Team Registration ID: 49983 College Name: Sri Sai Ram Engineering College Author: K.V.

Vidya Shankar Co author: S.Vignesh Email id: vidyashankar1389@gmail.com INTRODUCTION: This report is aimed at explaining the performance achieved and design methodology adopted by team The Most Wanted for SAE BAJA 2011. The design methodologies we have used for our vehicle is modelling using CATIA, Solid Works, AutoCAD etc to generate intricate features of the model. Once the design was over, it was then analysed using the ANSYS, COSMOS EXPRESS software to check for the stresses, displacements acting at different points in the roll cage. The expected performance of our vehicle is a max speed of 60 km/hr, having a gradability of 40 degrees, turning radius of 3.5m, a stopping distance of 3m. The outcome of our vehicle is a max speed of 55 km/hr, having a gradability of 38 degrees, turning radius of 3.17m, a stopping distance of 3.04m.Thus in the following detailed report, we are going to elucidate the ways in which these performances have been achieved in our vehicle with calculations pertaining their support. TECHNICAL SPECIFICATION: S.No 1. Technical descriptor Engine Specification Lombardini LGA 340, air cooled engine 19 N-m @ 3000 rpm Mahindra Alfa Transmission. 7.35:1 Mcpherson strut. 127mm 101.6mm 25*8*12 ATV tubeless tires. 228.6mm dia disc

6. 7.

Steering Dimensions Overall Length Overall height Wheel Base Weight

12:1 rack and pinion. 2311.4mm 1574.8mm 1524mm 350 kg

8.

TARGET PERFORMANCE: Maximum speed: The max speed of the vehicle is calculated as follows: Thus v = (3.14*D*N)/60. But N is the maximum rpm wherein the drive ratio is 7.35:1 and considering an efficiency of 0.85, v = (3.14*25*25.4*4000*0.85)/ (60* 1000*7.35), v= 55.36 km/hr, v= 15.38 m/s, where D- diameter of tire. Maximum acceleration: The max acceleration of the vehicle is calculated as: Thus a= (550*g*HP)/ (v*w) = (550*32.2*11)/( 16.67*3.28*420*2.205) Therefore the maximum acceleration is 2 2 3.847 ft/s = 1.172 m/s where, 2 g- ft/s , HP- ftlb/s, w- lb, v- ft/s. Gradability: First, the tractive force is calculated, which is the force available at the wheels, which is equated with the grade component: Tractive force= (TNtf)/r- inertia losses, where Ntf is the final transmission ratio, r- radius of wheel. Substituting the values, we get the tractive force to be 2845 N. Now equating the tractive force to the grade component, 2845= mgsin, 2845=4200*sin, = 31.48 degrees. But this is inclusive of an inertial loss of 15% assumed.

Maximum Torque

2.

Drive Top gear ratio Suspension Front travel Rear travel Wheels Brake

3.

4. 5.

Turning radius and angle of steering system: The calculations for all these parameters have been done in the latter section (Steering system). The values are as follows: Outer Akermann angle- 18.17 degrees Inner Akermann angle- 30 degrees Turning radius- 3.17m.

Deceleration: The deceleration of the vehicle on application 2 . of brakes is found to be 35.45 m/s Stopping distance: The calculation of the stopping distance is done in the brake systems. The value of stopping distance is 3.04m Ground clearance: 12 inches. 3D VIEW OF VEHICLE: CAD diagram: ROLL CAGE DESIGN AND ERGONOMICS: Roll Cage Design Considerations: Safety: Safety was one of our important considerations in design of our roll cage. The design is such that the driver avoids injury due to the frame even under unavoidable circumstances. Our design enables the driver to exit the vehicle within 5 seconds. Driver ergonomics: A large cockpit space has been incorporated in our design to ensure drivers comfort. The roll cage has been designed to enhance the drivers visibility. All the essential controls in vehicle have been placed such a way that it can be accessed with ease. Production: Our design has not been made complex to facilitate the fabrication process. Our design ensures mass production. Roll Cage material and properties: The RHO, FBM, RRC, LC members of the roll cage are made of ASTM A106 Grade A steel with OD of 26.7mm and a wall thickness of 3.91 mm. The structure of these members is tubular in section. The other members of the roll cage are also made of ASTM A106 Grade A steel with a OD of 26.7mm, but a wall thickness of 2.87 mm. Fig 2. Actual view of vehicle The actual (uncompleted) view of the vehicle is shown above. As it can be seen, the vehicle has been fabricated in accordance to the design, keeping in mind the safety, ergonomics, performance etc.

Fig 1. CAD model of the vehicle. We used the CAD modelling software CATIA to design the vehicles roll cage and other parts. The 3D view of our vehicle with the sheet metal, seat, engine mounted etc is shown using the CATIA software.

Properties of the roll cage material: Material ASTM A106 Grade A Steel 2 Yield Strength 327.4 N/mm 2 Ultimate Strength 475 N/mm Carbon composition0.2%C(>0.18% C) Total weight of the roll cage : 80 kg Selection criteria for roll cage: The main reason for choosing this material is because of the strength offered by this steel for the estimated weight. Since the strength was high enough to withstand the weight of the roll cage without breakdown, we preferred this material. Another reason to choose the material was its cost effectiveness. Since cost is an important factor in determining the material, we chose an economic, cheap material. The reason behind using pipes of two different thicknesses is to minimise the weight of roll cage, to improve the vehicle performance which we managed to achieve. Front Impact: For a perfectly inelastic collision, energy 2 transferred is DE = (m1m2/m1+m2)(u2-u1) where m1 and m2 are masses of two vehicles and u1 and u2 are corresponding velocities. Assuming m1=m2=420 kg and u2=0 (vehicle 2 at rest), DE = 1/4 m1u1 & work done = DE/t, where t=time=1 sec. Hence WD= 29.17*10^3 Nm. Now consider the work done over 1m. Then the force applied is equal to 29.17*10^3 N.

doesnt collapse since stress is less than 327.4 2. N/mm This shows that our design is safe. Rear impact: The rear impact is obtained by completely constraining the front of the frame and applying the forces at 4 points in its rear end.

As shown above the stress obtained for a load of 10,000N is less than 327 MPa, and hence the design is safe. Side impact: Similar to the front and rear impacts in the side impact of the ATV, the wheels opposite to side of impact are constrained and load is applied on the face along which impact takes place.

Hence a frontal impact force of 7292 N is obtained at 4 points in the frame. The back of the frame is constrained completely. The displacement as a result of frontal impact is 11.7 mm. But the above figure shows the stress values for a force of 10,000N to be 2. 174.72 N/mm Thus for this value the frame

Even in this case the stress is within permissible limits concluding that the design is safe. Roll Over test: For the roll over test a force equivalent of twice the weight of the vehicle (8500N) was applied on the top corner of the frame, while the base was constrained and the results were obtained.

Wheels: We are using 25*8*12 tyres for both rear and front. This is to enable the vehicle with more stability in rugged terrains and allow for easy turning, smooth ride, and comfortable steering for the driver. Wishbone:

As shown the stress obtained is 188MPa, which is below the permissible value of 327 MPa. Thus design is safe from roll over. So the vehicle is prevented from toppling in cases where the ATV tends to fall apart. Bump test: In the bump test the upper portion of the frame is constrained and load is distributed along the base of the frame. The resultant stress obtained was:

The wishbone used in our vehicle is the Double wishbone type. The material of the wishbone is the same as roll cage material. This double wishbone type is chosen because of its lightweight and ability to avoid deflection and remain stable in corners and bumps. Thus it prevents any chances of wheel misalignment while driving, thereby reducing any danger of breakdown. Hub and Stub Axle Assembly:

SUSPENSION DESIGN AND WHEELS: To enhance the stability and to provide better handling for driver we have chosen double wishbone for rear and front .The suspension we are using is Maruthi Alto (OEM parts) suspension. So as to improve the action of the spring on rugged terrain the stiffness of the spring has been altered. Modifications with the damper have also been made to suit our vehicle.

The hub and stub axle used in our vehicle is the one used in Maruti Alto. The hub assembly is made of cast iron. Analysis is performed on the assembly such that the point attached to wheel is constrained and the point where suspension is attached, load acts. The max stress acting for a load of 4000N is shown. FRONT SUSPENSION The only set rule for Baja suspension is that the track width cannot exceed 64 inch. The car

was designed to have a front width of about 58 inches at ride height. Through design refinement, it has been proven that 10 inches of wheel travel is enough to dissipate the energy from the track and smooth out the ride enough to traverse standard track terrains. Dynamic analysis has been carried out using the Lotus Suspension analyzer to check the bump, roll and steer reactions on the vehicle. The parameters have been tuned to obtain desired specifications. Bump:

The above figure shows the effect of roll on the vehicle. From the above graph one can conclude that the camber angle adjusts itself as per the roll angle thus ensuring better handling and improved comfort is obtained while driving. Steer:

Front end travel ranges

The three graphs show the effect of toe, camber and castor angle against X-axis bump and rebound (suspension travel). It can be concluded from the graph that for a 100mm bump the toe angle is within 0.5 degree and castor, camber is within 2 degrees, thus reducing forces on ball joints and improving stability. Roll:

fig 1 fig 2 Ackermann steering is normally achieved by levering the steering point off the front knuckle. The figure 1 shows the location of this point. It is concluded that the car achieves a 82 percent change in Ackermann Computing from the equations for Ackermann and using max toe angles, the Ackermann percentage is close to 60%. The figure 2 shows camber gain versus steer rack travel. The graph is meant to show that the inside tire gains almost 6 degrees of positive camber while the outside tire remains negative at 3.5 degrees camber. If one were to view this car from the front while it was steered, it would appear that the inside tire is laying down more than the outside tire, and both tires would be leaning away from the turn. This provides more force on the tires so that they can better push the car into turning. REAR SUSPENSION: In a vehicle approx. 65% of the total weight acts on the rear side. So the stiffness of the rear suspension should be comparatively greater than the front suspension. Dynamic

analysis of rear suspension is carried out to meet the desired specifications.

Where, 1- outer Ackermann angle 2- inner Ackermann angle L- Wheel base B- Track width Steering system has a lock-to lock of 2.5 turns and the steering ratio is 12:1. The inner Ackermann angle is found to be 30 degrees .Also the values of L and B are 60 inches and 52 inches respectively. Substituting these values we obtain the value of 1 as 18.97 degrees. Thus the Ackermann angles are 30 and 18.97 degrees. Let us now calculate the turning radius of the wheel: Rl = (B/tan 2) + (L/2) Substituting the required values the value of Rl is obtained as 118.33 inches. Now the turning radius is calculated as, R= (Rl + b )^1/2. Thus the turning radius is obtained as 3.17m.
2 2

Shown above are the characteristic curves of the rear suspension. As can be seen from the graph, as the bump increases the camber angle too increases but not linearly. From the other graph it is evident that initially the camber angle is around 7.5 degrees, but as the roll angle increases the camber angle decreases linearly. Full Car Shark Model

Shown above is the image of how the suspensions of the 4 wheels act during a drive. The front wheels as seen have a greater turn radius than the rear wheels, while the suspension travel is equal in the front as well as the rear. STEERING SYSTEM: The steering system used in our vehicle is rack and pinion type steering system. The Ackermann angle of this type of steering system is calculated as follows: (1/ tan1) (1/tan2) = L/B. Fig.1 Steering system setup using AutoCAD. BRAKING SYSTEM: The brake pedal force can be found out by, Fbp = Fd* (L2/L1). Substituting the values of force applied on pedal by driver, Fbp = 386*1.30= 501.8N.

The force on pedal equals the force on the master cylinder. Thus the pressure on master cylinder equals, Pmc= 501.8N/(3.14*22^2/4)= 1.32N/mm2. The force on calliper is given by, Fcal= Pcal*Acal=Pmc*Acal= 1.32* 3.14 * 42^2=455.71N. The clamp force of the calliper pad is twice the force on calliper= 911.425N. The frictional force = Clamp force* = 911.425* 0.3= 273.4275N Torque on the rotor is Frictional force* Reff= 273.4275*100= 27342.75Nmm Ftire= Tr/ Rt= 27342.75/317.5= 86.11N For four tires, Ftotal=344.47N

18.7:1 for 2 gear, 11.40:1 for 3 gear, 7.35:1 th for 4 gear and 55.08:1 for reverse gear. The inlet system comprises the fuel tank, fuel filter and carburettor, air filter. The exhaust system includes the silencer which is mounted such that one end is on engine out and the other end is attached to the frame by rubber pads. A catalytic converter too is used to reduce the smoke emitted. The fuel tank used is a 5.5L tank (<6L) made of plastic in compliance with the rules, which is mounted at a good height to enable smooth flow of fuel to the engine. S.No 1. 2. 3. 4. 5. Component with mountings Engine Transmission Fuel Tank with max petrol Exhaust Axle Weight 35 kg 20 kg 6 kg 2 kg 2 kg

nd

rd

Calculation of Centre of Gravity (COG): Ftotal=m*a, a- deceleration, Thus a= 3.5m/s . But deceleration = g*a=34.335 m/s . Now the stopping distance is, S.D=v /2*a=3.04m. The weight transfer can be found out using the formula, Weight transfer= ( wheel thrust/ weight of vehicle)= g force. Brake G- force = (501.8*4)/4200= 0.4779 g Weight transfer = (weight of vehicle* COG height* g force)/ wheel base Weight transfer= (4200*18.37*0.4779)/60= 614.531N POWER TRAIN DESIGN: Mahindra Alfa transmission is used and coupled to wheels. Engine is mounted on rubber bushes which are in turn mounted on wooden boards. These bushes help absorb vibrations, thereby reducing the noise produced. NVH considerations include the use of bushings, card board to minimise noise, vibrations, and harshness. The overall st transmission ratio is 31.48:1 for 1 gear,
2 2 2

For calculation of COG we have taken the X axis as front of the vehicle, Y axis as outside of the right of the wheels and Z axis as base of the frame. SubX(mm Y(mm Z(mm Mass(k system ) ) ) g) Engine 1950 893 280 40 Differentia 1850 560 200 20 l Battery 1450 500 500 10 Seating 1000 790 200 8 Rack & 1300 790 50 8 pinion Frame 1168 790 366 90 Tyres (inclusive of hubs) Front150 100 75 22 right Front-left 150 1410 75 22 Rear-right 1775 1410 75 22 Rear-left 1775 100 75 22 Wishbone & suspensio n Front150 350 75 12 right Front-left 150 1160 75 12 Rear-right 1775 350 75 12 Rear-left 1775 1160 75 12 The centre of gravity of the entire vehicle is calculated to be (1230.51, 763.91, 209.42).

Gradability at each gear: Gear Gear Ratio Engine Horse Power Tractive Force(N) Torque at wheels (Nm) Gradablit y (degrees) 1 31.8 2 18.7 3 11.4 4 7.35

COST AND BILL OF MATERIAL:

10.72 2845 903.2 8 38

10.72 1395 442.9 1 15

10.72 850.9 5 270.1 7 10.5

10.72 548.6 4 174.1 9 6.8

S.No 1. 2. 3. 4. 5. 6. 7. 8. 9.

COMPONENTS Materials Brake Steering Suspension Fire extinguisher, neck brace, fire suit Seat Tyres Miscellaneous Total

COST 7400/8500/4125/20000/9000/7000/23,000/10000/89,025/-

BODY PANEL: Body panel in the ATV mainly includes the sheet metal used to cover the frame. According to the rule 32.4, the body panel must be sheet metal which covers the Lower Frame Side Member (LFS) and the SIM. We have ensured that this has been implemented in our ATV as per specifications. Also, according to rule 31.6, roll cage padding has to be used in the ATV. So, we have included Etho foam material of 1.5 cm thickness (>1.2 cm) along all the members surrounding the driver to avoid any injury to the driver. The dashboard shall also be included as part of the body panel. The dashboard will include an ignition switch to initiate the ignition, a kill switch, speedometer and digital fuel indicator.

INNOVATION Our intended proposal is energy scavenging using Flexible capacitive film that has long strain capability. We intend to convert Vibration into useful energy that can be boosted by a converter and used for electronics. Poly Power film is a capacitor and as such it can store electrical energy. When the capacitance of a DEAP element is changed, as a result of mechanical force on the element, the amount of stored energy changes. This feature of the material can be used to convert mechanical energy directly into electrical energy. Electro Active Polymers are polymers that exhibit a change in size or shape when stimulated by an electric field.

SAFETY EQUIPMENT: The safety equipments are those which play a vital role in ensuring safety to driver in case of accidents and other emergency. These are very critical and mandatory in any car and these have been installed in our vehicle in compliance with those prescribed in the rule book. The safety equipments include a fire extinguisher (min 1L), a 5 point restrain harness seat belt, an arm restraint with SFI 3.3, helmet for driver which is of motor-cross type, neck braces with SFI 3.3

Fig1. Flexible capacitive film The material is shown above and it is cost effective to be implemented in vehicles for energy harvesting and can also be used as active vibration control technique. The circuit diagram for energy harvesting is shown below.

Fig2. Circuit Diagram for Energy Harvesting

The change in capacitance is converted to equivalent frequency and the resultant waveform is given below. The energy stored is 2. Cv Testing of sensor was made using RC Oscillator and we saw variation in capacitance as frequency changes and the frequency variation for 50mm*50mm patch was from 300350Hz. Biasing the circuit with load will generate sufficient energy tap for vehicular electronics. Fig5. Push-pull type HV transformer Negative ion generators utilize electronic devices, which cause an electron to be added to oxygen molecules and trace gases. They transfer negative charges to particulates including dust, mould, cigarette smoke, bacteria and more, which then attract positively charged ions. Eventually the particles become heavy enough to drop from the air to the floor and other surfaces. RESULT: The generator produces up to 2, 50,000 C/hr. There are 6.25*e18 neg charges per coloumb. Current is 200 A. Therefore the unit can produce 6.25*e18*200*e-6 = 2.5*10e15 negative charges/sec. Good for a 20*20*7 room. We are employing it in exhaust for complete air purification.

Fig3. Waveforms of capacitance-frequency conversion GO GREEN Negative ion generation is used for ionising the air molecules and purifying the de-ionized air. In nature negative ions are produced by waterfalls, seas shores and due to lightning strikes. Electro spray based negative ion air purification is proposed here. The negative ion circuit is given below:

Fig4. Negative Ion generator This module is placed in the exhaust to neutralize the dust particles and smoke. Here 3-4KV HV is produced from a 24V DC battery and used to ionise air and it is hermetically sealed at the output. We have made this into a very compact module mounted in the exhaust system with a catalytic converter fitted in the previous stage. By this way we can achieve zero emission and maximum air purification. The circuit is basically a flyback transformer which produces high voltage and the negative supply is isolated and given to fabricated rotor.

The above diagram displays the various materials used in our All Terrain Vehicle. The materials have been selected in such a way that they are eco-friendly and can be reused in the future. It has also been found that 95% of the total materials used can be recycled and can be reused. Apart from the material being eco-friendly , they are also cost-effective and user friendly.

Driver ergonomics: The cockpit is commodious, which provides rich comfort to the driver. This therefore enables an easy egress for the driver within 5 secs in case of an emergency , thus following the rule in section 32.2. The space above the top of the drivers helmet up to the top of roll cage is 10 ,thus pertaining to the rule in section 31.4.1 ( >6). The visibility of the driver is improved by slightly lowering the front portion of the roll cage. The minimum distance of the sides of the roll cage from the drivers seat is 4 ,which is well above the value given in section 31.4 (>3 ) and keeps varying along the length of the roll cage. The accelerator, brake pedals are positioned such that the driver shall stretch his legs for a long time without any stress. In the above fig. , it is seen that there is enough space for the person sitting in the cockpit ,inspite of him being 6 ft. 3 tall . Hence, the cockpit has been designed in such a way that , it ensures maximum comfort for all, particularly for the driver . The accelerator, brake pedals are positioned such that the driver shall stretch his legs for a long time without any stress. In the above fig. , it is seen that there is enough space for the person sitting in the cockpit ,inspite of him being 6 ft. 3 tall . Hence, the cockpit has been designed in such a way that , it ensures maximum comfort for all, particularly for the driver .

Reference: Fundamentals Of Vehicle Dynamics --Thomas D Gillespie Vehicle dynamics --- Reza N.Jazar Automotive Braking Systems --- Thomas W. Birch Automobile design Problems --- K.M.Aggarwal Tables for the Automotive Trade --- G.Hamm G.Burk