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Baja Sae Design Report

Baja Sae Design Report

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Published by lucky_agrawal45
final design report
final design report

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Published by: lucky_agrawal45 on Apr 17, 2013
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06/25/2014

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Vehicle #28
 
CETYS Universidad Baja SAE Design Report
 
Gustavo Ovies, Andres Magaña, Alejandro Burgas
 
Iván Pulido, Iván Williams, Bernardo Valadez
 
Mechanical engineering division of CETYS Universidad, Campus Mexicali
Copyright ©2007 SAE International
 ABSTRACT
  The “Baja SAE Series” is a competitionsponsored by the Society of AutomotiveEngineers (SAE) which gathers studentsfrom universities all around the world. The teams are challenged to design,build and test a recreational off-roadvehicle that conforms to the limitationsestablished by the Baja SAE Rules 2012(SAE International, 2011) There are several regionalcompetitions of the Baja SAE Series;CETYS Universidad has chosen toparticipate this year in Baja SAEInternational at Portland, Oregon, USA.In the present document it isoutlined the design and developmentprocess for creating the “Z7” prototype.For general specifications please referto Table 5 at the appendix, page 12.
INTRODUCTION
 CETYS Universidad has built sevenprototypes for the series, being the “Z7”the seventh member of the family.Figure 1 shows the “Z7” Solidworksmodel.A lifecycle for “Z7” as a producthas been methodologically planned. It 
Figure 1. Z7 SolidWorks Model
 
gives a clearer vision of how the projectis organized. As shown in Figure 12, atthe appendix, the lifecycle includes sixstages: project plan, product redesign,manufacturing process design,competition, maintenance, recycle anddisposal. The present design reportexplain only two stages, the first onewhich is the product redesign and thethird one the manufacturing processdesign. The design stage is based in thedynamic analysis of the components,strain-stress results, deformationresults, and fatigue, but also taking inconsideration an easy manufacturabilityand low cost.
1 
 
Material
 
1018
 
Steel
 
4130
 
Steel
 
4130
 
Steel
 
Outside
 
Diameter 
 
Wall
 
Thickness
 
Bending
 
Stiffness
 
Bending
 
Strength
 
Weightper meter 
 
2.540 cm0.304 cm2791.1Nm
2 
391.3 Nm1.686 kg
 
2.540 cm0.304 cm2791.1Nm
2 
467.4 Nm1.686 kg
 
3.175 cm0.165 cm3635.1Nm
2 
487 Nm1.229 kg
 
 This report describes the processundertaken by the CETYS Universidadteam in the design and manufacture of the “Z7”. The purpose of thiscompetition is to simulate a real worldengineering design in which collegiateteams design and manufacture aprototype of a “rugged, single seat off-road recreational vehicle intended forsale to the non-professional week-endoff-road enthusiast” as stated in the BajaSAE official rules. The objective of the design is tocreate a durable, safe and easy tomaintain vehicle that is able to deal withrough terrain in any weather condition.Because there is a separatereport which deals with costs of partsand manufacturing details, this reportwill only consider costs when it becomesa crucial factor in a design decision.
FRAME DESIGN
 
OBJECTIVE
 The chassis is the component in chargeof supporting all other vehicle’ssubsystems with the plus of taking careof the driver safety at all time. Thechassis design need to be prepared forimpacts created in any certain crash orrollover. It must be strong and durabletaking always in account the weightdistribution for a better performance.DESIGN This year, the chassis design presents arevised model from the one used lastyear in Peoria, Illinois 2011. The chassis containsimprovements from the last iteration. In order to allow the new rear 3 linksuspension, the new powertrain anddrivetrain relocation, plus the new rack& pinion positioning in order to reducethe turning radius.Looking to improve the frameresistance while maintaining the weightminimum as possible with our design,we took this fellow materials and sizesas shown in Table 1.
Table 1. 1018 vs. 4130 steel (CESEdupack
®)
 The previous table showsdifferent Bending Strengths comparingthe 1018 vs. the 4130 steel. By selectingthe 4130 steel with a larger diameterand a smaller thickness, the inertiamoment of the tubes are improved withthe plus of a 27% weight reduction perfoot. In order to further reduce theweight of the frame, we decided to use asmaller diameter tubes with 1.651mm(0.065in) wall thickness in non-criticalparts of the frame, and using the
2 
 
3.175cm (1.25in) OD tube only in themain cage members. Taking in account the newselection of materials we achieved aweight reduction in the frame from61.235kg (135 lbs.) to 40.37kg (89 lbs.)making a 34% reduction.FINITE ELEMENT ANALYSIS (FEA)In order to prove the safety of ourchassis design we decided to useGeoSTAR®, due to its low memoryrequirements.After the static analysis, asshown in Figure 2, we found out whichmembers of the frame were the onesthat suffered the most stress anddecided to make some modifications asshown in Figure 3.
Figure 2. Static analysis of the previousdesign iteration.
 
 The second analysis was madeafter applying the modifications to thelower frame. The stress graph shows adecrement in the overall stress sufferedto an acceptable level. To achieve this properdistribution the lower rear members of the frame were changed from 2.54cm(1in) diameter tube to 3.175cm (1.25in)diameter tube. Also, reinforcementswere added under the driver’s seat.
Figure 3. Second static analysis, withrevised frame design for optimum stressdistribution.
 
Further analysis proved animpact factor of 9.5, which means thatthe stress during impact would have toreach more than nine times the normalworking condition to cause plasticdeformation or break. This could betranslated to an impact to the groundfrom a height of 355.6cm (140in). Figure4 shows the FEA reaching the material’syield point.
Figure 4. FEA provides an impact factor of 9.5, animprove of 35% from the previous design
 
iteration.
 
3 

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