Mahatma Gandhi MissionsCollege of Engineering and
TechnologyNoida, U.P., India
Seminar Report
on
Push-rod suspension system in F-1car
as
part of B. Tech Curriculum
Submitted by:
Ashish RawatV Semester1309540902
Under the Guidance of:
Mr. Pankaj Kumar Singh(Lecturer)MGM Coet, Noida
Submitted to:(Seminar Coordinator) HOD Mr. Ravindra Ram
Mechanical Engineering Department, MGM COET, Noida
Mahatma Gandhi MissionsCollege of Engineering and
TechnologyNoida, U.P., India
Department of Mechanical Engineering
CERTIFICATE
This is to certify that Mr. Ashish Rawat B. Tech. Mechanical
Engineering, Class TT-ME and Roll No. 1309540902 has delivered
seminar on the topic Push-rod suspension system in F-1 Car. His
seminar presentation and report during the academic year 2014-2015
as the part of B. Tech Mechanical Engineering curriculum was
excellent.
(Seminar Coordinator) (Guide) (Head of the Department)
ACKNOWLEDGEMENT
I would like to express my deep sense of gratitude to my
supervisor Mr. Pankaj kumar Singh (lecturer), Mechanical
Engineering Department, Mahatma Gandhi Mission's College of
Engineering and Technology, Noida, India, for his guidance, support
and encouragement throughout this project work. Moreover, I would
like to acknowledge the Mechanical Engineering Department, Mahatma
Gandhi Mission's College of Engineering and Technology, Noida, for
providing me all possible help during this project work. Moreover,
I would like to sincerely thank everyone who directly and
indirectly helped me in completing this work.
(Ashish Rawat)
Date: 19 Sept, 2014Place: Noida, Uttar Pradesh
ABSTRACTThis report is based on push rod suspension system used
which is mostly used in all racing cars like f-1 car and others.
The aim of suspension system is To provide good ride and handling
performance and better contact to road and to ensure that steering
control is maintained during manoeuvring.This basically a
independent type of suspension system. In this push rod means rod
is push to the rocker and transmit the shocks of rods to the rocker
.pushrod is more beneficial in high nose cars due to their higher
centre of gravity.In push rod we can adjust or modify the motion
ratio/ spring ratio with the rocker. Push rod suspension system is
completed with the help of number of components like damper,
rockers, torsion bar, heave spring, track rod, anti-roll bar,
double wishbone. In this report further we will study how push rod
actually works..
CONTENTSCertificate iiAcknowledgementiiiAbstractivList of
figuresviChapter-1History1Chapter-2Introduction2Chapter-3Components
of an f1 car suspension.53.1Top/bottom wishbones53.2
Pushrod/pullrod63.3Rockers (bell cranks)63.4Torsion bar
(springs)73.5Heave spring83.64-way adjustable damper83.7Track
rods103.8Camber113.9Arb (Anti roll
bar)12Chapter-4Mechanism14Chapter-5Working principle165.1Working of
push rod suspension system165.2Working of pull-rod suspsension
system185.3Which is better push or pull rod
system19Chapter-6Advantages/disadvantages216.1Advantages of push
rod216.2Disadvantages of push rod21Chapter-7Applications22Chapter-8
Conlcusion24
LIST OF FIGURESFigure no.topicPage no.
Fig-1.1Jos Verstappen in Arrows20, Year is 2000 and designer of
this car is aerodynamicist Eghbal Hamidi
1
Fig-1.2European Minardi PS01 Designed by Gustav Brunner and
Gabriele Tredozi 2001.Drivers: Fernando Alonso and Taso Marques
1
Fig-2.1Pull-rod suspension
2
Fig-2.2Push-rod suspension2
Fig-3.1Double wishbones.
5
Fig-3.3Fig-3.4Fig-3.5RockerTorsion bar (springs)Heave
spring678
Fig-3.6Way adjustable damper
9
Fig-3.7Ttrack rod
10
Fig-3.8Camber
11
Fig-3.9Anti roll bar
12
Fig-4Bell crank mechanism
14
Fig-5.1Push rod suspension system
16
Fig-5.2Pullrod suspension system
18
Fig-5.3Push rod or pull rod
20
Fig-7.1Ferrari F30022
Fig-7.2Mercedes F-1 w05
22
Fig-7.3McLaren honda22
Fig-7.4Renault23
CHAPTER-1 HISTORYPull rods were first brought to Formula 1 by
Gordon Murray with Brabham in the 70s but now all formula one teams
make use of the push rods, as pull rods are quite hard to implement
in ahigh nosedcar. The advantages of a pull rodlie in the
possibility to make the nose lower, assemble mostsuspensionparts
lower to the ground and thus lowering the height of thecenter of
gravity.Minardi and Arrows used pull rods with low noses to lower
the centre of gravity. These two teams are a last two to use this
concept.Fig-1.1 Jos Verstappen in Arrows20, Year is 2000 and
designer of this car is aerodynamicist Eghbal Hamidi
Fig-1.2 European Minardi PS01 Designed by Gustav Brunner and
Gabriele Tredozi 2001.Drivers: Fernando Alonso and Taso Marques
CHAPTER-2 INTRODUCTIONPush-rod or pull-rod, the difference as
the name suggests is the whether the rod push up to therocker or
pull down to the rocker.Pull rod set up has a strut from the outer
end of the upper wishbones that runs diagonally to the lower edge
of thechassisand "pulls" a rocker to operate thespring\damper.
Fig-2.1 Pull-rod suspension
A push rod is the opposite; the strut runs from the lower wish
bone to the upper edge of thechassis.
Fig2.2 Push-rod suspension
Choice between the two is geometry and CoG (Centre of gravity).
Also a pull rod will flex in droop (wheelgoing down) and push rod
will flex with the wheel in bump (wheel going up) hence F1 push or
pullrods are large carbon molding to withstand the flexing from the
high wheel loads. Thesuspensionon a Formula 1 car is very
important. It has an effect on the aerodynamics of the car. It is
also the only way for the weight and loading on the car to be
transferred through the wheels/tyres to the road, so its geometry
(toe, castor and camber) is crucial to the handling of the car.
Formula 1 suspension has to meet 3 requirements. These are to
reduce the amount of unspring mass (any part of the car in which
its weight is not supported by the torsion bar), disrupt the
airflow as little as possible and be strong enough to withstand the
high loadings that they are placed under. The suspension of a
Formula Onecarhas all of the same components as the suspension of a
road car. Those components include springs, dampers, arms and
anti-sway bars.How Car Suspensions Workprovides detailed
information about each of these parts and even includes a section
on Formula One suspensions. To keep things simple here, we'll say
that almost all Formula One cars feature double wishbone
suspensions. Before any race, a team will tweak suspension settings
to ensure that the car can brake and corner safely, yet still
deliver responsiveness of handlingThere are a couple of examples
where loading can be too much, especially if there is a small flaw
in the elements. The most recent of which was Sebastien Buemi in
Shanghai 2010, where the pushrods had a small fracture in them, and
the high loading placed on them under braking for turn 14 after the
long straight caused them to fail. Another case is Kimi Rakkonens
accident in 2005 at the Nurburgring. There a flat-spotted tyre
caused huge vibrations in the suspension, eventually causing it
fatigue stress at which point it failed and he crashed in turn
1.The suspension also plays a crucial role in controlling the tyre
temperatures. The camber of the tyre affects how evenly distributed
the loading on the tyre is, and therefore how hot each part of the
tyre gets. Every F1carwill run with a slight degree of negative
camber where the outside top of the tyre is further in than the
bottom. Too much can cause blistering of the tyre on the inner
shoulder, which leads to shorter tyre life and even less grip.
There is a good effect of running negative camber however, and that
is that as the car goes through the corner, the roll of the tyre
forces the outer tyre to be moved slightly further inwards, which
stretches the outer sidewall and gives a larger contact patch. If
the car ran with positive or no camber at all this would impair the
grip from the tyre. The geometry of the suspension, particularly
that at which the wishbones are angled and controls tyre motion
over bumps, kerbs and changes of direction is particularly
important as having a car that can ride the kerbs better than
others can seriously improve lap times, especially in lower speed
corners.The front suspension wishbones are attached directly to
thechassiswhich fives them optimum stiffness. However the rear
suspension is attached to the gearbox, which is only attached to
the car through the engine. Which is only attached to the car
through the backplate of the chassis. It is for this reason why
some cars may sport a strengthening arm or 2 linking the gearbox to
the chassis. Ferrari have been using it so far this year, but was
originally brought into the sport by Renault.The uprights which
house the wheel hubs&bearings, brakes, brake cooling and wheel
attachment must be made out of Aluminium. In previous years Metal
Matrix Compound or MMC was used as it is stronger than aluminium
and lighter too. However it was very costly to manufacture, so was
dropped in favour of the cheaper alternativeWith the exception of
theFerrari, the setup of the front and rear suspension is
different. Every other car uses a pushrod-actuated front
suspensions system and a pullrod-actuated system at the rear.
Ferrari however use pullrod on the front too. There is a small
aerodynamic advantage to this. There is also a mechanical advantage
as the front torsion bar (spring), ARB (Anti-Roll Bar) and
multimatic dampers could be mounted lower in the chassis, which
gives a lower CoG (Centre of Gravity) and improves the handling of
the car at lower speeds.Formula 1 car utilize a very simple double
wishbone and inboard suspensionsetupon both the front and rear. By
contrast most moderncars(with the exception of some Honda models)
use a typical MacPherson strut type suspension where there is just
one lowercontrol armattached to the lower half of the wheel hub and
the strut (which houses the springs and the dampers) attached to
the top of the wheel hub.
CHAPTER-3COMPONENTS OF AN F1 CAR SUSPENSION3.1 Top/bottom
wishbones Control wheel angle (camber and castor) and wheel
movement. Also houses the mandatory wheel tethers which are
required by the regulations to hold the wheel close to the car as
long as possible in the event of an accident. Type of double-A or
double wishbone suspension. Wheel spindles are supported by an
upper and lower A shaped arm. The lower arm carries most of the
load Provides Extra Support and control..
Fig -3.1 Double wishbones.
ADVANTAGES OF DOUBLE A-ARM Provides more negative camber while
rolling(with shorter upper A arm). this help in cornering. It is
versatile (placement of shocker and etc).
3.2 Pushrod/Pullrod Transmits the suspension and car loading
through from the upright to the rockers (bell cranks) or to the
tyres.3.3 Rockers (Bell cranks) Transfers the vertical
reciprocating movement of the push/pullrod into rotational movement
at the torsion bar.
Fig-3.3 rocker
3.4 Torsion bar (springs) The torsion bar acts as the spring
that absorbs shock loads from the suspension movement. Its strength
is controlled by the alloy mixture, its thickness and the length.
Most F1 torsion bars are of equal length and its diameter only
changes in the middle as the outer ends need to be the same size to
fit in the splined holes in the chassis and on the rockers. Stiffer
torsion springs increase the handling responsiveness at that end of
the car, but reduces overall mechanical grip in the middle of the
corner. Cars are also less pitch-sensitive as the car changes its
pitch a lot less under braking/acceleration loadings
Fig-3.4 Torsion bar (springs)
3.5 Heave spring The heave spring controls how stiff the car is
when both sides of the cars suspension are compressed together for
example under braking, or acceleration, or over a hefty bump. Cars
are less pitch-sensitive as the car changes its pitch a lot less
under braking/acceleration loadings when the heave springs and
dampers are stiffer. This means the car may have more grip going
into a corner, and may have better traction on the exit of the
corner.Fig-3.5 heave spring
3.6 4-way Adjustable damper These are fully adjustable dampers.
They are adjustable in 4 ways. High and low speed bump, and high
and low speed rebound. Bump settings are the compressing of the
damper, rebound is the extending. So when a wheel moves upwards it
compresses the damper, when it moves downwards it extends the
damper. The dampers are critical for fine-tuning the handling of
the car. The softer the damper the easier it is to compress and the
more oscillation from the torsion bars you get and vice versa. When
talking about the speed of the damper we dont talk about the speed
of the car, we talk about how quickly the damper is moved. Low
speed is a slow extension/retraction and high speed is a fast
extension/retraction. There are 3 dampers at the front and 3 at the
rear of most F1 cars. 2 directly attached to the rockers and one
that connects both front rockers together. The 3rddamper is often
called the heave damper and controls how the car reacts when both
front wheels move together.
Fig-3.6 4 way adjustable damper
Damping is needed to absorb the energy associated with
suspension travel. Bumps or lateral or longitudinal acceleration
can induce that suspension travel. Without damping, the magnitude
of the suspension movement would never stop increasing, leading to
a very humorous situation. In terms of energy, damping absorbs most
of the energy the car receives as it moves, unlike springs, which
store the energy, and release it again. Imagine a car with no
damping driving on a bumpy road. The subsequent impacts from the
bumps on the tires would make the suspension bounce very intensely,
which is not a good thing. Dampers absorb all the excess energy,
and allow the tires to stay in contact with the ground as much as
possible. This also indicates that the damping should always be
matched to the spring ratio: never run a very stiff spring with
very soft damping or a very soft spring with very stiff damping.
Small changes however can give interesting results. Damping thats a
bit on the heavy side will make the car more stable; it will slow
down both the vehicles pitch and roll motions, making it feel less
twitchy. Note that damping only alters the speed at which the
rolling and pitching motions occur, it does not alter their extent.
So if you want your vehicle to roll less, adjust the anti-roll
bars, or the springs, but not the dampers. Something you can adjust
with the damping rate is the speed at which the suspension
rebounds: if a car with soft springs but hard dampers is pushed
down, it will rebound very slowly, and a car with stiff springs and
light damping will rebound very quickly. The same situation occurs
when exiting corners: in the corner, the weight is transferred, and
the chassis has rolled and/or dived, but when the steering is
straightened out, and the cornering force disappears, the chassis
comes back to its original position.The speed at which this happens
is controlled by the damping rate. So the car with the soft springs
and hard damping will tend to want to continue turning when the
steering is straightened. It will also tend to continue running
straight when steering is first applied; it will feel generally
unresponsive, yet very smooth. The car with firm springs and soft
damping will be very responsive: it will follow the drivers
commands very quickly and aggressively. You may not always be able
to use the spring and damping rates youd like, because of bumps.
Small, high-frequency bumps require soft settings for both damping
and springs. You cant use such soft settings for big, harsh bumps,
because the car would bottom out a lot, so youll need to set your
car a little stiffer. On very smooth tracks you can use very stiff
settings for both springs and damping.But its not quite as simple
as that: even in the simple dampers used in R/C cars, there is a
difference between high-speed and low-speed damping. Theyre also
independently adjustable.3.7 Track rods The track rods controls the
steering of the wheel hubs. They are normally attached to the front
of the wheel hub, and quite often run in front or in the wake of
the lower wishbone, which slightly reduces drag and
Fig-3.7 track rod
3.8 CamberFig-3.8 camber
Camber describes the angle between the tyres centreline and the
vertical plane. Ifthe wheels of the car lean inwards, the camber
angle is said to be negative, if they lean outward, the angle is
said to be positive. It is usually measured at ride height, and
angles of -0.5 to -3 are the most common.First of all, positive
camber is never used, only negative. Negative camber is necessary
because when a car turn into a corner, it experiences chassis roll,
which increases the tires' camber angle. Also, because most rubber
tires are quite flexible, they get a little deformed in the
direction of the centre of the corner. If the car doesn'thave any
negative camber, only the tires' outer edge and sidewall would
touch the ground, which isn't beneficial for traction. A tyres
coefficient of traction (grip) increases as it's contact surface
Understanding Suspension increases, so the ideal situation would be
that the tire would stay perpendicular to the ground at all times,
and that it wouldnt deform under heavy side load. Unfortunately,
this isnt the case; most of the time you have to find the best
compromise. The problem is that if you want maximum forward
traction, you have to set the camber to 0, and if you want maximum
cornering action you have to set it to a few degrees negative,
depending on the softness of the suspension and tire carcass. So
you can't have both, but you can try to make the best possible
compromise. The easiest way is to set camber so the tires wear
evenly across their surface, that way you can be sure every part of
the surface is used to the maximum of it's potential. Keep in mind
that a car with very soft suspension settings and very little
camber change will need more negative camber than a car with a very
stiff suspension and In very bumpy off-road conditions however, it
can be beneficial to use more camber than would be needed for
uniform wear across the surface. The excess camber stabilises the
car in large bumps and reduces the risk of catching a rut and
flipping over. Camber can also be used as an adjustment to attain a
desired handling effect, but I definitely don't recommend this: a
non-optimal camber setting always yields less traction, which
inevitably makes the car slow.
3.9 ARB The anti-roll bar links both sides of the car together
through the suspension elements. This means that the car is less
sensitive to roll. The balance of the car can be fine-tuned by
altering the stiffness of the ARBs. Softer front/stiffer rear ARBs
give less under steer and stiffer front/softer rear give more under
steer.Fig-3.9 Anti roll bar
Anti-roll bars are like sideways springs, they only work
laterally. Heres how they work: if one side of the suspension is
compressed, one end of the bar is lifted. The other end will also
go up, pulling the other side of the suspension up also, basically
giving more resistance to chassis roll. How far and how strongly
the other side will be pulled up depends on the stiffness and the
thickness of the bar used: a thin bar will flex a lot, so it wont
pull the other side up very far, letting the chassis roll deeply
into its suspension travel.Note that the bar only works when one
side of the suspension is extended further than the other, like
when the car is cornering. When both sides are equally far
compressed, like when the car is braking, the bar has no effect. So
anti-roll bars only affect the lateral balance of the car, not the
longitudinal balance.Unfortunately, anti-roll bars arent the only
things affecting the cars roll stiffness; they work in conjunction
with the springs and dampers. Suppose you add an anti-roll bar at
the rear of your car without changing any of the other settings.
When the car enters a turn, the chassis starts to roll.Normally,
the suspension on the outside of the turn would compress, and the
one on the inside would extend, making for a lot more pressure on
the outside tire. With the anti-roll bar however, the suspension on
the inside will be compressed, so the chassis will roll less, and
the rear of the car will sit lower than normal. So the rear has
more weight on it, and its distributed more evenly over the two
tires. This makes for a little more and more consistent traction.
Remember that this is in the beginning of the turn, the situation
is different in the middle of the turn. Normally, without the
anti-roll bar, the chassis would stop rolling when the roll torque
is fully absorbed by the outside spring. But with the anti-roll
bar, some of that torque is absorbed by the anti-roll bar, and used
to compress the inside suspension. So the outside suspension wont
be compressed as much as it normally would, making the rear of the
chassis sit up higher than normal, so less weight is on the rear of
the car, and more at on the front. Its as if suddenly the rear has
become stiffer, making for more steering and a little less rear
traction. Rear traction is more consistent however, because the
weight is distributed more evenly over the rear tires, unless the
track is really bumpy, that is; anti-roll bars can really mess up a
cars rough track handling, so theyre rarely used on bumpy tracks.
Adding an anti-roll bar at the front of the car has a similar, but
opposite effect: it decreases steering, but makes it much smoother
and more consistent.CHAPTER -4 MECHANISMBell cranks are used to
change the motion of a link through an angle. A bell crank
essentially changes the direction of application of force. The
image below is the push-rod suspension of our formula student car
NR-XII. The shiny metal part is the upright(knuckle), brake disc
assembly without the wheel hub and tires assembled. The push-rod
has some marking on it (probably with chalk). And the triangular
piece connected to it is the bell-crank.
Fig-4 bell crank mechanism
The pivot of the bell-crank is connected to the chassis using a
spherical bearing (which is a revolute joint). The other end of the
bell crank is connected to the shock-absorber assembly.If there is
a bump/ditch on the road, the wheel travels upwards/downwards
respectively with respect to the chassis. During such maneuvers the
push rod experiences elongation/compression forces which in turn
results in the pivot rotating about the pivot. The bell crank
designed is such that the travel of the shock-absorber is more than
the travel of the push-rod.Thus the bell-crank does two jobs
basically:1) allow the shock-absorber to be placed almost
vertically. If the bell-crank weren't present it would have to be
placed almost horizontally which would be difficult to fix and
adjust.2) the shock-absorber compresses/elongates by a larger
extent when compared if it was attached to the A-arm or the
push-rod directly. This is called the mechanical advantage. Here
the change in deflection is basically being amplified
\
CHAPTER-5 WORKING PRINCIPLE5.1 WORKING OF PUSH ROD SUSPENSION
SYSTEMFig-5.1 PUSH ROD SUSPENSION SYSTEM
In push-rod suspension, the suspension arm is usually at a ~45
degree angle to the bodywork/tyre in an F1 car. When the car goes
over a bump the movement is transferred through the tyre and rim to
the suspension upright and then into the suspension arm, this then
transfer the loads into the "actual" suspension.Inside the body
work there is a rocker arm, which is just a small piece of metal on
a "hinge" so that when you push on one side, it pushes something
else (usually) at an angle to the direction the initial force was
applied.This rocker arm is connected to four things, torsion
spring, heave spring, a damper and finally the earlier mentioned
suspension arm. These all perform specific duties. The torsion bar
resists the turning of the rocker arm, it, in a loose sense, acts
as the "suspension" for the car, in the same away a spring on a
coilover dones on a road car. It is twisted by the tyre moving up
and wants to twist back. The heave spring does a specialjob, it
resists thecarsmovement in "heave", this is the up/down movement of
the car with respect to the road. It's important to resist heave,
as the ride height is influenced by it, but not resist it too much
that the downforce can't push the car to the floor. The damper does
exactly what the damper in your car does, it dampens the
suspension's movements to make for amoreeven and predictable ride.
Without dampers, every bump in the road would cause huge amounts of
oscillation and vibration in the car and would eventually shake it
apart. The damper combats this and prevents the suspension behaving
too erratically.All these parts are arranged inside the
bodywork/chassisand, due to the angle push-rod suspension arms have
to be to work, it has to be set up very high in the chassis, which
of course is bad for centre of gravity, so that's when pull-rod
comes in.
5.2 WORKING OF PULL-ROD SUSPSENSION SYSTEM
Fig-5.2 Pullrod suspension system
Pull-rod suspension is literally just push-rod turned upside
down, they take all the internal suspension parts and flip them
upside down, then mount them as low in the chassis as possible to
help with centre of gravity. This also means that the suspension
arm can be mounted darn near horizontal with respect to the road
which is much better aerodynamically.Most F1 teams are running
pull-rod rear suspension nowadays as it fits better with centre of
gravity and the general design of the rear of the cars, lots of
stuff to fit in there and very little space to do it in. All teams
(I believe, maybe Ferrari don't) run pushrod front suspension. In
practice there is no real difference but a lot of teams struggle
after making thestepfrom pushrod to pullrod front suspension for
various reasons.So, there you go! I tried to explain as best I can,
if you are still confused just google it a bit and go to F1
Technical, plenty of great articles there.
5.3 Which is better Push or Pull rod systemIn terms of their
effectiveness as controlling the wheels, both are equal. In terms
of effect on aerodynamics each has its merits depending on the
prevailing rules and trends. However both have different benefits
and demands on the chassis. Pull-rod clearly provides a lowerCofG,
although access can be an issue. Sometime, in case of rear pull-rod
suspension, floor have to be removed. In Red Bulls case they place
the 3rd spring andinerterhorizontally across the front of the
gearbox. This means one sits above and the other below the shaft
connecting the engine to the clutch. These can only be accessed
when the gearbox is removed and are subject to a lot of heat.One
difference is in the load passed through the wishbones. As per
Newtons third law, the rod has to react to the force of the
springs. This passes back from the rocker to the mount on the
wishbone. In push-rods case, this reaction force is in the opposite
direction to the force fed from the wheel into the chassis, the two
offset each other. With Pull-rod the force from the rod and the
wheel act in the same direction, this doubles the load in the upper
wishbone and resultantly in the mounting the on the gearbox. This
can be accounted for design and weight of the final wishbone
design. However, push rod also has its structural problem. The push
rod when the suspension in in bump (wheel rising) the rod is in
compression and would tend to bow outwards. The push rod was the
first suspension component to have carbon fibre cladding for
reinforcement, again design and weight is needed to offset this
load. Suspension experts point out that pull-rod suffers similar
compression bending when the suspension is in droop (wheels
falling), but droop is considered less critical in wheel control,
than bump. Theres no one answer to which is best, you look at your
design requirements and pick which solution works, best. Next year
the best car is not necessarily going to be the one with Pull-rod
rear suspension.
Fig-5.3 push rod or pull rod
CHAPTER-6
6.1 ADVANTAGES OF PUSH ROD Absence of bulky suspension system.
Smooth flow of air through the sides of the vehicle. making it
turbulent hence the aerodynamics of the vehicle is undisturbed.
decreases air drag. you can modify motion ratio/spring ratio with
the rocker.
6.2 DISADVANTAGES OF PUSH ROD Higher CG (centre of gravity)
Access to the dampers/springs can be more difficult. Another
disadvantage is increased friction caused by the increased amount
of bearings under high loads.
CHAPTER-7APPLICATIONS
Fig-7.1 Ferrari F300
Fig-7.2 Mercedes F-1 w05
Fig-7.3McLaren honda
Fig-7.4 Renault
CHAPTER-8CONCLUSIONA pushrod-type inboard suspension on a
lightweight road race car. The pushrod are necessarily heavier than
in pull-rod arrangement, the mass of the spring/damper units is
located higher up,and the loads on the structure are more focussed
and complex than with some alternative arrangements. Nevertheless
this scheme is currently used by virtually all formula and indy
cars and many other racers- simply because the spring/damper units
are eaisly accessible for adjustments.
REFRENCES
http://www.formula1-dictionary.net/pushrod_pullrod.html
http://www.f1-country.com/f1-engineer/suspension1.jpg
http://www.schuerkamp.de/zope/hoover/racing/historic_f1/images/ls17_b197_rear_susp.jpg
http://image.truckinweb.com/f/10091333+w750+st0/0809tr_03_z+1950_ford_f1_custom_truck+front_suspension_detail.jpg
https://www.youtube.com/watch?v=u6ssbkt7_kw&hd=1
https://www.google.co.in/search?q=torsion+bar+in+f1&biw=1517&bih=714&source=lnms&tbm=isch&sa=X&ei=ZYUQVJSVMISwuASn8YKQBQ&ved=0CAYQ_AUoAQ&dpr=0.9#tbm=isch&q=four+way+adjustable+damper+in+f-1&imgdii=_
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