Ackermann steering as possible. Once this geometry is determined, the parts will be designed with
a focus on machinability and efficiency.

24
Step 1: Create the Geometry
When the suspension's geometry was designed, an additional sketch that defined the steering parts was

added to the 3D geometry sketch. This was done as in order to show that the steering would be able to

fit inside the body, though it was known that adjustments to the steering geometry would happen later.
This sketch, shown in Figure 7, first outlined the dimensions of the steering knuckle. Then another
sketch is used to move the suspension to its maximum travel points. The location of the steering knuckle
at these points is determined in the sketch, based off of the dimensions of the knuckle that were
entered earlier. This results in 3 points at which the end point steering knuckle could be located. The 3

points are used to define a circle that is an approximation at which that end point is rotating about. This
means that if the end point of the steering rack is located at the center of the circle, the steering knuckle
will be able to travel with the rest of the suspension and stay straight. With this sketch, the steering rack
location is determined that minimizes bump steer. This sketch is shown if Figure 3-4.

Figure 3-4: Sketch determining the optimal location for the steering rack/tie rod connection point, which is at the
center of the circle. The radius of the circle is defined by the 3 points at which the end of the steering knuckle
would be given the angular movements shown.

25
Step 2: Test the Configuration and Iterate
With the steering geometry sketch fully corifigured, then it was ready to be tested. Just like in the
suspension geometry, an assembly was created that is composed of moveable parts. This assembly
allowed testing how close the steering was to Ackermann. A final sketch was added to the parts: an
infinite line at all three wheels indicating the angle that that wheel is turned to. For perfect Ackermann
steering, these three lines should all intersect at the same point. From that point, it was just a matter of
testing the steering by moving the steering linkages and seeing where the lines intersected.

From that point forward, all that needed to be done was iteration. The only parameters that could be
adjusted were the dimensions of the steering knuckle, which were defined by an X, Y, and Z value. By
slightly changing these values, it was straightforward to see what impact they had on the system being
near-Ackermann. After numerous iterations, a geometry that was close to Ackermann was determined.

Step 3: Design the Parts

Once the geometry was determined, the final step was to design the actual physical parts of the steering
system. These included the steering knuckle, the tie rod, and the rack and pinion extenders that would
be necessary to have the steering rack/tie rod connection points be in the correct location. All three
parts were designed in SolidWorks by creating a part in the geometry assembly. By doing this, all of the
key dimensions were driven by the geometry file, ensuring that the parts would fit exactly where they
need to. It also meant that if the geometry file was aftered (for instance, if it was discovered that the
parts could not fit in the vehicle and a new geometry was needed), then the parts would automatically
update to fit the new geometry. All three parts were designed to be easily machinable with the EZ-Trak
CNC mill that is in the shop the MIT SEVT uses.

26
4. Results and Final Design
4.1 Suspension Geometry
The first question to answer for the suspension was to find what range of lengths would be reasonable

for the wishbones. To answer this, a range of sizes for the wishbones was tested. In order to simplify the
search, the upper and lower wishbones were given the same length for each test. When the upper and
lower wishbones are the same length there is no camber change, meaning that this test was just to
show the effect on scrub. The height of the lower wishbone was set at 18 inches, and the height
difference between the wishbones was set at 5 inches. These values are chosen as a starting point for
iteration and will be adjusted near the end of the process. The results are given in Figure 4-1.

MA 1.5

ra U Upwards Scrub

e 0s Te se f t* Downwards Scrub

0
.

1.5 2.5 3.5 4.5 5.5 6.5

Length of Wishbones (inches)

Figure 4-1: Effect of wishbone length on the scrub distance, assuming both wishbones are the same length.

Looking at this graph, it is clear that the longer the wishbones are, the less scrub there will be. It is
important to note that the scrub blows up when the wishbones get shorter than 3.5 inches. This analysis
indicates that the wishbones should about 3.5 inches or longer to avoid the large scrub distances
associated with those shorter lengths. The slope of the upwards scrub is quite shallow for values 4
inches are greater. in other words, d(length)
d(scrub) _0, sln stewsbn
,aslnastewsbniswsbnisgetrhn4
swsbn sgetrta

inches in length. This means that in this length region, the wishbone length can be slightly adjusted
while ignoring the impact of the scrub distance. For this reason, a wishbone length of 4 inches was
chosen as an initial point of iteration because it minimizes the wishbone size and simplifies the
optimization process.

27
The next step was to see the effect that the angles of the wishbones have on the geometry. The first test

was to set the upper wishbone angle to 0 and vary the lower wishbone angle from 5 to -6 degrees (a

positive angle is when the wishbone is pointed upwards). This results in the data shown in Figure 4-2

and Figure 4-3.

1.6
1.4
a'
U 1.2
a' 1
U
'U 0.8
U, + Upwards Scrub
0
.0 * Downwards Scrub
1~
U

-8 -6 -4 -2 0 2 4 6
Lower Wishbone Angle (degrees)

Figure 4-2: Effect of the lower wishbone angle on the maximum scrub distance, for both upwards and downwards
suspension travel.

:2

U 1
U *Camber Up
U'
E
a' 1
U- -6 -4 -2 4w,- 4 M Camber Down
E
E 1
1.5

2.5
Lower Wishbone Angle (degrees)

Figure 4-3: Effect of the lower wishbone angle on the maxiumum camber angle, for both upwards and downwards
suspension travel
The most important values to gain from this data are the camber trends: if the lower wishbone angle

was negative, then the resulting camber angle was the sign that is desired (positive for downwards

travel, and negative for upwards travel). This data indicates that the lower wishbone should nbe at a

28
negative angle (or at least more negative angle than the upper wishbone angle). Looking at the scrub

distance, in this configuration the optimal lower wishbone angle is about -2 degrees.

This process was then repeated with the lower wishbone angle set at -2 degrees, and the upper
wishbone angle tested from -6 to 5 degrees. The results are shown in Figure 4-4 and Figure 4-5.

1
0.9

0.G
_3 0.4
+Upwards Scrub
.0 0Downwards Scrub

I b.2

M M

-8 -6 -4 -2 0 2 4 6
Upper Wishbone Angle (degrees)

Figure 4-4: Effect of the upper wishbone angle on the maximum scrub distance, for both upwards and downwards
suspension travel, with the lower wishbone angle at -2 degrees

1
+ .
.

E
U'
U I I I i
E- U
-

GI 8 -6 -2 2 4 * Camber Up
E0

a1 M Camber Down
1.5

2.5
3
Upper Wishbone Angle (degrees)

Figure 4-5: Effect of the lower wishbone angle on the maxiumum camber angle, for both upwards and downwards
suspension travel

29
Figure 4-4 confirms that in order to attain the optimal sign of camber angle, the lower wishbone angle
must be more negative than the upper wishbone angle. From these values, an upper wishbone angle of

-
1 degree and a lower wishbone angle of -2 degrees will serve as an appropriate starting point for
iteration.

With roughly appropriate wishbone angles chosen, a wide variety of wishbone lengths could now be
tested. Figure 4-6 and Figure 4-7 show the results from these tests.

0.6

C LowereWihbone
:=0.5 0.5 Length

4.. -4.-Sin
-+*--5 in
0.4 .0 -4-4.75
-- 1-4.75 inin
1

-- A-4.5 in

0.3 ~ 0.3 -*-4.25 in

-~-4.25 in
In -*-4in
-- 4 in

0.2 -0-3.75 in

0
E
= 0.1
0

E
EI ~I- -3.25
~-3
-4-3.5
--+-3.5 in

in inin
--- 3.25
--
in

3 in

0
4.75 4.5 4.25 4 3.75 3.5 3.25 3
Upper Wishbone Length (inches)

Figure 4-6: Downwards Scrub as a function of the upper and lower wishbone lengths. The data clearly shows the
trend that as the lower wishbone gets shorter downwards scrub increases. Interestingly, the opposite occurs when
the upper wishbone gets shorter, at least in this length region.

30
 1.8
Lower Wishbone
1.6 Length

1.4 n
-'-Sin
1.2 -- M-4.75 in
-- A-4.5 in
-
-- 4.25 in
0 8
'- --- 4 in
C.L [email protected] in
--- 3.5 in
. .- 3.25 in
0.2 -- 3 in

0
4.75 4.5 4.25 4 3.75 3.5 3.25 3
Upper Wishbone Length (inches)

Figure 4-7: Upwards scrub as a function of the upper and lower wishbone length. All of these lines have a
minimum that occurs when both wishbones are the same length, resulting in a scrub distance of about 0.1 inches.

From these values, it seems that for upwards travel, there are a number of optimal choices that result in

roughly the same scrub distance. The goal is to find the shortest wishbones reasonable. Based on Figure

4-7, almost any length can be optimized to have an upwards scrub of about 0.1 inches if the two

wishbones are the same length. Looking at Figure 4-6, it is clear that the longer the wishbones, the less
downwards scrub there will be. From this data, a good balance would be for the wishbones to be about
4 inches long. This achieves a very short length, but anything shorter that leads to a rather large

downwards scrub. The camber angle can then be optimized by adjusting the angles of the wishbones.

Given a wishbone length of 4 inches (for both upper and lower), the next step was to determine optimal
angles for these wishbones. This was done by setting the lower wishbone angle at -2 degrees and
varying the angle of the upper wishbone. The results are shown in Figure 4-8 and Figure 4-9.

31
........
.....
.........
.........
..... I............
.............
.....
................
.....
..
..........
......
.....
....................................
......
...........................
........
...........
.....
......
...
.............
........................
...........
..................................................
...........................
.....
...
....
....
...........
0.7

0.6

-4--Scrub Up
0.5
Lower Angle = -6deg
-U-Scrub Down
0.4 0.4 LwA
Lower Angle = -6deg
--*-Scrub Up
0.3 Lower Angle = -4deg
-+--Scrub Down
Lower Angle = -4 deg
0.2 0.2 U
- Low-Scrub Up
Lower Angle = -2deg
0.1 0. - c
-*-Scrub D
Down
Lower Angle = -2deg
0
-10 -8 -6 -4 -2-60
-2 0 2
-10
Figure 4-8: Scrub as a function of the upper wishbone angle, with the lower wishbone angle set at -2, -4, and -6
degrees.

1.5

1~
-4-Camber Up
0.5 Lower Angle = -6deg
-U-Camber Down
0 -Lower Angle = -6deg
---- Camber Up
-0.5 Lower Angle = -4deg
-)*-Camber Down
Lower Angle = -4 deg
-1 -#-Camber Up
Lower Angle = -2deg
-1.5 -4-Camber Down
Lower Angle = -2deg
-2

-2.5
Figure 4-9: Maximum camber angle versus the upper wishbone angle, with the lower wishbone angle set at -2
degrees
From Figure 4-8, all tested lower wishbone angles can result in a maximum upwards scrub of roughly 0.1

inches, given the correct upper wishbone angle. Quite interesting is the fact that for all three angles,

when the upper scrub is 0.1 inches, the lower scrub is very close to 0.35 inches. From this graph, it does
not seem that it matters what angle is chosen for the lower wishbone, as long as an appropriate angle

for the upper wishbone with respect to the lower wishbone. The data in Figure 4-9 can then be used to

make a better decision. Table 4-1 shows the important data points needed to make this decision.

32
 -2 0.1 1 .35 -1.Z I U~3
1
-4 0.1 0.36 -1.0 0.54
-6 0.1 0.36 -.78 0.44
Table 4-1: Important optimal data points based on the angle of the lower wishbone

From these data points, it is clear that setting the lower wishbone angle at roughly -6 degrees is the
optimal choice. It results in smaller upwards camber changes, while minimizing the upwards scrub. It
also has the camber angles at the appropriate sign.

At this point, the optimized geometry is to have the lower wishbone be 4 inches long and at a -6 degree
angle, and the upper wishbone to be 4 inches long and at a -4 degree angle. From this point forward, it

was just a matter of iterating in order to further optimize the system. The goal was to keep the scrub
(especially the upwards scrub) as small as possible and the upwards camber angle about the same, while
increase the downwards camber angle to about -0.75 degrees, in order to increase grip while turning
and to keep symmetry. This process was done by guess and check, making small changes to the
geometry and seeing the effects. Finally, the height difference between the upper and lower wishbones
was increased to 5.5 inches in order to allow the shock to more easily fit into this gap. This had very little
effect on the system, as shown in the results in Table 4-2.

Lower Wishbone Upper Wishbone

Length (inches) 3.75 4.2
Angle (degrees) -7 -3.35

Table 4-2: Final Suspension Geometry Specifications

33
4-2 Final Steering Design

The final steering knuckle dimensions were reached through the iterative process described in the
design and analysis section. This process was not nearly as exhaustive as the suspension geometry
because the steering system is not as sensitive as the suspension system to its geometry. A steering
geometry was chosen that was fairly close to Ackermann and fit in the dimensions of the vehicle. A
sketch of this geometry is shown in Figure 4-10.

Steering Rack
$te6 ng Knuckle

Upright and Spindle

Figure 4-10: Sketch of the final steering geometry. The important values are the location of the end points; as long
as the actual parts begin and end at the given end points, their shape does not matter. The knuckles are quite long:
over 11 inches in length. This is due to a constraint in the monocoque design that constrained the location of the
steering rack

The next step was to design the steering knuckle. For the steering knuckle to function properly, it had to
line up at two points: the upright connection point and the point labelled A in the geometry sketch

above. The design process was done in an assembly with the geometry and the upright that had already
been designed. The final steering knuckle design is shown in Figure 4-11.

34
Figure 4-11: Final steering knuckle design, bolted to the upright.

The final design of the steering knuckle incorporates 2 parts that slide into one another and are bolted
together. The reason for this 2 part design is to simplify the machining process. If the knuckle was one
part, it would have had to translate in all three dimensions, which would result in angles that would
have been quite difficult to machine. This design, on the other hand, gets rid of all of those angles. Both
parts are designed to be made out of Aluminum 6061-T6 due to the fact that they will undergo relatively
low forces, allowing the piece to be light weight and easy to machine. The parts are designed to be light
weight at only 0.28kg.

The larger part of the knuckle can be machined in 3 steps on a CNC milling machine - 1 step to machine
out the shape, and 2 further steps to machine holes for the various connection bolts. The second part is
slightly more complicated, but can be machined in 6 steps. This added complication comes from the
pockets on both sides that serve to reduce weight and the slot that is needed to connect to the larger
part. The second part has a slot that accepts the rod end that is used in the tie rod.

The tie rod design is extremely straightforward. It is composed of a shaft that is threaded on both sides
with 5/16-24 threads. This shaft is made out of a steel tube with welded inserts for the threads. One of
the threads is right handed, and the other is left handed. A 5/16-24 rod end is inserted in both ends,
each with a locking nut to hold it in place. Because one end is left handed and the other is right handed,

the overall length of the tie rod can be adjusted simply by loosening the nuts and turning the shaft. This

allows the steering to be tuned quickly and easily, without having to take any parts off of the car.

35
The final component is the steering rack extender. The commercial steering rack that is used in the
vehicle is only 12 inches in length. However, the steering geometry demands that the rack be 32.4

inches in length, meaning that both sides need to be extended by 10.2 inches. The extenders also serve
a second purpose: due to the geometry and space constraints, the steering rack cannot actually fit in
line with the tie-rod connection points because it conflicts with the top of the vehicle. To account for
this, the extenders extend vertically as well as laterally, allowing the steering rack to sit lower in the
vehicle. These parts are shown in Figure 4-12.

Figure 4-12: Steering Rack with extenders and supports.

The extenders are machined out of Aluminum 6061-T6, again chosen for its availability, low weight, and
machinability. An extra support system has been added to the extenders because the steering rack is
design to be in-line with the tie-rod and not designed to have any torque applied to it. Because the

extenders also add a vertical component, any force from the tie rods would result in a torque at the rack

and pinion. This torque would ultimately result in a lot of play in the system. The extenders, therefore,

have a slot machined in them, with a Delrin insert bolted in place. This insert has a X inch slot. The two
supports each have a X inch Aluminum 6061 rod that goes through the slot. These supports constrain

the system, eliminating any play that would occur due to the design of the rack and pinion. The rack and

2 supports are fastened directly to the carbon fiber shell.

A view of the steering system in its entirety is shown in Figure 4-13.

36
Figure 4-13: Full steering system, including steering rack, extenders and supports, tie rod, steering knuckle, and
upright.

Dimensioned drawings of the steering rack extender and the steering knuckle can be found in Appendix
A.

37
5. Conclusion
In regards to the suspension geometry design, this analysis shows that a suspension with roughly 4 inch
long wishbones is a feasible design. Through the analysis and iteration completed for this design,
suspension geometry has been determined that is optimized for the specifications that were
determined. Using this geometry, the parts for the front suspension may be designed that will result in
the dynamics that have been determined. In a similar fashion, the steering geometry has also been
determined. The parts designed based off of this geometry have been optimized for weight and
machinability, although further analysis could be completed that could potentially increase this
optimization.

In future solar car designs, there is potential for a deeper analysis of this suspension design, especially in
regards to the dynamics of the system. There are a lot of complications when it comes to suspension
geometry, some of which was not looked into for this analysis. At this point, it is impossible to comment
on the performance of the suspension without further test driving of the vehicle. Depending on the
performance of Valkyrie, it may be beneficial to look into more advanced software that can be used in
suspension analysis for future vehicles.

38
5. Appendix
Appendix A: Drawings of Steering Parts

The following pages are dimensioned sketches of the parts designed for the steering system. Figure 5-1
shows the larger part of the steering knuckle, Figure 5-2 shows the smaller part of the steering knuckle,
and Figure 5-3 shows the steering rack extender. All of the parts shown are for the left side of the car;
any parts on the right side would be mirror images of these parts (with the mirror plane running down
the center of the vehicle). The drawings have been scaled to fit the page, so their marked scale is likely
inaccurate.

39
Figure 5-1: Dimensioned drawing of the larger part of the steering knuckle

CO

00

30
00

I0-0

.40

I 51:i
I

WICA

40
Figure 5-2: Dimensioned drawing of the smaller part of the steering knuckle

-nlu

0.85

06

0 0.73
z
0

IF 0.15

Oi 1,-
0 .0 II
0.35

'lii 0.320
(A

0.25
1.55
.18'j

1.55

T1 -SO75 0.55

00.63 0.43

A,

41
Figure 5-3: Dimensioned drawing of the steering rack extender with insert

.75

go -e1
RL
0.16

~, *4~0

0.25
0 C0 -- I M

99
10
m

T1I~I~.g
ths
z

-0.0
A
Om a

itIIII

I -0 0.75.

I Liir_-
p
I 070
~'.1

42
7. Bibliography
Jazar, Reza N. Vehicle Dynamics: Theory and Applications. New York: Springer, 2008. Print.

Rill, Georg. Road Vehicle Dynamics: Fundamentals and Modeling. Boca Raton, FL: CRC, 2012. Print.

43