FMAE Formula Student 2017

DESIGN REPORT

Team ID: FFS1016

Team Name: Team NITP Motorsports
Vehicle Name: F14
College Name: National Institute of Technology, Patna
City: Patna, Bihar

Report Author: A Ravi Shankar Mihir

Report Co-author: Kadam Pranit Shamrao

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 TABLE OF CONTENTS

1. Abstract ------------------------------------------------------------------------------ 1
2. Technical Specification ------------------------------------------------------------ 1
3. Performance targets ---------------------------------------------------------------- 2
I. Design and analysis ------------------------------------------------ 2
II. Suspension ----------------------------------------------------------- 4
III. Steering --------------------------------------------------------------- 7
IV. Brakes ---------------------------------------------------------------- 10
V. Engine ---------------------------------------------------------------- 11
VI. Tyre ------------------------------------------------------------------- 12
VII. Electronics ----------------------------------------------------------- 12
VIII. Transmission -------------------------------------------------------- 12
IX. Safety ----------------------------------------------------------------- 13
4. Ergonomics -------------------------------------------------------------------------- 13
5. Design differences from previous year ------------------------------------------ 14
6. Resources utilized ------------------------------------------------------------------ 15
7. References and Acknowledgment ------------------------------------------------ 15
8. Team Structure ---------------------------------------------------------------------- 16
9. Pictorial representation ------------------------------------------------------------- 17

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ABSTRACT
Introduction: 'F14' is a small, formula style vehicle designed and fabricated by Team NITP Motorsports, a
group of 25 budding Mechanical Engineers from National Institute of Technology, Patna who took FMAE
Formula Student 2017 as a platform to demonstrate their creativity and engineering skills.

Targets: The team had participated in SUPRA SAEINDIA for two years and using that experience, the targets
set for this year were to improve the ergonomics of the vehicle and to reduce weight and size of the vehicle
while keeping it fast and agile on the straight roads as well as around corners.
Methodology: The data, including all assumptions and the formula for various calculations, were obtained
from a number of standard textbooks and researches as mentioned in the References section. The designs of
the chassis and the various components were prepared on CATIA V5 software and analysis was performed on
ANSYS 14.0 Workbench.
Methodology: The approach used to design the vehicle was to first develop an initial design of the vehicle
using our past experiences and also meeting the set targets. Then the CAD model was designed accordingly
and it was also analyzed. Then a prototype was also made on which physical measurements were made before
finalizing the design.

TECHNICAL SPECIFICATION
Engine
Type Single Cylinder, 4 stroke, Twinspark, Aircooled
Displacement 346cc
Bore x Stroke 70mm x 90mm
Compression Ratio 8.5 : 1
Maximum Power 19.8 bhp @ 5250rpm
Maximum Torque 28 Nm @ 4000 rpm
Ignition System Transistorized Coil Ignition
Clutch Wet, multi-plate
Lubrication Wet sump
Engine Oil 15 W 50 API, SL Grade & above, JASO MA 2
Fuel Supply 29 mm, Constant Vacuum Carburettor
Air Cleaner Paper Element
Engine Start Electric
Gearbox 5 Speed Constant Mesh

CHASSIS
Type Spaceframe material
Material AISI 1040 Mild Steel
Welding GTAW with MS filler

SUSPENSION and STEERING

Suspension Type Push-rod type

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 Suspension Geometry Double wishbone independent type
Wheel Travel 2 inch
Steering Type Rack and pinion
BRAKES and TYRES
Tyres 155/65 R13
Brakes 220mm diameter, 5mm thickness

DIMENSION
Length 2463.8 mm
Width 1280 mm
Height 1219.2 mm
Wheelbase 1701.8 mm
Dry weight 267 kg

ELECTRICAL
Electrical System 12-volt DC
Battery 12 volt, 14 Ah
Engine Self-start via Starter Motor

PERFORMANCE TARGETS
Design and Analysis: The analysis of chassis is done in ANSYS considering various forces.
The results are tabulated below:

TEST FRONT
IMPACT

FORCE 4G

MAX. STRESS 324.27

(MPA)

MAX. 0.799
DEFORMATION
(mm)
MINIMUM 1.1102
FACTOR OF
SAFETY

2
 TEST REAR
IMPACT

FORCE 3G

MAX. STRESS 323.99

(MPA)

MAX. 1.288
DEFORMATION
(mm)
MINIMUM 1.11
FACTOR OF
SAFETY

TEST SIDE
IMPACT

FORCE 2G

MAX. STRESS 352.02

(MPA)

MAX. 2.254
DEFORMATION
(mm)

MINIMUM 1.022
FACTOR OF
SAFETY

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 TEST TORSIONAL
RIGIDITY

FORCE 2G

MAX. STRESS 275.18

(MPA)

MAX. 6.08
DEFORMATION
(mm)
MINIMUM 1.308
FACTOR OF
SAFETY

Suspension:
Suspension systems serve a dual purpose - contributing to the vehicle's road holding/handling and braking for
good active safety and driving pleasure, and keeping vehicle occupants comfortable and a ride quality
reasonably well isolated from road noise, bumps, vibrations, etc. Unlike last year, this year we are going to
have pushrod suspension system, both at front as well as at rear.

Pushrod suspension system consists of A-arms, pushrod, bell crank and shock absorber. We may vary our
motion ratio by varying the bell crank ratio that is ratio of its sides. The reasons behind us choosing pushrod
suspension are that:

 they are out of the airstream therefore drag is reduced and airflow is "cleaner"
 you can modify motion ratio/spring ratio with the rocker
The suspension system is tuned according to the actual needs, keeping in mind the manufacturing aspects and
the nature of loading it will have to suffer. Straight A-arms have been used as they are simpler to make than
their curved counter-parts. All the four shock absorbers used are the same. They are selected such that it can
bear the load of the car and satisfy the required ride comfort and performance.

Camber angle: A camber angle of -3 at the front and -2.5 at the rear is adjusted in in-board rod ends to provide
camber gain during cornering.

Caster angle: Caster angle of +60 is adjusted on both the front and rear wheels designed in uprights for the
directional stability of the car.

King pin inclination: King pin inclination of +4 at the front is designed in uprights to reduce the scrub radius
thus making steering more responsive.

Roll centre: Roll centre of the front and rear track is 4 inch and 5 inch from the ground respectively. The roll
centre is kept high from the ground to increase the over steer characteristic and make it more responsive. The

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front roll centre is kept a little lower than the rear counterpart for the same reason. The coil outer diameter of
spring D= 50 mm Wire diameter d = 7mm
Spring length l = 130 mm Total weight w = 267 kg
Un-sprung mass = 72 kg Sprung mass = 195 kg
Spring stiffness is found by using the following formulae
G = 77 GPa No. of coils n = 8

𝐺𝑑 4
𝑘= = 23.11𝑁/𝑚𝑚
8𝑛𝐷3
This spring rate is same for front and rear suspension.
The maximum compression of the spring = 56 mm

So considering 75 % of total compression and analysing the pushrod and bell crank mechanism we get wheel
travel

Jounce 1 inch Wheel Travel 2 inch

Rebound 1 inch Scrub radius 42.75 mm

Load on wheels:
Total weight of the car = 267 kg; a= 863.6 mm; b= 83.82 mm Wheel base l = 1701.8 mm
Wfront axel = (Wtotal * b)/l = 1288.77 N
The weight on each front wheel Wf = Wfront axel /2 = 644.38 N
Wrear axel = (Wtotal*a)/l = 1327.82
The weight on each rear wheel Wr = Wrear axel/2 = 663.91 N
Static deflectionf
The static deflection of the spring Xf = Wf / k = 27.88 mm
Similarly, Xr = Wr / k = 28.73 mm

Wheel Rate (WR)

We have motion ration MR = 0.8 (As per Bell crank design)
WR= SR/MR2 = 36.11 N/mm (For all wheels)

Lateral load transfer (∆W)

We assume maximum lateral acceleration during cornering be 𝐴𝑦 = 2g.

C.G. height = h = 304.8 mm ; track width front 𝑡𝑓 = 1280 mm ; track width rear = 𝑡𝑟 = 1250 mm
So, on front wheels

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∆Wf = Wfront axel Ayh/ tf = 613.78N

Weight on outer front wheel = 𝑊𝑓 + Δ𝑊𝑓 = 1258.16 N

Weight on inner front wheel= 𝑊𝑓 - Δ𝑊𝑓= 30.6 N

Now, on rear wheels

Δ𝑊𝑟 = 𝑊𝑟𝑒𝑎𝑟 𝑎𝑥𝑙𝑒 𝐴𝑦ℎ⁄ tf= 647.55 N

Weight on outer rear wheel= 𝑊𝑟 + Δ𝑊𝑟 =1311.46 N

Weight on inner rear wheel= 𝑊𝑟 - Δ𝑊𝑟 = 16.3 N

Longitudinal Load Transfer (Δ𝑊)

We assume maximum acceleration or deceleration due to braking be 𝐴𝑥 = 1g

h=304.8 mm ; wheelbase = l = 1701.8 mm

Δ𝑊= 𝑊total Axh/l = 468.64 N

Weight on each front wheel = Wf - Δ𝑊/2 =410.06 N

Weight on each rear wheel = Wr+ Δ𝑊/2 = 898.23 N

Analysis of A-arms
A-arms are made of circular Mild Steel pipes of 1 mm diameter and 2.4 mm thick.
The forces and push rod are as follows:

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Uprights
The upright assembly is customised and made of aluminium 6 series reducing the overall weight.

Total deformation on front upright Total deformation on rear upright

Steering::
After considering all the advantages and disadvantages of the types of steering systems it was found
that the rack and pinion steering system is suitable for our vehicle so we have used Rack and Pinion
steering system in our vehicle. Rack and Pinion system have following advantages:

 Simple Construction
 Economical and uncomplicated to manufacture.
 Easy to operate due to good degree of manufacture.
 Tie rod can be joined directly to the steering rack.
 The idler arm and the intermediate rod are no longer needed.
 Easy to limit steering rack travel and therefore the steering angle.

Steering Ratio:
Input steering movement- 2*π*R steering wheel
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 Output steering movement- 2* π *R pinion
2π ∗ Rsteering wheel
𝑆𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑟𝑎𝑡𝑖𝑜 =
2π ∗ Rpinion
For our vehicle R steering wheel =127mm and R pinion = 17mm
127
Then steering ratio = = 7.45
17

Steering Ratio = 7.45:1 ⁓ 8:1

Steering Arm Angle:

𝑡
SAA= 𝑎𝑟𝑐 tan 2𝐿

Where, t: track of the vehicle and L: Wheel base

Our front vehicle track: 1280 mm and wheel base: 1701.8 mm
1280
𝑆𝐴𝐴 = 𝑎𝑟𝑐 tan 2∗1701.8 = 20.620

Steering Angle and Turning radius: The steer angle (SA) can be determined by knowing the radius of
the turn
(R).
𝐿
Steering angle is given by SA = arc tan 𝑅

Where, L= Wheel base and R = Turning radius of the vehicle

For our wheel base (L) = 1250 mm

So,

Turning Radius (mm) Steering Angle (SA)º

7000 13.664º

10,000 9.658º

13,000 7.458º

15,000 6.473º

20,000 4.864º

Calculation of the force to turn the wheels:

We have been calculated the highest value of the force to turn the wheels. This force
appears when the car is stopped and it starts the movement of the wheel.

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 Fr =Frictional force, FL = Lateral force, N = Normal force on the tire

Now, balancing the forces

∑ Fx=0; Fl – Fr = 0 ---------------- (1)

∑ Fy=0; N – mg = 0 ----------------- (2)

∑ M=0; FL*Rs – 2*Fr*r=0 ----------------- (3)

The vehicle weight of our team is around 267 kg without the weight of the driver. We take a weight of 300
kg that is an excessive weight for these cars but on this way we establish a safety coefficient. The weight of
the pilot will be 60 kg so we take 65 kg for the same reason that before. Weight distribution ratio for our
vehicle is 51:49 so 49 per cent of the car weight is on the front wheel assembly of our car. So the weight will
be:
49
(300+80)*100 = 186.2 kg

This force is acting on both front wheels, so each wheel will support half of this weight, So, weight supported
by each
186.2
Wheel = = 93.1*9.8 = 912.38 N
2

Generally the value of Coefficient of friction is taken as 0.35 but to establish safety co-efficient we take µ= 1
Then, Frictional force (Fr) = µ*N = 1*912.38 N = 912.38 N
From (1)
FL = 912.38 N
It is the force that the rack has to transmit to the tie rods and these to the steering arms to move the
wheel. Now we can calculate the torque on the pinion. To calculate the torque we use the following equation:
T = Fr*Rpinion
In our case we have a pinion with a diameter of 34mm. So,
T = 912.38*17 = 15,510.46 N-mm

This is the torque in the pinion and it is transmitted through the steering column. Finally we will to
calculate the necessary tangential force that must be made in the steering wheel by the driver to turn the
wheels:
T = F* R Steering wheel
15510.46 = F*127
F = 122.13 N

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It is the necessary tangential force that must be made in the steering wheel by the driver to turn the wheels
when the car is stopped.

Brakes:
Hydraulic disc brakes are used with disc outer diameter being 220 mm and thickness 5 mm. Disc brake
is capable of dissipating large amount of heat quickly because of its direct exposure to atmosphere. The rotors
are drilled to provide better pad bite and conditioning as well as to reduce weight as much as possible. Also
drilling increases surface area resulting in better heat dissipation.

Calculations:
Diameter of master cylinder = 0.0158 m
Area of master cylinder = (𝜋×(0.0158)2)/4 = 1.96×10−4 𝑚2
Diameter of Caliper = 0.0445 m
Area of Caliper = 0.001554 𝑚2
Optimal Pedal Ratio = 6.2:1
Pedal effort = 40 kgf
Net leg effort Fb max= 6.2 × 40 = 248 kg-f = 2432.88 N
Now maximum braking force that is available at the front and rear respectively as follows:
𝐹𝑏𝑟 max = µ𝑊(𝐿𝑓𝑟𝑜𝑛𝑡 − ℎ ∗ (µ + 𝑓𝑟 )
𝐹𝑏𝑓 max = µ𝑊(𝐿𝑅𝑒𝑎𝑟 + ℎ ∗ (µ + 𝑓𝑟 )
Where,
µ = Co-efficient of friction = 0.35
fr = Rolling resistance co-efficient = 0.01
Lfront = Distance of C.G from the front tyre = 863.6 mm
LRear = Distance of C.G from the rear tyre = 838.2 mm
W = Weight of the car including safety factor = (300 + 80) = 380 kg
h = Height of the C.G from the ground = 304.8 mm
𝐹𝑏𝑟 max = 577.98 N 𝐹𝑏𝑓 max = 726.754 N
Now the braking force that is distributed among the front and rear wheels is,
𝑲𝒃𝒇 𝟕𝟐𝟔.𝟕𝟓𝟒
= = 1.257
𝑲𝒃𝒇 𝟓𝟕𝟕.𝟗𝟖

𝑲𝒃𝒇 + 𝑲𝒃𝒓 = 𝟏

Where kbf and Kbr are factor by which the applied braking force is distributed in front and rear wheels.
kbf : Kbr = 56% : 44%
Max. Front Bias Force = 0.56× leg effort = 1362.41 N
Max. Rear Bias Force = 0.44 × leg effort = 1070.47 N
𝑀𝑎𝑥.𝐹𝑟𝑜𝑛𝑡 𝑏𝑖𝑎𝑠 𝑓𝑜𝑟𝑐𝑒
Max. Front line pressure = 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑚𝑎𝑠𝑡𝑒𝑟 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟 = 695.11 * 104 N/m2

𝑀𝑎𝑥.𝑅𝑒𝑎𝑟 𝑏𝑖𝑎𝑠 𝑓𝑜𝑟𝑐𝑒

Max. Rear line pressure = 𝑎𝑟𝑒𝑎 𝑜𝑓 𝑚𝑎𝑠𝑡𝑒𝑟 𝑐𝑦𝑙𝑖𝑛𝑑𝑒𝑟 = 546.16 * 104 N/m2

Stopping distance: Stopping distance is the distance travelled by the vehicle before coming to rest after the
application of the brake. This is calculated using the following formula:

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 ¥∗𝑊 ϸ ∗ 𝐴 ∗ 𝑣 2 ∗ 𝐶𝐷
𝑆= 𝑙𝑛(1 + )
ϸ𝑔 ∗ 𝐴 ∗ 𝐶𝐷 2(𝑓𝑏 + 𝑓𝑟 ∗ 𝑊)

¥= factor to accommodate the rotational inertial parts in the vehicle = 1.05

ϸ = Density of air = 1.23 kg/m3 𝐴 = Projected area = 0.75 m2

𝐶𝐷 = Drag co-efficient = 0.83

𝑣 = maximum velocity of the vehicle when the brake is applied = 25 m/s

Stopping distance = 85.62 m

Thermal analysis:
Let maximum speed = 90 km/h = 25 m/s
Kinetic Energy = 0.5 ×275×252 = 85937.5 W
Ideally Total KE = Total heat generated
𝜋 (𝐷𝑜2 −𝐷12 )
Area of Rubbing Surface = = 0.0226 m2
4

Heat Generated
Heat Flux = 2 ×2×Rubbing Surface Area

85937.5
= 2 ×2×0.0226 = 950636.0619 W/𝑚2

Front Heat Flux = 0.7 × 950636.0619 = 665445.2433

W/𝑚2

Rear Heat Flux = 0.3 × 950636.0619 = 285190.8186 W/𝑚2

Engine:
Engine Comparison:

Pulser 220 Royal Enfield 500 R E Bullet 350 Twin Spark

Weight 56 kg 64 kg 56 kg
Torque 19.12 N-m 40.9 N-m 28 N-m
Power 21.05 bhp 26.1 bhp 19.8 bhp
Power to Weight ratio 140 bhp/ton 142 bhp/ton 112 bhp/ton
Compression ratio 9.5:1 8.5:1 8.5:1
Stroke 62.4 mm 90 mm 90 mm
Bore 67 mm 84 mm 70 mm

 We went for the Royal Enfield 350cc engine because among the three it was lightest, which was an
important factor to be considered here.
 Thus selecting the RE 500 cc engine was slightly getting bulky.

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  All the factors of RE 350 were close to the Pulsar 220cc engine except that the notable thing was the
torque of RE engine. The Torque being higher turned our minds to selecting this engine as its torque
would give us an edge in the main racing event.
 Hence a unanimous decision for the RE 350 engine was made.

Tyre:

 Mass of car = 267 kg, Mass of driver = 60 kg, Total mass = 327 kg, Max Velocity of car = 90 kmph /
25 mps
 Let Ƞ = Efficiency, Ng = Gear Ratio, N = For Sprocket = 51/16 = 3.1875, R = Rolling Radius
 For Tyre – 155/65 R13
 R = 100.75 + (25.4*13) = 430.95mm = 0.43095 m
𝐸𝑛𝑔𝑖𝑛𝑒 𝑡𝑜𝑟𝑞𝑢𝑒∗ 𝜂∗𝑁𝑔 ∗𝑁 28∗0.85∗3.06∗3.1875
 𝑇𝑟𝑎𝑐𝑡𝑖𝑣𝑒 𝑒𝑓𝑓𝑜𝑟𝑡 = = = 561.1132 𝑁
𝜇𝑟 ∗𝑅 0.96∗0.43095
1 1
 𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = ∗ 𝜌 ∗ 𝐶𝑑 ∗ 𝑣 2 = ∗ 1.23 ∗ 0.8 ∗ (25)2 = 307.5 𝑁
2 2
 𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 = 𝜇 ∗ 𝑊 = 0.01 ∗ 380 ∗ 9.81 = 37.27 𝑁
 𝑁𝑒𝑡 𝐹𝑜𝑟𝑐𝑒 = 𝑇𝑟𝑎𝑐𝑡𝑖𝑣𝑒 𝐸𝑓𝑓𝑜𝑟𝑡 − (𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒 + 𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒) = 216.34 N
𝑁𝑒𝑡 𝐹𝑜𝑟𝑐𝑒
 𝐴𝑐𝑐𝑒𝑙𝑒𝑟𝑎𝑡𝑖𝑜𝑛 = = 0.57 𝑚/𝑠 2
𝑀𝑎𝑠𝑠
𝑣−𝑢 25−0
 𝑇𝑖𝑚𝑒 𝑡𝑜 𝑟𝑒𝑎𝑐ℎ 𝑟𝑒𝑎𝑐ℎ 𝑚𝑎𝑥. 𝑠𝑝𝑒𝑒𝑑 𝑜𝑓 25 𝑚⁄𝑠 2 = = = 43.86 𝑠
𝑎 0.57

Electronics:-

 The engine has an electric start or Self-start via a Starter motor.

 The power is provided via 12 V, 14 Ah DC batteries.
 The ignition system has the transistorized coil ignition system.

Transmission:
 The vehicle employs manual gear shifting via a pedal for transmission.
 Based on availability, cost and requirements open differential was selected.
 A Differential housing is provided on chassis and dampers are used as chain tensioner.
 Open differential is modified to mount sprocket compatible with 520 number chain.
 Customized sprocket will be manufactured in the workshop for 520 chains.

Spool drive Open differential Limited slip defferential

Cost 10000 21000 35000
Availability Import Domestically Import
Available
Action No differential action 50-50 torque split Torque bias 3.0:1
Handling Understeer Smooth smooth
Weight 6 9 11

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Safety:
We have considered the safety of the driver of great importance and therefore has equipped our car with the
following:-
 It is fitted with a fire extinguishing system that will discharge into the cockpit and engine compartment
in the event of a fire. It will be operable by the driver when he is seated normally with his seat belts on
and functions even if the car’s main electrical circuit fails or if the car is inverted.
 There is a circuit breaker switch that the driver can use to cut all the car’s main electrical circuits.
 The car has two rear-view mirrors, whose size and location complies with strict requirements.
 We have seatbelt 5-point harness (SFI 16.1) for driver’s safety in case of an accident. We also have
two shoulder harness and an abdominal strap to ensure higher degree of safety.

Impact Attenuator:

Impact testing of impact attenuator Graph: Compressive load vs Compressive extension

ERGONOMICS
Ergonomics, also known as Human Factors, is a term used to describe the abilities, limitations, and other
cognitive characteristics of humans which ultimately affects the design and operation of equipment, systems,
tasks, and environments. The size differences between the 5th percentile female and the 95th percentile male
are complex; this not only includes the individual’s height, but also other body dimensions such as limb length,
shoulder width, range of motion for their joints and also their weight. To have a successful product, one must
take into consideration of the capabilities and limitations of this range.

The CAD models of the vehicle were tested for ergonomics using a 95th percentile male manikin in CATIA
V5. The final iterated model was found to easily accomodate the male manikin. The prototype was also tested
with our drivers in a normally seated position so that they were able to freely use the steering as well as operate
the gear shifter. The five-second-egress rule was also tested and the chassis was found to be compliant with
it.

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DESIGN DIFFERENCES FROM PREVIOUS YEAR:
a. Weight Reduction: This year’s car weighs 275 kg as compared to previous year’s weight which was 303
kg resulting in an overall weight reduction of 10%.

b. Size Reduction: This year’s chassis is more compact as compared to last year’s chassis while having enough
space for driver ergonomics. This year’s chassis dimensions are 2286mm x 584.2mm x 1181.4 mm compared
to previous year’s dimensions which were 2310mm x 860mm x 1350mm.

c. Manufacturability: Simple chassis design and careful design of A-arms ensure that manufacturing becomes
easy and timely.

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RESOURCES UTILIZED
CATIA V5 is the CAD software that has been used for the entire duration of the project to design the chassis
and to create CAD models of the prefabricated parts bought from the manufacturers. These models were then
assembled together to create an entire model of the vehicle. The ergonomics of the chassis was also tested on
this CAD package.

ANSYS Workbench 14.0 has been extensively used to analyze the models created. The parts were subjected
to the forces that have been calculated and results generated were checked. The thermal analysis of the brake
was also carried out.

Solid works 2014 has been used to generate the profiles that have to be cut on the tubes. The profiles were
then printed on paper and then stuck on the members, after which they were grind accordingly. The advantage
this proces gave was that the members fitted with improved accuracy over the human process.

The fabrication of the entire vehicle chassis was carried out in the Mechanical Workshop of our institute. The
subsequent assembly process of the various parts was also done in-house. The tools and equipment used
included TIG welding machine, hand-held cutters and grinders, and vices.

Pre-fabricated parts were arranged for from various sources. The Royal Enfield engine, and the fuel tank of
Honda Activa has been bought from the local mechanic . The suspension assembly, consisting of the springs
and rocker arms, the brake pedal assembly, the hub assembly, and also Impact Attenuator were bought from
Rajput Motors. Wheel rims, the axle and the differential belong to Maruti Suzuki Alto bought from a Maruti
Suzuki Service Centre.

REFERENCES and ACKNOWLEDGEMENTS

1. William F. Milliken and Douglas F. Milliken, “ Race Car Vehicle Dynamics”, Society of Automobile
Engineers Inc., Warrandale, U.S.A., 1995
2. Dr. R. Krishnakumar, “Vehicle Dynamics”, NPTEL (IIT Madras)

The team would like to acknowledge the support our Faculty Advisor Dr. Om Prakash who guided us on every
step of this project. A special mention of Dr. A N Sinha, HOD (Mechanical Engg. Dept., NIT Patna) and Dr.
Arun Kumar, Professor, Mechanical Engg, Dept., NIT Patna for their able guidance.

We would also like to thank all the faculty and staff of Mechanical Engineering Department of National
Institute of Technology, Patna who have knowingly and unknowingly have helped us in a lot of ways.

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TEAM STRUCTURE
Prof. Dr. Om Prakash Faculty Advisor
Kadam Pranit Shamrao Captain (Engine)
Avvari Ravi Shankar Mihir Team Manager (Suspension)
Shaik Dawood Chassis Design
Arindam Roy Steering
Nikhil Ranjan Electrical
Kaushal Kumar Chassis Analysis
Aman Agrawal Braking

Junior Engineers
Nripendra Saroj Chassis Design
Snehal Chassis Analysis
Silla Lakshminarayan Suspension
Shashank Sinha Chassis Design
Vaibhav Srivastav Braking
Gannina Lohith Babi Sai Suspension
Nishanth Shanmugam Steering
Shivam Shukla Engine
Shaurya Kumar Engine
Praveen Kumar Suspension
Suma Kothapalli Braking
Taral Patel Chassis Design
Atul Kumar Soni Chassis Analysis
Man Mohan Singh Meena Braking
Vipul Vaibhav Electrical
Shivam Kumar Braking
Harshal Singh Chassis Design
Akshit Dutta Suspension
Srishti Jhariya Engine
Manish Kushwaha Chassis Analysis
Piyush Kumar Sahoo Facilitator

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PICTORIAL REPRESENTATION

Front suspension Rear suspension

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