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Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
Collapsible and contractive antiroll bar _ November 2013
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Collapsible and contractive antiroll bar _ November 2013

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Bushidō Consulting - Collapsible and contractive antiroll bar project - Automotive application

Bushidō Consulting - Collapsible and contractive antiroll bar project - Automotive application

Published in: Automotive, Business, Technology
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  • 1. Collapsible and Contractive antiroll bar Automotive application Inventor: Mr Fausto Garsi November 2013 This document is strictly confidential and for PwC use only 1/32
  • 2. Bushidō Consulting - Overview  Bushidō Consulting is a business development consulting firm and a professional network, with operational offices in Turin, Modena, and Rome - Italy, Baden Baden - Germany, Prague - Czech Republic and Detroit - USA.  Established in May 2010, capitalizing on 20 years of international experiences in the automotive business by its founder Maurizio Agostini and professional Partners across the whole product lifecycle: Marketing, Business Development, Product and Process Engineering, Quality Management, Manufacturing, Key Account and Retail Sales, Dealer Network Development, Product Support.  The Partners acquired such experience and competence working in management positions within international world-class corporations such as:  Specialized in supporting enterprises of all sizes to create sustainable growth through successful expansion into international markets.  Helping clients become more competitive and profitable in their business, providing sales and marketing development expertise and executive PwC use only This document is strictly confidential and for management consulting experience. This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 2/32
  • 3. Mr Fausto Garsi - Profile  Born in Milan - Italy on September 27th, 1969  Graduated in Mechanical Engineering from the Politecnico of Milan  Involved since 2002 in the racing car field as race car engineer  Currently Technical Director of a Formula 3 Team  Resident in Milan - Italy This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 3/32
  • 4. Project of cooperation Bushidō Consulting and Mr Fausto Garsi have an agreement for the development of a project of cooperation. Mr Fausto Garsi has decided to avail itself of the service offered by Bushidō Consulting, which foresees a business development support concerning the presentation of an innovative automotive mechanical device concept by key cars manufacturers and Tier1 suppliers in Europe, other reference countries can be considered. The device concept is covered by a relevant Patent and is related to the configuration of a collapsible and contractive anti roll bar for vehicle applications. The aim of the project of cooperation is to identify opportunities of design application within the automotive market, through the definition and execution of a relevant project development plan. Bushidō Consulting is responsible for the development of initiatives involving car manufacturers and OEMs interested in the above mentioned device concept and acts as main point of contact with them. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 4/32
  • 5. Collapsible and Contractive antiroll bar This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 5/32
  • 6. Patent - Description COLLAPSIBLE AND CONTRACTIVE ANTI ROLL BAR FOR VEHICLE APPLICATIONS  Deposit number: MI2011A002097 -  Italian patent extendable abroad with validly claiming priority  Inventor: Mr Fausto Garsi - Resident in Milan (Italy) Via Donna Prassede 3 Date of Deposit: November 11th, 2011 A mechanical device is applied inside the link rods and in the middle of the roll bar itself, two relevant functions are provided as described here below: Collapsibility: when the vehicle gets a significant bump from the road, the device collapses, suddenly reducing the anti roll bar stiffness. Contractiveness: a less stiff anti roll bar behaviour on the compressed side, while maintaining the same roll bar overall characteristics in terms of stiffness. The roll centre gets lower in turns. Chance to have an anti roll bar with two different stiffnesses, which makes it possible to improve the car handling performance and to increase the comfort behaviour at the same time. Device easily produced, low cost application. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 6/32
  • 7. Device design details 1/3 Sketch Joined to the vehicle chassis This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 7/32
  • 8. Device design details 2/3 Link-rod device part assembly description Device made with 3 different springs K1 – K2 – K3  K1 preloaded works for collapsibility K3  K2 is softer than K3 and works on the compressed side  K3 works on the side in extension (inner side in turn) K2 K1 This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 8/32
  • 9. Device design details 3/3 Roll bar device part assembly description The bar works as a traditional one in case of on phase forces The centre of the bar gets locked to the chassis in case of opposite forces This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 9/32
  • 10. Link Rod device part purpose - Collapsibility function This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 10/32
  • 11. Link Rod device part purpose - Contractiveness function CG = Centre of Gravity Kroll = Roll Stiffness This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 11/32
  • 12. Different roll bar stiffness to equal roll angle The contractive effect gets the Mass Centre Lower on turn, then assuming the same lateral acceleration, the roll moment gets less because multiplied by a shorter arm due a lower Centre of Gravity Height (CGH) Lat G = Lateral Acceleration CGH = Centre of Gravity Heigh RM = Rolling Moment = Lat G * CGH STANDARD CONTRACTIVE RM 1 Lat G 1 RM 2 Lat G 2 CGH 1 CGH 2 Lat G 1 = Lat G 2 CGH1 > CGH 2 RM 1 = Lat G 1 * CGH 1 > RM 2 = Lat G 2 * CGH 2 Considering a less Rolling Moment it is possible to have the same roll angle with a softer roll bar This document is strictly confidential and for PwC use only stiffness. This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 12/32
  • 13. Collapsibility working sketch K1 gets compressed when the force goes over the preload. Preload settled equal to max Force in roll stress. K1 compressed This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 13/32
  • 14. Contractiveness working sketch Outer corner side Inner corner side K3 compressed K2 compressed This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 14/32
  • 15. Roll Bar device purpose Undeformed bar Deformed bar No contractive effect because the bar turns Central device locks the bar to the chassis allowing the contractive effect This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 15/32
  • 16. Track test and related data This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 16/32
  • 17. Track test - Reference Data 1/2 Comparison between two Formula 3 cars (Imola circuit - Italy, chicane passing through) with and without the device installed. Data trace, see also next page: collapsible/contractive - BLACK – car with collapsible/contractive device - RED – standard car without device Trace 1 – Car speed [kph] Trace 2 – Steering Wheel angle [°] Trace 3 – Throttle [%] / Brakes Pressure [bar] Trace 4 – Engine revs [rpm] / Number of gear engaged Trace 5 – Time difference [s] This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 17/32
  • 18. Track test - Reference Data 2/2 collapsible/contractive collapsible/contractive speed standard steering wheel angle Throttle Brakes press rpm gear Time difference This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 18/32
  • 19. Collapsible and Contractive antiroll bar New and alternative design This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 19/32
  • 20. New and alternative roll bar design The contractive effect can be realized by a new and alternative roll bar design: This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 20/32
  • 21. New and alternative roll bar design  Two coaxial pipes connected to give different stiffness at each side.  Solution applicable in case the available link rod dimensions are not enough to install 3 springs.  Possibility to get a higher stiffness range than in the case of springs application.  Possibility to get a proper pre load on the anti roll bar. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 21/32
  • 22. Preload system applied to the alternative Roll Bar On the new and alternative Roll Bar it is possible to apply a proper preload. The preload gives the possibility to optimize stiffness characteristics within the Roll bar range work. Very useful on finding a fine tuning during the vehicle final set up. The preload system design is available. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 22/32
  • 23. Preload and decreasing rate characteristics Possibility to have improved roll bar stiffness characteristics Better vehicle handling and ride comfort are respectively the consequences of an initial infinite stiffness and a softer rate over a settled level of roll force F Standard Bar Collapsible effect Max Force in Roll Roll Bar Preload Infinite Stiffness Deflection This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 23/32
  • 24. Simulations This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 24/32
  • 25. Simulations Models - Stiffness Parameters Simulations performed, comparison between a Reference Std Vehicle and Vehicles with the following characteristics: Equivalent Roll Stiffness : total roll bar stiffness equal to the reference vehicle. Equivalent Roll Angle : total roll bar stiffness in order to get an equivalent roll angle to the reference vehicle. Front Antiroll Bar [Nmm/°] Front Spring Reference Std Equivalent roll Vehicle Stiffness 3350 20100 [N/mm] 57.23 / 22 4 / 900 250 [N/mm] Front Drop Link Spring 57.23 [N] Front Pre Load 57.23 [N/mm] Front Pre Loaded Spring Rear Antiroll Bar Equivalent Roll Angle 10050 / 22 4 1800 10800 5400 [Nmm/°] Rear Spring [N/mm] 108.28 108.28 108.28 Rear Pre Loaded Spring Rear Pre Load [N/mm] [N] / 12.5 2.27 / 450 150 Rear Drop Link Spring [N/mm] / 12.5 2.27 This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 25/32
  • 26. Multi Body Vehicle Model Characteristics Total Mass 1617 [kg] Front Track 1.658 [m] Rear Track 1.600 [m] Wheelbase 2.600 [m] COG Height 0.470 [m] Tyres Model : Magic Formulae Tyres Front Tyres 225/35 R19 Rear Tyres 285/35 R19 This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 26/32
  • 27. Simulations - Results For the relevant specifications see the next page. Reference Std Vehicle Equivalent roll Stiffness Equivalent Roll Angle Max Roll Angle [°] 3.55 2.91 3.55 Max Lateral Acceleration [g] 1.029 1.056 / +2.62 % 1.055 / +2.53 % COG Height in Turn [mm] 479.8 456.6 / -4.83 % 456.4 / -4.87 % Ramp Steer Simulation Pitch Variation in turn Front / Rear [mm] Total Variation ∆ nose up / down [mm] F +3.5 / R -3.8 F -27.0 / R -19.1 F -28.7 / R -17.7 ∆ 7.3 up ∆ 7.9 down ∆ 11.0 down Steering Pad Simulation Max Roll Angle [°] 3.51 3.41 3.51 Max Lateral Acceleration [g] 1.0026 1.0033 / +0.07 % 1.0028 / +0.02 % Comfort Road RMS Vertical Acceleration [m/s^2] 0.247 0.1983 / -19.7 % 0.2025 / -18.0 % 0.1751 0.1643 / -6.17 % 0.1610 / -8.05 % Bump Ride in Turn Max Vertical Acceleration [g] This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 27/32
  • 28. Simulations - specifications Ramp Steer The vehicle at constant speed of 100 kph turns the steering wheel from 0° up to 120° in19 seconds time. Steering Pad Constant Radius The vehicle, after a short straight, follows a 100 metres radius curve line, increasing the speed from 70 kph to 150 kph in 30 seconds. Comfort Road The vehicle at 70 kph constant speed rides an extra urban road profile. The road profile is in opposite phase between the 2 car sides. Bump Ride in Turn The vehicle at 100 kph on turn rides a plateau profile bump only on the inner turn wheels. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 28/32
  • 29. Summary This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 29/32
  • 30. Simulations results - Summary  Better Handling Performance: + 2,5 % Lateral Acceleration  Better Ride Comfort: - 18.0 % Vertical Acceleration  Better Agility Behaviour: - 4.8 % Centre Mass Height  Better Ride comfort on high bump : - 8.05 % Vertical Acceleration  Positive Pitch angle on turn: 11 mm (nose down) equal to more aero down force. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 30/32
  • 31. Device characteristics - Summary Better general car handling because of the lower Centre of Gravity in Turns combined with better comfort. Roll bar characteristics with different stiffnesses in the work range, getting the possibility to find a better vehicle set up with different behaviours combined. Possibility to increase the car pitch angle on turn, extremely important benefits especially for down force vehicles. Application suitable for all kinds of vehicles, NOT only for sport cars, even better for vehicles such as the SUV, because of the weight , high Mass centre and big roll angle. Fully mechanical device. Low cost and extremely reliable. This document is strictly confidential and for PwC use only This document and the information thereon is the property of Bushidō Consulting and may only be used for the purpose for which it is supplied 31/32
  • 32. This document is strictly confidential and for PwC use only www.bushidoconsulting.com 32/32

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