I like the way you explain the concepts here... Although most of the content is from Milliken and Milliken, yet adding a video-audio solution to understand the concepts, always help. . Keep bringing videos like these... Thanks a lot.
I've seen lots of these videos but none of them explain what we should want in real terms, ie, I want to use specific hubs or maybe design my own but how do I determine the desired arm length, anti dive/squat, instant center ect. I currently stuck using factory geometry but if I could understand the effects of changes in layman's terms, I could experiment. Your videos help but don't go quite far enough.
Vatsal - I love the video and the channel. Question for you about the jacking discussion at around 6:20-6:30 of the video. I think the force (Fy) would be multiplied due to the lever distance between the tire's contact patch and the lower spindle-to-control-arm mount point (lower ball joint). If the lower ball joint were moved lower (closer to the contact patch), this would reduce the amount of force F2 that is exerted on the lower ball joint and transferred through the control arm to the body. Let's assume the frame mount of the lower control arm is also moved lower the same amount as the ball joint, so the control arm angle towards the frame does not change. This would reduce the amount of force Fz contributing to jacking. Is that right? Now, let's move the upper spindle-to-control-arm mount point (upper ball joint) higher, resulting in a taller spindle overall. This time, though, we change the angle of the upper arm slightly to keep instant center (IC1) at its current distance from the wheel. Because of the further distance apart of the pickup points, does the force transferred back from IC1 (force F1) effectively have less of a multiplication effect, resulting in reduced jacking forces? It seems that overall, having a taller spindle (longer distance between ball joints) offers numerous benefits in this regard. Appreciate any thoughts.
this is by far the deepest explanation of suspension geometry i've seen yet, this explanation is so in depth, thanks for being the guy who finally has through explanation
Another question that i've seen is what happens when the wishbones are inclined in the superior view (top view), i mean when the wishbones are inclined in all the 3 planes. And what happens with the steering rod in those cases, thanks!.
ic will always be the extension on control arms, when you incline the UCA the intersection of upper and lower control arm would be at a different point and that point would be the IC.
Just cramped each and every single line of race car vehicle dynamics, Milliken Atleast try to explain those terms and those statements in your own words instead of just reading that book ....
Yes these lines and information are from Milliken & Milliken racecar vehicle dynamics. But I think ,my animations and the way I showcased each and every thing is better then the book. Their is also some additional information if you have noticed and have watched the video properly rather then thinking everything is copied. Thanks for your time.
@@thevatsaljain firstly i have watched this video ,thats why am able to recognize from where you have took those lines ..... secondly, am just saying,try to explain those terms in your word ... from animations to they way of presentation every single thing was better than book and i have not said even a single word about it .... but that explanation part... was not there .... that comment was not to criticise you but just to gave you the honest feedback ....
This is just OUTSTANDING.. the amount of knowledge and information you're sharing to us.. Truly helpful for people with Passion for Automotive Engineering.. Thank you, genuinely..
Your explanation of the McPherson suspension is completely wrong. In your 5 links diagram, your uprights will have no rotational stability what so ever. In a McPherson suspension, there is no horisontal rotation axis between the uprights and the lower part of the dampers. What is preventing the wheel from tilting or rotating in your diagram?
@@thevatsaljain I'm so glad people are starting to use this. It originally started on the locostusa.com forums and so far its one of the best 2D suspension geometry tools I've seen.
How does one use the instant axis to apply it to a real race car... more specifically a dirt late model or modified? These cars have a lot of travel across the rf suspension instant axis. I'm assuming it moves as the car moves, i.e.the rf susp travels into jounce 5 to 6 inches.
I can only concur with other comments - outistanding work. I would be interested in seeing a study of Ford GT40 or Ford GT or Corvette Mid engine front and rear suspension systems.
Very detailed and clear engineering video. Kindly use AI for reading the context, It is easyier for us to fast pase x2 to watch. Thank you so much for sharing.
Hey, I'm a first year undergraduate in Mechanical Engineering. Please can you share some resources like books or any courses to further deepen our knowledge. Thank You.
Basically Anti-geometries changes the pitch attitude of Car.They apply a moment at instant center due to which the pitching or squatting attitude changes,and accordingly the forces are distributed among the A-arms and Strut.
