Paper Number

Team: VAJRA
Ashish Kumar Singh
Design Team Captain
Chitransh Agnihotri
Team Captain
Copyright 2009 SAE International
ABSTRACT
This report has the details our work and the procedure
and methodology we use for this events preparation.
Right from the first day we have faced so many
problems. But we kept our cool, applied logical and
analytical approach for them, this developed our
personalities as we were now beginning to learn how
efficiently a team can work and the output is this report.
Creating a concordance we have made a concept ATV
vehicle within the BAJA Rulebook and have taking care
of all the failures.
INTRODUCTION
Our approach for this competition was to bring out a
successful vehicle with some new innovations. The
Preliminary Design Report is outcome of our approach
towards this competition. Before beginning the design
we must know the needs which where required for the
ATV, that is why we put ourselves in the shoes of the
customers who are going to purchase this vehicle.
REQUIREMENTS OF A VEHICLE:
1. Cost of the vehicle.
2. Looks
3. Endurance or Life.
4. Parts easily available for maintenance.
5. Speed and Acceleration.
6. Maneuverability.
7. Mass and Overall dimensions must be less.
With this we had a view of our ATV. This started our
mission and we set up some parameters for our work,
distributed ourselves in groups.
SUB-TEAMS FOR DESIGN
Roll Cage
Transmission
Brakes and Wheels
Suspension
Steering
Our main aim was to work under the guidelines of the
rule book, and use the maximum limits.
PARAMETERS FOR VEHICLE
Achieve an acceleration of 3m/sec
2
Restrict the weight to 200 kgs.
Minimum wheelbase of 54 inches.
Total length min.6 feet and max. 7feet
Ground clearance of 8 inches.
Total height of 48 inches(with clearance above
head)
Avoid Over-engineering.
FINITE ELEMENT ANALYSIS
With using Autodesk Inventor we have also made a
detailed FEA of the Roll cage design, which was
successful. This enhanced our learning approach and
limits for practically analyzing the elements as done in
industries. This experience is very amazing as this is
something which we never would have practiced if it
was not for this competition.
MAIN SECTION
ROLL CAGE
Objective
The function of roll cage is to protect the occupant and
provide the support for all the operator control system,
front and rear suspension, power train. The objective of
the frame design was to satisfy these functions while
meeting the SAE regulations with special considerations
given to safety of the occupants, ease of manufacturing,
cost, quality, weight, and overall attractiveness. Other
design factors included durability and maintainability of
the frame.
Design
The IET DAVV Baja team designed a vehicle frame
with primary emphasis given to factors of safety,
durability, performance, and manufacturability while
abiding by requirements established by ASIA BAJA
2010 rulebook. Some of the goal design points are
1. Factor of safety =2.5
2. Overall chassis weight = 80 kg
3. Least additional members for strength and support
4. Maximum roll cage stability (as the dimensions of roll
cage are decided after the full analysis of Vehicle
dynamics)
Safety
The components of the frame are the RRH, LDB, RHO,
FBM, LC, LFS, SIM, FAB, and FLC, Per SAE
Competition Rules, the RRH, LDB, RHO, FBM, and LC
material properties were required to have a bending
stiffness and a bending strength equal to or greater than
that of 1018 steel with an O.D. of 1 in. and a thickness
of 0.12 in. Members LFS, SIM, FAB, and FLC were
required to have a minimum wall thickness of .035 in
and a minimum O.D. of 1 in. All frame members with a
bend radius greater than 6 in. may be no longer than 28
in. unsupported. Clearance guidelines dictate a
minimum of 6 in. vertical distance from the drivers head
to the bottom of the RHO and 3 in. clearance between
the rest of the body and the vehicle envelope.
The SIM is designed to give the occupant extra security
during a side impact on the vehicle and to reduce the
possibility of the driver leaving the cockpit. The SIM is
bent outward from the car at 10 degrees and curved ribs
vertically attach the SIM to the LFS which gives a strong
and spacious enclosure for the driver
Analysis

The IET student teams skill set included some
familiarity with static, linear, elastic FEA using Inventor
The analysis was performed for several impact
scenarios including: Nose impact (See Figure 3), Side
(at drivers location), Side (at nose), Top rear, and Top
corner. Analysis indicated stresses below the yield
strength of mild steel (207.0 MPa) for all scenarios
except the top impact study which showed a maximum
stress of 570 Mpa. Based on these results,
reinforcements are to be added to the top.
Material data Steel, Mild
Properties Values
Young's Modulus 2.2e+005 MPa
Poisson's Ratio 0.275
Mass Density 7.86e-006 kg/mm
Tensile Yield Strength 207.0 Mpa
Tensile Ultimate
Strength
345.0 MPa
TRANSMISSION
We are planning to use a synchromeshed transmission
with a Piaggio Ape transmission with these Gear Ratios
in Reverse Orientation
Reason for Reverse orientation
1.) High acceleration is achieved around 1.7 times
higher.
2.) Advantage in hill climbing events and
maneuverability.
3.) Faster Cornering acceleration.
Gear Ratios Speed @ 3000 rpm
Dia 22. Dia. 24
First Gear 1:55.08. 5.7 6.3
Second
Gear
1:32.72 9.65 10.6
Third Gear 1:19.95 16 17.4
Fourth
Gear
1:13.40 24 27
Reverse
Gear
1:31.48 10.3 11.2
Also we will be using 2 sprockets and a chain which will
take output from Differential end of transmission and
take it to axle.
Reason for choosing Chain Drive:
1.) Maximum speed will be around 40 which is
appreciable.
2.) If not used the thrust can overturn the
vehicle.
This will decrease the final drive ratio by 1.4 times, as
diameters of sprockets are in these ratios and maximum
speed will reach 27 * 1.4 = 37kmph (at 3000 rpm).
So at looking at these calculations we have analyzed
that a 24 inch dia wheel is needed by this sort of
transmission for a proper speed.
SUSPENSION
A Suspension acts to provide cushioning action to
the driver by absorbing the shocks from the road
and also helps the tires to maintain good traction.
emands from a good suspension system!
" Structure.
" Suspension system
" Stiffness # esign for ma$imum torsion Stiffness
and least %eight.
"Provide sufficient ground clearance.
"&ithin track range.
"esign to provide typical tunable features.
'omple$ity
esign mounting such that some e$tend of
ad(ustment is possible) like
*.+ Suspension.
,.+ -ide height. Suspension travel.
/.+ 0ody attitude.
1.+ &heel loads.springs.
2.+ ampers.
3.+ Static settings of %heels alignment
geometry.
4.+ -oll centre 56 front and rear.
7.+ S%ing arm length.
8.+ 5eight of steering rack.
9ailure
1.+ 9ailure occurs if they are not able to
isolate the driver from the shocks or if they are so
soft that they compress to their solid length %hile
%orking.
,.+ Spring damper may buckle if length is
more.
/.+Spring compresses to solid length under
any load.
Our :ehicle design
&e have chosen Independent type suspension in
both 9ront and -ear because;
*.+<ittle space re=uirement.
,.+ A kinematic and.or elastokinematic toe#
in change) tending to%ards under steering is
possible.
/.+ Easier steer ability %ith e$isting drive.
1.+ <o% %eight.
2.+ No mutual %heel influence) thus good
road holding) especially on bends %ith an
uneven road surface
Independent
1.) In Independent type firstly) %e thought
using une=ual double %ishbone
suspension in both front and rear. 0ut
no% %e are planning to adapt different
types in front and rear.
9ront;
In front %e %ill use the %idely used double
%ishbone suspension.
*. It gives more movement of the tires and
to the spring than >ac person strut type.
,. &e can distribute forces at different point
on roll cage.
/. esired camber angle) castor angle and
ground clearance can be achieved.
1. 6he double A#arm uses solid) rigid
control arms to mount the knuckle to the
chassis. 6hese arms prevent deflection
during cornering %hich ensures that the
steering and %heel alignment remain
consistent.
-ear;
In rear %e are planning to use s%ing a$le type
suspension %ith including central positioned
suspension
*. It gives more movement of the tires and
to the spring than double %ishbone type.
,. &e can distribute forces at the centre
along %ith sides of roll cage body.
/. esired camber angle) castor angle and
ground clearance can be achieved.
1. -ide ?uality; 0y decoupling the front
%heels and not by mounting the chassis on a
solid beam) there is better ride isolation
bet%een the sprung and unsprung masses
providing improved ride characteristics and
more predictable suspension response.
imensions
Arm lengths %ill be according to the designing and
fitting during fabrication.
9ront;
Spring length; ,/@mm
6otal lengthAspring B dampers+; /23mm
Allo%able travel of the spring ; 42mm
>a$imum travel of the spring; 8,mm
>ean coil diameter;27mm
&ire diameter; *,mm
Spring stiffnessAC+; /,N.mm
No. of turns; *@
-ear;
Side Spring length; /,@mm
Side Allo%able travel of the spring; *,@mm
Stiffness AC+; ,2N.mm
'entre Spring length; ,32mm
'entre Allo%able travel of the spring; 2*mm
Spring stiffness AC+; /2N.mm
>ean coil diameter; 4@mm
&ire diameter; *,mm
No. of turns; *@
S6EE-IND SES6E>
6he purpose of the steering system is to provide
directional control of the vehicle to the driver %ith
minimum input. &hile designing the steering
system the constraints that %e possessed %ere
centre alignment of steering system) track %idth)
human effort at the steering %heel and the desired
response of the steering system. A -ack and Pinion
steering %as chosen over %orm and sector and re
circulating ball) due to its light %eight) simple
design and lo% cost. Also its relatively small siFe in
the top vie% makes it easy to mount in comparison
to the others. :ery less play due to limited number
of (oints %as also an important factor.
6he steering system of >aruti 7@@ satisfies
the aforesaid and also fits our dimensions.
'alculations.imensions;
AAs calculated by satisfying dynamic stability
e=uations+
&heelbaseG*2,1mm
6rack %idthG*,4@mm
Steering angle
Inside %heel angle) *G /7 deg.
Outside %heel angle) @G ,2 deg.
9ormula used
tan*G <.A-#t.,+
6hus) turning radius -G ,334mm.
BRAKING SYSTEM
The criterion for designing the brakes stated as per the
rule book is that all the four wheels should lock
simultaneously as the brake pedal is pressed.
Dynamics:-
For designing the braking system, we will have to
calculate the dynamic weight using the formulae as
given below
Front axle dynamic load = w1+(/g)*W*(H/L)
Rear axle dynamic load = w2- (/g)*W*(H/L).
Where,
w1=weight on the front axle in the static condition.
w2=weight on the rear axle in the static condition.
g=acceleration due to gravity.
W=total weight of the vehicle.
H=height of the centre of gravity.
L=length of the wheel base.
=deceleration of the vehicle.
Some formulae that we used for designing our brakes :
T(disc)= W1*(f/g)*R1+W2*(f/g)*R2.
T(disc)=*R*(P*A)*2*no. of disc brake.
Where,
T(disc)= frictional torque on the disc.
f=deceleration.
W= weight of the body.
R= Effective radius of the disc.
R1=radius of the front tyre.
R2=radius of the rear tyre.
P=pressure applied by the TMC.
=coefficient of friction.
A=area of calliper for disc brake.
Components:-
Tandem master cylinder ,oil tank, proportioning valve,
oil lines, disk valves.
Actuation System
The system is hydraulically actuated, via a brake padel
which in turn generates a pressure in the master
cylinder, which about 50 kPa, this pressure transmitted
via the oil carrying line to the brakes.
Wheel brakes
All wheels are locked at the time of brakes via disk
brakes. We are using disk brakes on all the four tyres to
simultaneously lock them.
The disk assembly consist of callipers, disk and friction
pads. Two independent diagonal lines are used, in order
to provide braking in case of failure of one line.
IAD-A>S
iagram * -ear Suspension AS%ing A$le+
iagram , 9ront Suspensions Aouble &ishbone+
FINITE ELEMENT ANALYSIS
We have used Autodesk Inventor for Stress Analysis.
Diagram 3. Lateral Stress analysis
Diagram 4. Rear End Analysis
Diagram 5. Middle Frame Analysis
Diagram 6.
CONCLUSION
With these analysis we conclude our Preliminary report.
We have considered all the factors that can be applied
on the vehicle in an actual working conditions. We will
make more analysis after this report which we will
present before the competition.
ACKNOWLEDGEMENT
We are very thankful to Society of Automotive
Engineers for organizing such an event which provides
a great platform to students to explore their talent.
Also our college faculties
Dr Ashesh Tiwari Sir (HOD Mechanical)
Dr. Govind Maheshwari Sir (Faculty Advisor)
Er. Vijay Kumar Karma Sir (Faculty Advisor)
For providing us college resources and motivating us.
CONTACT
Raghvendra Singh
Mechanical 4th Year
IET DAVV
Raghvendra.mech2010@gmail.com
Ashish Kumar Singh
Mechanical 4
th
Year
IET DAVV
ashish.mech2010@gmail.com
Chitransh
Mechanical 3rd year
IET DAVV
Chitransh.a2011@gmail.com