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Given the length of A-arms, the distance between the upper and lower ball joints and the tire diameter, how is the camber coefficients in bump and in roll calculated??
I saw large variation in these values (frm 19deg/m to 63deg/m) in the spec sheets of other fsae teams. Just want to know if there is an ideal value for this? Is a higher camber coefficient preferred or a lower one?
Please help.
Assuming you have your design drawn and/or built, the coefficients can be determined graphically or empirically (jack up a wheel). These are terms of art asking for a linear coefficient. A true coefficient varies with travel so check your definitions.
As to what the proper values is, this is pretty much a dependant variable as well as a Goldilocks value. As your car rolls sans a suspension the tires will assume positive (outer) and negative camber. A long/short arm suspension provides “camber gain” (misnomer) with roll/rebound as the A-arms travel differing arcs and tilt the spindle. This can be enhanced by nonparallel A-arms. However, the A-arms also determine steering axis and scrub radius as well as roll center which in turn moves as the A-arms move. Juggling these requirements is what makes you a designer.
A few rules of thumb for starters. Get your wheel as close to your ball joints as practical for steering concerns.. Look for a front roll center around ground level. And put in enough negative camber gain at your outside wheel to offset positive camber gain from roll plus a bit more.
