Contact: Aman Batra e-mail id: abatra19620@gmail.com contact no.

: 7548080844

PROJECT: ANTI FEATURES

SUBSYSTEM: SUSPENSION

-Submitted By
Aman Batra
Trainee

TeamKART

Content:

Introduction
Important Terms and Definitions
FBD illustrating Anti Forces
Effects of Anti Features
Advantages and Disadvantages of Anti Features
Suspension data of K-2
Calculations And Formulae
Implementation and Adjustability
References

Introduction:
AIM:
Aim of the Project is to understand the importance of
optimization of the Anti Features of a car suspension
and try to implement the same for betterment of our car
suspensions.

Basic Idea of Anti Features:

The "anti" effect in suspensions is a term that used to

describe the longitudinal to vertical force coupling
between the sprung and unsprung masses.

Important Terms and Definitions:

Instant Centre: It is the momentary centre which the
suspension linkage pivot around. As the
suspension moves, the instant centre moves due to the
changes in the suspension geometry. Instant centres can
be constructed in both the front view and the side view.
If the instant centre is viewed in front view a line can be
drawn from the instant centre to the centre of the tires
contact patch.
Roll Centre: If done for both sides of the car the point of
intersection between the lines is the Roll
centre of the sprung mass of the car. The position of the
roll centre is determined by the location of the instant
centres.
*High instant centres will lead to a high roll centre and
vice versa. The roll centre establishes the force coupling
point between the sprung and the unsprung masses of
the car. When the car corners the centrifugal force acting
on the centre of gravity can be translated to the roll
centre and down to the tires where the reactive lateral
forces are built up. The higher the roll centre is the
smaller the rolling moment around the roll centre. This

rolling moment must be restricted by the springs.

Jacking: If the roll centre is located above the ground the
lateral force generated by the tire generates a
moment about the instant centre, which pushes the
wheel down and lifts the sprung mass. This effect is
called Jacking.
*If the roll centre is below the ground level the force will
push the sprung mass down. The lateral force will,
regarding the position of the roll centre, imply a vertical
deflection.
*If the roll centre passes through the ground level when
the car is rolling there will be a change in the movement
direction of the sprung mass.

Side View Swing Arm (svsa):

The side view swing arm (svsa) controls motions and

forces in the fore and aft direction. Typical suspension
parameters are anti-dive, anti-lift, anti-squat, and wheel
path. The position of the svsa, ahead (or behind) and
above (or below) the wheel center, are all possible
solutions for front and rear independent suspensions.
Typically, the instant center is behind and above the
wheel center on front suspensions, and it is ahead and
above on most rear suspensions.

Anti Features:

For a rear-wheel driven car there are 3 different types of

anti features:
Anti dive, which reduces the bump deflection during
forward braking.

 Anti lift, which reduces the droop travel in forward

braking.
Anti squat, which reduces the bump travel during
forward acceleration.

FBD illustrating Anti Forces:

Effects of Anti Features:

Suspension "anti's" do not change the steady-state load
transfer at the tire patch. The total longitudinal load
transfer under steady acceleration or braking is a
function of the wheelbase (R-), CG height (h), and braking
force (weight)x(a x /g), as shown in the car freebody.
The amount of suspension anti does, however, change
the amount of load going through the springs and the
pitch attitude of the car. The % brake distribution (or
brake balance) determines the actual force as a fraction
of the total longitudinal force.
*If a suspension has 100% anti, all the longitudinal load
transfer is carried by the control arms and none by the
suspension springs, so the suspension does not deflect
when braking or accelerating.
*If a suspension has 0% anti, then all the load transfer is
reacted by the springs and the suspension will deflect
proportional to the wheel rate, none of the transferred
load is carried by the suspension arms.

Advantages of anti-dive :
1) Less pitch under braking which in many cases will help
to run a weaker front spring. Typically rear engined cars
would need to get the best front end grip a soft front end
spring which would hurt brake pitching. Anti-dive helps
to resolve that compromise.
2) Anti-dive helps to control the roll-center position
better. Typically on the front, the car would dive,
lowering the roll center significantly causing the vehicle
balance to become more "oversteer" - and that on top
on the effect of load transfer. Same holds for the rear
suspension. Increasing anti-dive on the front can solely
due to this effect improve corner entry stability.
3) If the car suffers from pitch sensitive aerodynamics a
certain percentage anti-dive can help to keep
aerodynamics under control. (Nowadays, hydraulic pushrods are in experimentation to achieve the same
purpose. So we wont require a hydraulic push-rod).

4) An anti-dive geometry will increase caster angle in

jounce motion, this will help braking stability (causing
extra understeer in braking) and will also in cornering
increase the caster angle on the outside wheel causing
better camber gains with steering angle towards less
understeer.
5) Since anti-dive is actually describing the "link load
transfer" the response on the chassis is immediate with
as soon as the "acceleration" applies. A damper reacts
with "velocity" and is thus an "integrational loop" lagging
being the acceleration and a spring is lagging another
"integrational loop" behind being driven by
displacement. So Anti-Dive is approximately about 3
times quicker than spring reaction.

Disadvantages of Anti-Dive:
a) Anti-dive tends to make the car less dive, or differently
increases the wheel-rate. A car with 100% anti-dive will
not move under braking which is "technically" the same
as an infinitely rigid suspension. These kind of "rigid"
suspension setups are bad for grip.
b) Anti-Dive being a link load transfer interprets the
longitudinal component of the front tire lateral forces
(which are perpendicular to the wheel but not to the
car/suspension links) as a braking force and act thus in a
similar way as the roll center causing jacking forces which
are unwanted.
It tends to cause harshness of the front suspension
on rough roads because the wheel moves forward as
it rises, attacking the bump;
It may also cause steering kick-back and wander
under braking.
It also becomes more difficult to achieve goodquality steering geometry, so instead of full anti-dive
a proportion is often used, usually expressed as a
percentage

Suspension Data of K-2:

Calculations and Formulae:

The actual change in wheel load, Load, is given by:
F z l = W
R

i.e. Fz = W
i.e. Fz = W

tan F

The % brake distribution (or brake balance)

determines the actual force as a fraction of the total
longitudinal force; the % anti-dive on the front is
given by:
% anti-dive front =

m( /g)(%front braking)(h(svsa)/l(svsa))
h
l

mx( /g)x( )

i.e. % anti-dive front = (%front braking)(tan F)(l/h)

% anti-lift rear =

m( /g)(%rear braking)(h(svsa)/l(svsa))
h
l

mx( /g)x( )

i.e. % anti-lift rear = (%rear braking)(tan R)(l/h)

Diagrams in reference with the formulae:

NOTE: The way that brake and drive torque is reacted by

the suspension alters the way to calculate the
amount of anti present. If the control arms react torque,
either from the brakes or from drive torque, the antis
are calculated by the IC location relative to the ground
contact point. If the suspension doesnt react drive or
brake torque, but only the forward or rearward force,
then the antis are calculated by the IC location relative
to the wheel centre.

Implementation and Adjustibility:

Adjustment is achieved by switching out different sets
of bushings.
Bushings are cheap and easy to manufacture.

Amounts in excess of 50% have been used on groundeffect racing cars because of their extreme sensitivity
to pitch angle. However, a large amount may be
problematic on small-radius turns, where the large
steer angle plus cornering force results in significant
jacking forces.

 The most successful applications of anti-dive seem to

be those in which the geometry is arranged to
minimise changes of caster angle, and the anti-dive
quantity is more moderate at 20% to 25%

References:
http://www.fsae.com/forums/showthread.php?694
5-anti-dive-setup
W.&D. Milliken - Race Car Vehicle Dynamics
Chapter 17: Suspension Geometry Section 17.3
Design of a Suspension for a Formula Student Race
Car - Adam Theander, Vehicle Dynamics,
Aeronautical and vehicle Engineering, Royal Institute
of Technology. ISSN 1651-7660
Fundame
ntal of Vehicle Dynamics, Thomas Gillespie,
Published by SAE Inc.
http://www.me.udel.edu/old-meeg401/10/FSAEsuspension_final-presentation.pdf