1
2013
F13-62-FSAE Proposal
Southern Illinois University Carbondale
12/5/2013
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Contents
Transmittal letter .........................................................................................................................................................4
Executive Summary (Mi) ............................................................................................................................................5
Non-Disclosure Statement ..........................................................................................................................................6
Introduction (Mi) ..........................................................................................................................................................7
Validity statement .......................................................................................................................................................8
Literature Survey ........................................................................................................................................................9
Introduction .............................................................................................................................................................9
Chassis and Suspension Design Overview (Br) .................................................................................................. 10
Past FSAE (Br) ..................................................................................................................................................... 10
Upright (Ni) ........................................................................................................................................................... 10
Front Suspension (Mi) .......................................................................................................................................... 11
Rear Suspension (Ma) ......................................................................................................................................... 11
Control Arm Design (Na) ...................................................................................................................................... 12
Chassis (Br) ......................................................................................................................................................... 13
Brake System (J).................................................................................................................................................. 13
Disc brake assembly (Az) .................................................................................................................................... 14
Project Description (Ma) .......................................................................................................................................... 15
Project Organization (Ma) ........................................................................................................................................ 15
Chassis (Br) ......................................................................................................................................................... 16
Front Suspension (Mi) .......................................................................................................................................... 16
Rear Suspension (Ma) ......................................................................................................................................... 16
Brake rotors (Az) .................................................................................................................................................. 16
Brake system (J) .................................................................................................................................................. 17
Upright Design (Ni)............................................................................................................................................... 17
Block Diagrams (Ma) ............................................................................................................................................... 18
House of Quality (Ma) .............................................................................................................................................. 20
Design Basis (Mi) ..................................................................................................................................................... 21
Project Deliverables ................................................................................................................................................. 21
Action Item List ........................................................................................................................................................ 21
Timeline (Ni) ............................................................................................................................................................ 22
Resources (Br) ......................................................................................................................................................... 23
Appendix A: Resumes ............................................................................................................................................. 24
Abdul Azim bin Abdul Nasser .............................................................................................................................. 24
Nickolas J. Twombly ............................................................................................................................................ 26
Ng Kay Chong ...................................................................................................................................................... 30
Matthew D. Haeuber ............................................................................................................................................ 32
Michael D Haeuber .............................................................................................................................................. 33
Brian Watters ....................................................................................................................................................... 34
Nathaniel Tyler ..................................................................................................................................................... 36
Appendix B: References (Ma) ................................................................................................................................. 37
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Appendix C: Project Specifications (Ni) ................................................................................................................... 38
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Transmittal letter
November 11, 2013
Saluki Engineering Company
Southern Illinois University Carbondale
College of Engineering - Mail code 6603
Carbondale, IL 62901-6604
Dr. Vidya Singh-Gupta
Assistant Manager of ECE Projects
Southern Illinois University Carbondale
Carbondale, IL 62901-6603
(618)- 453-7641
Dear Dr. Vidya Singh-Gupta,
On September 11, 2013 we received your request for proposal for the FSAE chassis, suspension,
and brake system of SIU Carbondale’s 2013-2014 Formula SAE race car. We would like to take this
opportunity to thank you for your consideration of our bid on this project. Formula SAE is a student
design competition annually organized by SAE International (Society of Automotive Engineers) at the
Michigan International Speedway in Brooklyn, Michigan. The concept behind Formula SAE is that a
fictional manufacturing company has contracted a student design team to develop a small Formula-style
race car. The prototype race car is to be evaluated for its potential as a production item. Each student
team designs, builds and tests a prototype based on a series of rules, whose purpose is both ensuring ontrack safety (the cars are driven by the students themselves) and promoting clever problem solving
The competition challenges teams from engineering universities around the world to compare
their race cars in numerous areas including fastest lap time, stopping distance, and many other
categories. This event attracts approximately one hundred participants from around the world each year
in addition to representatives of large automotive companies such as General Motors, Ford, and
Chrysler, affording the engineering students the opportunity to interact with them.
The proposed chassis, suspension, and brake system will be implemented to the car for the 2014
competition in accordance with the competition rules. Implementation of our design will be undertaken
by the FSAE design team (SEC reference number: F13-62-FSAE) in conjunction with the SIU
Carbondale Formula SAE Race Team. Improvements over last year’s design include increasing
efficiency and effectiveness of an open wheel race car through material selection and design. The
resulting effects of these optimizations are further discussed in the Literature Review Section of the
Proposal.
Thank for your consideration of the FSAE design. We look forward to working with you.
Sincerely,
Brian Watters
_______________________
Project Manager, F13-FSAE-62 design team
Saluki Engineering Company
(708)-712-6512
pontiackid73@gmail.com
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Executive Summary (Mi)
The Society of Automotive Engineers (SAE) organizes Formula SAE (FSAE), a student design
competition in which a group of student engineers design single seat open wheel vehicles capable of
enduring rigorous racing events. In addition to the finished product technical drawings, specifications
and explanatory text will all be provided near project completion. The chassis and suspension design as
well as the braking system and upright design, as requested, will be considered carefully in all aspects.
The goal of the project is to redesign the subsystems in order to simplify the existing design and
decrease manufacturing time. These design modifications will, in turn, decrease overall weight of the
finished vehicle, while improving its performance. Additionally, lightening the load will improve the
fuel economy. The project will be completed near the end of spring semester 2014, leaving ample time
for testing of all subsystems. The expected cost of the project, including all of the materials and
components, will be no more than $5944.50.
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Non-Disclosure Statement
RESTRICTION ON DISCLOSURE OF INFORMATION
The information provided in for this proposal is the intimate, proprietary property of the Saluki
Engineering Company of Carbondale, Illinois, USA. Such information may be used solely by the party
to whom this proposal has been submitted by Saluki Engineering Company and solely for the purpose of
evaluating this proposal. The submittal of this proposal confers no right in, or license to use, or right to
disclose to others for any purpose, the subject matter, or such information and data, nor confers the right
to reproduce, or offer such information for sale. All drawings, specifications, and other writings
supplied with this proposal are to be returned to Saluki Engineering Company promptly upon request.
The use of this information, other than for the purpose of evaluating this proposal, is subject to the terms
of an agreement under which services are to be performed pursuant to this proposal.
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Introduction (Mi)
The design competition held by The Formula Society of Automotive Engineers allows for
student engineers to, as a team, design and manufacture a Formula SAE Racing Car. Engineering
Schools from all over the world come together to compete against each other’s designs.
The main goal of creating a simplified FSAE race car design is to drastically reduce the time
required to build the vehicle. Keeping this in mind, the testing and tuning time of the post build process
is maximized. With the complexity of existing designs it is nearly impossible to tune a race car to
perform to its full potential. With a much simpler design, the cost of manufacture will be decreased due
to reduced building materials and will minimize the weight of the finished product which is an
underestimated attribute of a race car. The most weight will be shed from the chassis all while making
sure not to compromise the rigidity of the frame and ultimately the safety of the driver.
The goals listed above will be completed in the final product all while conforming to the updated
Society of Automotive Engineers Rules and Guidelines for the year of 2014.
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Validity statement
This proposal is valid for a period of 30 days from the date of the proposal. After this time, Saluki
Engineering Company reserves the right to review it and determine if any modification is needed.
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Literature Survey
Introduction
Every year the Society of Automotive Engineers (SAE) sponsors many vehicle based competitions open
to collegiate universities across the globe. One of the competitions is called Formula SAE (FSAE). In this
competition a group of student engineers design single seat open-wheel vehicles capable of enduring rigorous
racing events. These events include a timed autocross race, endurance race, skid pad test, and acceleration test all
of which will be explained in more detail later in this report.
The Society of Automotive Engineers requires a very strict technical set of rules that the vehicle must
adhere to. These rules are put in place to control the specifications to which the vehicle can be built, and to ensure
the safety of everyone participating in the competitions. A very thorough inspection is conducted on all vehicles
before they are allowed to compete in any event. The safety inspection is performed first to ensure the chassis and
components of the vehicle are built to the minimum requirements and will protect the driver in the event of a
collision. The safety gear and harness are also inspected to ensure driver protection. Several other inspections are
performed before the vehicle is allowed to do the dynamic technical inspections which include sound test, braking
test, and tilt test.
Once the vehicle is deemed safe for competition the dynamic racing events commence. These
aforementioned events are conducted with the goal of completing them with the quickest time. The quicker the
time that is taken to complete the event the more points are given to your team and the higher you will place. The
dynamic events accumulate about 1/3 of the overall competition points, the endurance race being the most
influential out of all of them.
The overall design objectives of the competition according to the 2014 FSAE rulebook are as follows:
A1.2 Vehicle Design Objectives For the purpose of the Formula SAE competition, teams are to assume that they
work for a design firm that is designing, fabricating, testing and demonstrating a prototype vehicle for the nonprofessional, weekend, competition market.
A1.2.1 The vehicle should have very high performance in terms of acceleration, braking and handling and be
sufficiently durable to successfully complete all the events described in the Formula SAE Rules and held at the
Formula SAE competitions.
A1.2.2 The vehicle must accommodate drivers whose stature ranges from 5th percentile female to 95th percentile
male and must satisfy the requirements of the Formula SAE Rules.
A1.2.3 Additional design factors to be considered include: aesthetics, cost, ergonomics, maintainability,
manufacturability, and reliability.
A1.2.4 Once the vehicle has been completed and tested, your design firm will attempt to “sell” the design to a
“corporation” that is considering the production of a competition vehicle. The challenge to the design team is to
develop a prototype car that best meets the FSAE vehicle design goals and which can be profitably marketed.
A1.2.5 Each design will be judged and evaluated against other competing designs to determine the best overall car
[12].
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Chassis and Suspension Design Overview (Br)
The chassis and suspension are critical components needed for proper vehicle operation in both passenger
type and racing vehicles. Racing vehicles require much stiffer and stronger chassis and suspension as driver
comfort is not a concern and vehicle performance is the main goals. The chassis has two main purposes. One is to
maintain fixed rigid points for the suspension to bolt to and withstand all of the forces associated with vehicle
racing, the other is to protect the driver in the event of a collision. The suspension in a racing vehicle has one
purpose and that is to keep the largest contact patch of the tire connected to the road surface as best as is possible.
Past FSAE (Br)
Previous teams have done a variety of suspension and chassis configurations. Most recent was a doubleunequal length wishbone geometry, pushrod activated suspension, and a space frame type tubular steel chassis.
This has been a common theme for teams in the past and has been successful
Upright (Ni)
The upright serves as the mounting point for the brake rotor, caliper, the wheel assembly, the steering,
and control arm connections (see figure 1). This part of the car must provide the rigid platform needed to
accommodate the forces encountered during cornering, acceleration and braking. Design of the upright is
constrained to the inner dimension of the wheel. The upright will work in conjunction with the control arms to
constrain the wheel to its set degrees of freedom [1].
An important design parameter of the upright is the
orientation of the steering axis or kingpin angle. The kingpin
angle is the imaginary line of rotation, about which the wheel and
upright assembly rotate when the steering wheel is turned. There
are a number of attributes that the kingpin position will determine,
one of which is the caster angle. Looking at the car from a side
view, the vertical orientation of the pivoting joints is known as the
caster angle [2]. The caster angle is responsible for generating an
aligning torque, the force responsible for turning the steering
wheel back to the neutral position after completing a turn. The
torque tells the driver when the wheel is nearing the maximum
lateral force. The driver must input a force to overcome the
Figure 1: Upright
aligning torque in order to turn the car’s wheels. The input force required from the driver increases as the lateral
force generated by the tire increases. There is a point at which the lateral force and aligning force reach a
maximum, after which they both begin to decline. When the lateral force of the tire begins to decrease, the drag
force of the tire becomes larger, effectively slowing the car down. Since the aligning torque begins to decline
slightly before the lateral force reaches its maximum, a properly designed upright can tell the driver that the
additional steering angle will only decrease the speed of the car without aiding in cornering [1].
Further consideration must be given to the type of material used in constructing the upright, since this
component is part of the unsprung weight that is not supported by the suspension of the car [3]. Unsprung weight
is detrimental to the car’s performance as the added moment of inertia associated with rotating the assembly
reduces handling performance of the vehicle. Another negative aspect of unsprung weight is the effect of the
weight’s inertia on the geometry of the suspension. A heavier unsprung weight will create a larger force during
bumps and cornering, requiring the need for larger or stronger control arms. Considering that the upright is most
often the largest contributor to unsprung weight (next to the wheel) the importance of optimized material selection
becomes apparent.
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Front Suspension (Mi)
The primary goal of the front suspension in racing applications is to keep the largest contact patch of both
steering tires on the ground in order to maintain the most traction possible. In the world of racing particularly in
Formula SAE there are a few different front suspension design types. The first design type is known as the short
long arm (SLA) suspension whereas the second design type is known as the MacPherson strut suspension [4].
Variations of the SLA suspension include those with parallel control arms or non-parallel control arms. The final
front suspension type resembles the SLA suspension but instead of having different length control arms this type
has equal length control arms. This suspension design is known as the equal length wishbone suspension and can
be configured to have parallel or non-parallel control arms [2]. Each suspension type has several variations. The
formula race cars are not limited to these types of front suspension designs; they are most widely used for this
particular application [4].
As the name indicates the control arms of an SLA suspension are of different lengths and can be parallel
or non-parallel in relation to each other [2]. In general, this type of suspension is widely used that there is much
more freedom of upright design choice [4]. This suspension type is popular due to the fact that during the
suspension travel there is a camber change. This camber change can be used to maintain traction between the
wheels and the ground during a tight corner. In the SLA, suspension traction is maintained because the upper
control arm, which is shorter, will move toward the center of the car sooner than the lower control arm will when
the car corners [5].
The MacPherson strut front suspension was used in earlier racing cars and has since then become less
popular [2]. This strut type suspension is a variation in some ways of the SLA system. There is a lower control
arm paired with a strut which replaces the upper control arm [4]. With this particular type of suspension brings
many drawbacks to racing cars. One drawback is the packaging parameters is that it is not well suited for race
cars that sit very low to the ground [2]. Another drawback is the camber gain when the suspension cycles [5].
Difficulty of camber adjustment is another reason that this type of suspension is not practical for racing cars [2].
The final suspension type is equal length wishbone suspension which can also be called equal length
double A-arm. This design type uses control arms of equal length, and can be parallel or non-parallel in nature
(see figure 2). A good advantage of this design type is that the roll center is located at ground level; however,
there is no camber gain
when the car goes into a
corner ultimately results in
a loss of traction [2].
Rear Suspension (Ma)
An independent
rear suspension is a
Figure 2: Equal Length Double-A-Arms
suspension with each tire of
the car free of the others. For the purposes of Formula SAE racing, independent suspensions the best designs.
One of the advantages to independent suspension systems is its superb ability to maintain contact with the road
[5]. There are four main types of independent rear suspension designs that race car engineers consider when
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choosing the right design. Some designs are meant to cushion the driver from bumps and bad road conditions
using significant suspension travel while others are designed to maximize the tires contact area with the driving
surface. Formula car engineers are focused on maintaining high tire contact patch area [6]. The four types of
suspension designs are as follows; Trailing arms, swing axel, Macpherson struts, and SLA. Each of these designs
have slightly modified sub-designs [4].
The first design for discussion is trailing arms. A trailing arm suspension design is pivots on a line
perpendicular to the center line of the car. This design has problems with toeing out of the tires during cornering
and producing bending and deflection of links [4]. The design also produces problems with camber angle and
loss of tire contact patch. One positive aspect of this design is that it is relatively compact as a whole [7].
A swing axle is a suspension design that pivots near the center of the chassis [5]. Other than being a
relatively easy design, the swing axle has several negative attributes. The design typically produces a geometry
with a high roll center, and as a result of that, the design will produce large jacking forces [7]. Jacking is the
tendency for the car to lift a tire on the inside of the car during cornering [2]. With this said, it is important to
reiterate that with these disadvantages, camber angle is reduced producing decreased cornering power. This is
caused by the loss of tire contact patch area. Herb Adams says; “Since the jacking only happens during hard
cornering, the loss of cornering power happens when it’s needed most” [5].
The Macpherson strut design is based on a lower-A-arm or H arm connected to the chassis along with a
spring which connects at the knuckle (upright). This design is different in the way that the axis of rotation acts as
a structural link [4]. This begs the need to design the axis link to resist bending and shear. A disadvantage to the
design as a whole is that with the strut in the way, there isn’t much room for a wide wheel and tire combination,
which racing vehicles most often need [5]. For this reason, this suspension design is not a very common design in
formula car engineering
The Short Long Arm designs is widely used by many formula race car teams for the reason that its
geometry through motion controls the camber angle. This geometry is the best design for keeping a large tire
contact patch throughout the travel of the suspension. SLA suspension design consists of a double-A-arm with
the top link shorter than the bottom [4]. This design produces a negative camber angle as the suspension is
compressed, keeping the tires perpendicular to the ground which helps with higher cornering speeds [5].
One important type of dependent suspension systems is live axels. Live axles are relatively easy to design
and to manufacture. Additionally, this design has been known to perform well in formula competitions.
According to Adams, “On smooth roads, it is usually difficult to see any advantage for an independent rear
suspension.” [5: 60] This means that live axle systems should not be overlooked for designing a formula car rear
suspension. For a live axle suspension, the roll center of the car will be in the very center of the differential,
meaning that it is higher than other designs mentioned above [2]. In live axles, there are methods of controlling
side to side motion suspension such as panhard and watts linkages [5].
Control Arm Design (Na)
The control arms connect the chassis to the uprights. The control arm has two sub-components: ‘upper’
and ‘lower’ control arm, There are many ways to design a control arm. Note that even though a variety of shapes
exist, the control arm’s geometric orientation is dependent upon the suspension design. Consequently, the arm’s
design is mainly a subject matter of static force calculations and Finite Element Analysis FEA. Consequently,
both subcomponents play different roles in the overall design of the car. If an appropriate arm design is created
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then one can expect satisfying results during racing competitions. The arm’s overall performance will be
seriously impacted in the categories of strength, stiffness, and durability.
Chassis (Br)
The chassis of the FSAE vehicle is a critical component of a safe
well-functioning car. Many of race vehicle chassis are built in a space
frame or tubular frame construction. A space frame chassis is constructed
with a series of tubular steel members welded together at nodes (see figure
3).
This space frame chassis is the preferred style for FSAE as it is a simple
conceptual design and can become a very rigid chassis with proper
engineering. As a chassis rigidiy increses, the car’s overall preformace
increses. Consquently, the more flexible the chassis is, the worse the car’s
handeling will be. “The basic shape for cunstructing rigid structures is the
triangle” [5: 55]. Triangulation, as it is known, is the basic fundamental
Figure 3: Chassis
design component of space frame design. It is a critical geometric component of chassis design that provides the
required rigidity of a race chassis. There must be a balance met in chassis design between rigidity and weight. A
very rigid chassis can become too heavy for the application, and consequently become a disadvantage in
competition. To accommodate all compononents of a vehicle which are crucial to the chassis design, thorough
planning and a carefully prepared geometry design is required.
Brake System (J)
An experiment conducted by a pilot of FSAE, reveals that an everyday driver can stop a car with
45.36 𝑘𝑔 of pedal effect. The material choice for brake pedals must be strong and tough in order to prevent
failure under the applied forces. Titanium, carbon fiber, steel, and aluminum are common choices. The pedal ratio
is the ratio distance from the brake pedal pivot point to the point of pedal input force application over the point of
master cylinder attachment to the brake pedal to the pivot point. The higher the ratio the less input force required
for the same resulting
braking force.A ratio of
about 6/1 is ideal for most
racing car.
Master cylinder is a
large cylinder in a hydraulic
system in which the working
fluid is compressed by a
piston. Pressure produced by
master cylinder by assuming
incompressible liquids and
infinitely rigid
Figure 4 - Brake System
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hydraulic vessels is equal to:
𝑃𝑚𝑐 =
𝐹𝑏𝑝
𝐴𝑚𝑐
(Equation 1)
𝑃𝑚𝑐 = hydraulic pressure generated by master cylinder
𝐴𝑚𝑐 = effective area of the master cylinder hydraulic piston
The total hydraulic system pressure act on braking system
determine by master cylinder bore size and petal ratio. The master
cylinder is connected to the brake pedal to create brake to the fluid
movement and pressure. The material use to build master cylinder
must be high boiling point, stainless steel to prevent corrosion,
chemical property and affect the performance [8].
Figure 5: Brake Lines
Brake lines are the pipes that connect the master cylinder and the wheel cylinders in a hydraulic brake system (see
figure 5). Brake line must made by double wall steel tubing to make sure that it did not swell due to high pressure
and not easily to be cut off.
Disc brake assembly (Az)
The disc brake assemblies used in modern day vehicles are fairly efficient and perform consistently. The
disc brake assembly consists of brake caliper, brake pads, and brake rotor. Using hydraulic pressure through the
caliper, brake pads are forced into the spinning rotor clamping down on it. The resulting frictional forces cause the
wheel to decelerate [9].
The brake-pad/disc-brakes require applied pressure forces which generate friction forces that consequently halt or
dampen the motion of the rotors. This is made possible by positioning of the brake pads where the friction
surfaces face the rotors [10]. There is no comparison between the performance of the brake pads and the drum
brakes. Both of them perform quite well in decelerating a vehicle. Brake pads function better compared to the
drum brakes because they dry faster in wet conditions and they have a longer duration before they wear out. Brake
pads are categorized according to their intended purpose. They have greatly improved the new braking systems to
increase efficiency.
Conventionally Cast iron and steel are the main elements used in making the rotors. In racing applications carbon
composite materials are also used. Slotting and drilling rotors was introduced in the 1960’s and is still used today
as a method of dissipating heat. Floated and vented disc designs operate within a certain temperature range in
order to optimize brake performance [11].
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Project Description (Ma)
The main part of the project is the chassis space frame design. From this, all other subsystems
are connected. The sub-systems directly in contact with the chassis are the front suspension system and
the rear suspension system. The front suspension will have a total of six chassis pick up points and the
rear suspension will have four chassis pick up points. The front suspension sub-system gives way to the
upright assembly sub-system. This sub-system is only implemented on the front suspension of the car
due to the fact that the rear suspension does not require the involved components. The rear suspension
system has two sub-systems in direct contact, the brake rotor sub-system and the braking sub-system.
The brake rotor sub-system and the braking sub-system will also work in conjunction with the front
suspension sub-systems and the upright assembly sub-system. The overall project including sub-system
interactions is illustrated in the below project organizational chart.
Project Organization (Ma)
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Chassis (Br)
The vehicle chassis will be constructed of 4130 chromoly steel tubing. This style of chassis is
known as a space frame design. The chassis will be joined together with a process called TIG welding.
The goal of the chassis design is to simplify the manufacturing processes and shorten the time required
to construct it. The rules of Formula SAE dictate several minimum and maximum design sizes which
must be met in order to qualify for the competition. Careful concern must be taken to ensure safety of
the driver and structural integrity of the vehicle. Several of the chassis tube dimensions are specified by
the rule book so the variety of design parameters is somewhat limited. The chassis is designed to
accommodate all of the components of the vehicle such as steering components, engine, and driver. The
chassis has also been designed with simple tube dimensions and easy to fabricate bended sections. It is
predicted that the chassis would only take a few weeks to construct once the money and materials have
been gathered to do so. Overall a simple approach has been taken to ensure completion of the chassis by
the 2014-2015 racing team.
Front Suspension (Mi)
The front suspension design will follow a swing arm style. This type of suspension will consist
of two main chassis pick up points and an additional point for the shock absorber. The sub-system will
be a rigidly welded piece consisting of two V-shaped components meeting at the location where the
upright will be mounted. The V-shaped linkages will be steel round tubing and will be mended with
plates of various angles. The plates will be made of steel as well and will all be joined together by
welding. The mounting locations on the swing arm will be on the steel plates mentioned previously. It
is on these plates were there will be a press fit spherical bearings. With this, the swing arm will be
mounted to the chassis and freely move in the vertical direction. At the opposite side of the swing arm
there will be two more of the steel mounting plates, one at the top and one at the bottom. The upright
will then be connected to this side of the swing arm with the same type of press fit spherical bearings.
The shock absorber will be connected from the lower part of the swing arm to the chassis and it will run
between the V-shaped tubes.
Rear Suspension (Ma)
The rear suspension design is a solid live axle system. This design will be split up into four main
components. The first component is the upper assembly. This assembly will consist of two tie rods with
spherical rod ends which will connect the chassis to the top portion of the rear suspension. The second
component involved in the design is the lower assembly. The lower assembly will comprise two longer
tie rods with a two crossing tie rods in the middle. These components will all be welded together and
will create rigidity and strength within the lower assembly. The third component is the bearing carrier,
and each side of the car’s rear suspension will have one. The role of the bearing carrier is to house the
bearings that the axle will rotate on. The fourth and final component of the rear suspension is the spring
and damper. This will be directly mounted off of the top of the bearing carrier and connected to chassis.
The rear suspension design is essentially a four bar mechanism with the chassis acting as two of the
fixed points.
Brake rotors (Az)
The material that will be used for the brake rotors is maraging steel. Maraging steel has a better
heat dissipation, and gives less deformation and stresses when loads are applied compared to other
materials such as carbon-carbon composites, and cast iron. Maraging steel also prevents brake fade to
occur and has longer life span than the previously used carbon-carbon composite brake rotors. This will
17
allow the vehicle to stay longer on the track and requires less time at pit stops caused by overheated
brakes.
Brake system (J)
The brake system focuses on the converting driver input in the form of depressing the brake
pedal to the force applied to the brake rotor. Material and design for the brake sub-system must be
considered. The material for brake pedal design must be steel. Steel is strong and a good candidate for
the design. The steel offers strength to make sure that the brake pedal is able to sustain the brake force.
The ratio for the brake pedal is 4:1, so the driver does not have to use excessive amounts of energy to the
brake pedal.
Upright Design (Ni)
The front upright design consists of a central bearing holder coupled to two mounting brackets.
The bearing holder will connect to the mounting brackets through the use of 0.25 inch thick steel plates.
The plates will be cut to shape using a water jet. The individual sheet metal pieces will be welded to the
bearing carrier. The use of a welding jig will aid in part dimension accuracy and reproducibility. The
upright will connect to the control arm assembly using a mounting block made of aluminum. This
mounting block will be interchangeable in order to adjust the caster and camber angles. The bearing
carrier is designed to house a sealed bearing assembly. The bearing assembly will be held in place
through the use of a lip and snap ring.
18
Block Diagrams (Ma)
19
20
House of Quality (Ma)
21
Design Basis (Mi)
The basis of design for work on the F13-62-FSAE project can be found in the documents listed below.
Document
Request for Proposal
Formula SAE Rules 2014
Project Specifications
Date Created
September 10 2013
August 19 2013
October 8 2013
Project Deliverables





CAD renderings of all items
FEA analysis (mechanical characteristics)
Validations for all design changes to be implemented
Testing to show design outcomes
Actual implementation on Spring 2014 or 2015 FSAE vehicle
Action Item List
Research:
Azim Nasser
Brian Watters
Matt Haeuber
Michael Haeuber
Nathaniel Tyler
Nick Twombly
Jerry
Persons:
Az
Br
Ma
Mi
Na
Ni
J
#
Action
1
Design Chassis
2
Design Front Suspension
3
Design Rear Suspension
4
Design Control Arms
5
Design Uprights
6
Design Brake System
7
Design Brake Rotor
8
Order Chassis Parts
9 Order Front Suspension Parts
10 Order Rear Suspension Parts
11
Order Control Arms
12
Order Upright Parts
13 Order Brake System Parts
14 Order Brake Rotor Material
Field:
ME
ME
ME
ME
ME
ME
ME
Persons
Br
MI
Ma
Na
Ni
J
Az
Br
MI
Ma
Na
Ni
J
Az
Assigned Date
13-Jan
13-Jan
13-Jan
13-Jan
13-Jan
13-Jan
13-Jan
20-Jan
20-Jan
20-Jan
20-Jan
20-Jan
20-Jan
20-Jan
Due Date
27-Jan
27-Jan
27-Jan
27-Jan
27-Jan
27-Jan
27-Jan
3-Feb
3-Feb
3-Feb
3-Feb
3-Feb
3-Feb
3-Feb
New Due Date
Status
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
0%
Comments
22
Timeline (Ni)
23
Resources (Br)
As the Formula SAE team has its own shop, the manufacture of the final product will not require
many more resources. Welding, Cutting, and all other fabrication processes with exception of milling of
some parts will be done in house. It is also notable that the arrangements have been made for anything
that will need to be manufactured at another location.
Item #
Item Description
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
23
24
25
26
27
28
29
30
31
32
Tires
Wheels
Wheel Studs
Wheel lug nuts
Upright spindle
Wheel bearings
Upright housing material
Control arm material
Control arm Spherical bearing
Brake calipers
Rotors
Brake pedal materials
Brake Pads
Master Cylinders
Brake lines
Brake fluid
Suspension dampers
Suspension springs
Suspension mount material
Fasteners
Chassis Tubing
Rear Axle Material
Drive sprocket
Rear hub materials
Bearing carrier materials
Rear axle bearings
Rear suspension link materials
Rear suspension Spherical bearings
Computers
Solidworks Modeling Software
Matlab
Formula SAE shop
TOTAL
Quantity
4
4
16
16
2
4
2
10
8
4
4
1
8
2
2
2
4
4
4
TBA
120
4
1
2
2
4
10
12
On hand
On hand
On hand
On hand
Price per
component
($)
220.00
80.00
4.00
4.00
50.00
65.00
30.00
1.75
37.00
120.00
60.00
20.00
30.00
170.00
45.00
5.00
160.00
90.00
10.00
TBA
3.50
12.00
20.00
40.00
50.00
65.00
1.50
40.00
0
0
0
0
Total
($)
880.00
320.00
64.00
64.00
100.00
260.00
60.00
17.50
296.00
480.00
240.00
20.00
240.00
340.00
90.00
10.00
640.00
360.00
40.00
0.00
420.00
48.00
20.00
80.00
100.00
260.00
15.00
480.00
0.00
0.00
0.00
0.00
5944.50
24
Appendix A: Resumes
Abdul Azim bin Abdul Nasser
aazimban@gmail.com
Permanent Address:
University Address:
No. 5 Lrg AU 1C/3F,
Tmn Keramat Permai,
54200 Kuala Lumpur,
Malaysia
+60342573685
2511 S Illinois Ave Lot 2,
Carbondale, IL 62903
(618) 303-6326
Objective: To obtain an entry-level mechanical engineering position and develop occupational
experience towards a career.
Professional Summary

Achieved Dean’s list status on a semester while working 20 hours per week
Education
Southern Illinois University, Carbondale, IL 62901
Bachelor of Science in Mechanical Engineering, Minor in Mathematics
Graduate: May 2014
GPA: 3.17/4.0
Relevant Coursework
 Dynamics
 Statics
 Thermodynamics I &
II
 Auto CAD
 Measurement and
Controls
 Fluid Mechanics
 Manufacturing
Processes
 Heat Transfer
25
Experience
Barista, Coffee Bean & Tea Leaf.
 Kuala Lumpur, Malaysia
Skills


AutoCAD
Proficient in MS Excel/Word
Honors/Awards

SIUC College of Engineering Dean’s List, Fall 2011
Language


Malay
English
Volunteer Work

Midwest Games International 2012 – volunteered as helper
January 2009 to April 2009
26
Nickolas J. Twombly
Carbondale, IL 62903
ntwombly@siu.edu
(708) 441-7233
EDUCATION
Southern Illinois University, Carbondale, IL
Bachelor’s of Science in Mechanical Engineering
Minor in Physics
GPA: 3.8
May 2014 (projected)
Kishwaukee College, Malta, IL
Associate’s of Science
Summa cum Laude
GPA: 3.8
May 2010
Universal Technical Institute, Glendale Heights, IL
Certificate of Completion
Automotive Service and Repair
August 2008
RELEVANT EXPERIENCE
Undergraduate Research Assistant
May 2013- Current
Southern Illinois University, Carbondale, IL
Faculty Advisor: Vik Malhotra, Ph.D.
 Used various machining devices to produce coal samples in different forms including powders, cores,
and sheets.
 Designed and implemented an impulse testing apparatus, complete with an electromagnetic triggering
device, used to simulate seismic activity.
Undergraduate Research Assistant
August 2012- December 2012
Southern Illinois University, Carbondale, IL
Faculty Advisor: Samir Aouadi, Ph. D.
 Participated in a novel research project in which friction reducing nano coatings were applied to
substrates using the sol-gel method.
 Performed various maintenance activities on laboratory equipment, including a magnetron sputtering
machine, wear testing apparatus, and roughing and turbo vacuum pumps.
Team Captain
May 2012- Current
Formula SAE (Saluki Racing)
Southern Illinois University, Carbondale, IL
 Managed the design, fabrication and testing of a Formula style race car.
 Oversaw the recruitment and expansion efforts in order secure the progress of the team in future years.
 Facilitated a comfortable learning environment for underclassmen, while simultaneously promoting a
high level of design by upperclassmen team leaders.
 Worked with local and national companies on parts and monetary sponsorships.
27
Undergraduate Research Assistant
August 2011- May 2012
Southern Illinois University, Carbondale, IL
Faculty Advisor: Asghar Esmaeeli, Ph. D.
 Used visualization applications to generate 3D images of fluid data.
 Solved higher order linear equations related to fluid dynamics research using Mathematica and Matlab
software.
ADDITIONAL EXPERIENCE_____________________________________________________
Mathematics Tutor
2011-2012
Southern Illinois University, Carbondale, IL
Faculty Advisor: Kathleen Pericak-Spector, Ph. D.
 Tutored SIU students in college level mathematics classes including Algebra, Trigonometry, Calculus,
and Differential Equations.
General Science Tutor
2010 – 2011
Kishwaukee College
 Tutored college students in Algebra, Trigonometry, Calculus, Biology, Physics, and Chemistry.
Automotive Technician
European Cars of Evergreen Park, Evergreen Park, IL

2008 - 2011
Diagnosed and repaired various automotive systems, including A/C pressure systems, fuel injection
components, and emission regulation requirements.
IT Systems Administrator
2007-2011
Alliance Lighting LTD
Supervisor: Tim Preihs
 Set up and maintained office computer network, including desktop laptop interfaces, wireless
networking, virus protection, and troubleshooting
WORKS IN PROGRESS
S. Harbin, N. Twombly, V. Malhotra, R. West, Effects of seismic activities on carbon dioxide sequestered
in bituminous coal. Fuel. (being written)
AFFILIATIONS
Tau Beta Pi Engineering Honors Society, Member, May 2013
Formula SAE (Saluki Racing), Member, August 2011
Society of Automotive Engineers, Student Member, May 2013
Phi Theta Kappa Honors Society, Member, August 2010
Delta Chi International Fraternity, Member, March 2005
Automotive Service Excellence, Master Certified Member, September 2009
HONORS
28
Dean’s List, Southern Illinois University, Spring 2012, Fall 2012, Spring 2013
Dean’s List, Kishwaukee College, Spring 2011, Fall 2010, Spring 2010, Fall 2009
Perfect Attendance Award, Universal Technical Institute, 2008
VOLUNTEER SERVICE
IJAS Region 8 Science Fair at Southern Illinois University (Judge)
CTM conference at Carbondale Community H.S. (Exam Proctor)
2012 Math Field Day at Southern Illinois University (Assistant)
Honor Flight Chicago silent charity auction (Security)
SKILLS
Computer Programming Languages: C/C++, Java, Python
Computer Programs: SolidWorks, MS Excel, MS Word, MS PowerPoint, Xilinx, Autodesk Inventor,
AutoCAD
Operating Systems: MS Windows 2000/XP/Vista/7, Linux/Unix (Ubuntu)
Networking Skills: Static/Dynamic IP configuration, small office/home network communications, remote
desktop connections, remote printing/faxing
Miscellaneous Computer Skills: hard drive backup and recovery (ghosting), hardware configurations,
CPU/RAM overclocking, virus protection/prevention/recovery
Nickolas J. Twombly
Carbondale, IL 62903
ntwombly@siu.edu
(708) 441-7233
REFERENCES
Vik Malhotra, Ph.D
Professor Emeritus
Department of Physics
Southern Illinois University
Carbondale, Illinois
(618) 453-2643
Samir Aouadi, Ph. D.
Associate Professor
Department of Materials Science and Engineering
University of North Texas
Dallas, TX
(940) 565-4759
Steve Dunn
Physics and Engineering Instructor, Coordinator
Kishwaukee College, Malta, IL
(815) 825-2086 ext. 2470
29
Timothy Preihs
President, CEO
Alliance Lighting, LTD
Rolling Meadows, IL
(815) 378-5626
30
Ng Kay Chong
J09051493@siu.edu
Permanent Address:
711 S Wall, Apt304
Carbondale, IL 62901
(573) 846-0412
University Address:
Southern Illinois University Carbondale
Carbondale, IL 62901
(618) 453-1111
Objective: To gain entry-level mechanical engineering position and to develop skills toward carrier
Professional Summary
 Achieved Dean’s list status last semester while working 20 hours per week
Education
Sunway University, Kuala Lumpur, Malaysia December 2011
Southern Illinois University, Carbondale, IL 62901
GPA: 3.0/4.0
Relevant Coursework
 Auto-CAD
 C++
 Calculus
 Economic
Experience
Intern,
Epsilon,
Malaysia.
May –August 2013
 Learn the skills to repair some simple
machines like air conditional
 Redesigned and improved some medical
tube
 Assembling all the parts into big machine
Skills
 Drawing
 Assembling
31
Honors/Awards


Dean List, Southern University Illinois Carbondale, Summer 2012
Vice president: Calculus, Sunway University, November 2010
Activities


Financial Chair, Sunway University , September 2010
Represent Southern Illinois University Carbondale play for Midwest International Games
Language




Mandarin
English
Malay
Cantonese
32
Matthew D. Haeuber
501 N. Washington St.
McLeansboro, IL
(618) 895-6505
haeuberma@siu.edu
Summary

Highly motivated, hard working engineering student seeking entry level position in
the field of mechanical engineering.
Work / Engineering Experience
 Intern for Black and Sons Construction for summer of 2013. All work was at
Continental Tire North America in Mt. Vernon, Illinois. Tasks included design and
assembly of two electrical access points, assisting in design of mobile cleaning
platform, reading and analysis of technical drawings in preparation of assembly of
conveyor belts, as well as other odd jobs.
 McLeansboro Golf Club, 2009-2012. Job description: front desk, open/close,
cleaning, maintenance of property/equipment.
 Lawn care 2008-present. Mowing, trimming, raking, clean-up, repair and
maintenance of equipment, and other maintenance jobs.
Education




Southern Illinois University Carbondale, 2012-present.
Rend Lake College Ina, IL Major: Associate in engineering science, 2010-2012.
Currently working on Associate in Science degree from Rend Lake College.
Hamilton County Sr. High School, McLeansboro, IL, 2007-2010.



Phi Theta Kappa Academic Society – inducted Feb. 2011.
Member Crossroads Bible Church, Norris City, IL.
Formula SAE Team Member.
Memberships
Special Skills/ Achievements
 Skilled in Microsoft Excel and displaying data graphically.
 Rend Lake College President’s List Spring 2012.
 SIUC College of Engineering Dean’s List, Fall 2012, Spring 2013.
 GPA 3.619/4.0
Credentials

Transcripts and References available upon request.
33
Michael D Haeuber
501 North Washington St.
McLeansboro, Illinois 62859
Tel: (618) 643-7016
Cell: (618) 895-6506
haeubermi@siu.edu
OBJECTIVE
Seeking an entry-level position in mechanical engineering
EDUCATION
Southern Illinois University Carbondale, Illinois
Mechanical Engineering, May 2014
GPA: 3.374/4.0
Rend Lake College Ina, Illinois
Associate in Engineering, GPA: 3.329/4.0
WORK EXPERIENCE
Quality Engineering Internship, North American Lighting, Salem IL
 Dimensioning of parts
 Shipping of pre-production parts
5/2013-8/2013
Grounds Crew McLeansboro Golf Club, McLeansboro, Illinois
 Mowed tee boxes, collars, aprons, and rough
 Maintained putting greens
 Maintained mowing equipment
5/2012-8/2012
Weed Eater Operator, Mike Kerans Lawn Mowing, McLeansboro, IL
 Weed Eater operator of 25+ yards a week
5/2011-8/2011
Honors/Awards/Memberships
Member of SIUC Formula SAE
Dean’s List SIUC fall 2012 and spring 2013
34
Brian Watters
709 S. Wall Street appt. 204
Carbondale, IL 62901
Cell: (708) 712-6512
Pontiackid73@gmail.com
EDUCATION



Perusing bachelors in Mechanical Engineering at Southern Illinois University Carbondale
Graduation date estimated December 2014
GPA: 3.4 with 25 Hour per Week Working schedule
PROFESSIONAL EXPERIENCE
HVAC Service Technician Apprentice
 Industrial Heating, Ventilation, and Air
Conditioning repair and maintenance
Fleet Vehicle Service Mechanic
 Vehicle Maintenance and repair
Equipment Maintenance Technician
 Serviced Fork Lifts, Welders, service
equipment, power tools, and Industrial sheet
metal forming tools
High performance vehicle Technician
 Assembled engines and transmissions on Drag
Racing and Road Racing vehicles mostly
domestic V-8 ( Pontiac, chevy, ford, GM).
Performed maintenance and assembly on
vehicle subsystems such as Drive-train,
electrical, and suspension.
Performance Component Fabrication Specialist
 Design and fabrication of Components such as
Chassis, fuel cells, forced induction
packaging, and suspension.
High Performance Vehicle Design and Fabrication
 Design, assembly, and fabrication of most
vehicle subsystems such as chassis,
suspensions, engine, Intake systems, exhaust
systems, fueling, and drive-train.
Vehicle Engine Tuning
 Tuning engines for maximum power output
throughout operating range using aftermarket
control systems.
AMS Mechanical Systems Inc. 2012-2013
AMS Mechanical Systems Inc. 2010-2013
AMS Mechanical Systems Inc. 2009-2013
High Speed Performance Inc. 2009-2011
High Speed Performance Inc. 2010-2012
Self Employed 2012-present
Self Employed 2012-present
TECHNICAL EXPERIENCE
o
o
o
Proficient In Auto CAD, Inventor, and Solidworks 3D Modeling software including Design, FEA, and
CFD
Welding in MIG, TIG, STICK, and Oxy-Acetylene gas welding.
Metal Fabrication
o
o
o
o
Composite materials fabrication such as carbon fiber, fiberglass, and Kevlar.
Wide array and experience of maintaining and improving motorized vehicles ( cars, trucks, motorcycles,
watercraft, off-road vehicles, heavy equipment)
Proficient in Manual machining practices such as Vertical Mill, Horizontal Lathe, hydraulic pressing.
Electrical and wiring experience in vehicles and personal residences.
Nathaniel Tyler
Nathaniel Tyler
3208 Clairbridge Drive Bloomington, Illinois 61704 – 309-660-1210 (H) - 309-660-6603 (C) –
ntylerbert@gmail.com
Looking for
Engineering Internship for summer of 2013.
Highlights







Analytical Thinking
Works well in diverse team environment
Complex problem solving
Expert at using Microsoft Word, Excel, &PowerPoint.
Good at using Microsoft OneNote, Outlook, &Publisher.
Autodesk Inventor – experienced
Diligent worker
Education
Southern Illinois University Carbondale, Carbondale, IL
Junior Mechanical Engineering Student @ SIUC – Currently
Targeted B.S. Degree in May 2014
Heartland Community College, Normal, IL
Mechanical Engineering
Associates in Engineering – May 2012
Accomplishments
Created and followed through on a Calculus 3 petition at Heartland Community College.
Hosted study groups for engineering students.
Normal Community High School, Normal, IL
Diploma - 2010
Accomplishments
Participated in track and cross county 2 years in high school and basketball 1 year
Project Lead The Way – Reverse engineered a hose nozzle
Learned Autodesk inventor – part of a team—team simulating exercises
Web design --- Created 2 to 3 YouTube clips using Autodesk 3D Max software
Experience


Dwight Rentals
Seasonal 2006 – 2011
Bloomington, Illinois
Trouble shooting and repair of faulty equipment
Take care of duties independent of direct supervision
Appendix B: References (Ma)
[1]
Edmondson, C. (2011). Fast car physics / Chuck Edmondson. Baltimore, Md. : Johns Hopkins
University Press, 2011.
[2]
Staniforth, A. (1999). Competition car suspension : design, construction, tuning / Allan
Staniforth. Newbury Park, CA : Haynes North America, 1999.
[3]
REDUCING UNSPRUNG WEIGHT IS KEY TO FORGED ALUMINUM CONTROL ARM
INTEREST. (2006). Forging, 17(4), 18.
[4]
Milliken, William F., and Douglas L. Milliken. Race Car Vehicle Dynamics. Warrendale: SAE,
1995. Print.
[5]
Adams, Herb. Chassis Engineering. New York: The Berkley Publishing Group, 1993. Print.
[6]
Bolles, Bob. Advanced Race Car Chassis Technology. New York: The Penguin Group, 2010.
Print.
[7]
Isaac-Lowry, Jacob. "Suspension Design: Types of Suspensions." AutomotiveArticles. N.p., n.d.
Web. 5 Oct 2013. <file:///H:/Suspension Design Types of Suspensions.htm (Source1).htm>.
[8]
Wagh, Nikhil, Pratap, “Design and Analsis of Modern Caliper Assembly,” Witchita State
University Master’s Theses, pp. 85, Dec 2005
[9]
J.E. Duffy, ‘Brake System Fundamentals.” In Modern Automotive Technology, GoodheartWillcox Company, Inc, 1998. pp. 1331-1344
[10] Henderson, B. (2011). "Disc brakes". The Haynes automotive brake manual. Haynes North
America.
[11] Domond, K. (2012). Brake rotor design and comparison using finite element analysis: an
investigation in topology optimization. University of California. Pp.1- 81.
[12] 2014 formula sae rules. (n.d.). Retrieved from
http://students.sae.org/cds/formulaseries/rules/2014_fsae_rules.pdf
Appendix C: Project Specifications (Ni)
Weight
Chassis
Type
Material
Engine
Type
Displacement
Horsepower
Torque
Redline
Suspension
Front
Rear
Brakes
Rotor
Pad
Caliper
Steering
Wheel
Tire
Compound
Size
475 lbs
Space frame
4130 Chrome-Moly Steel
4 cylinders, DOHC, gasoline (E85)
600 cc
68 bhp
50 ft*lbs @ 10,000 RPM
12,500 RPM
Unequal length wishbone, pushrod
Unequal length wishbone, pushrod
Steel
Ceramic composite
Wilwood PS-1
Rack and pinion
Aluminum drum with magnesium hub
Hoosier R252
13 x 7.5 in.