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ABSTRACT
The aim of this report is to highlight the final design of
Team Stratos mini-Baja vehicle which will compete in
Baja SAEASIA 2010.
INTRODUCTION
fig i
fig ii (a & b)
Frontal Impact Test:
fig iii (a & b)
Torsion Test:
For torsion test, a force equivalent to the gross weight
of the vehicle (3500N) was applied at one of the 4
corners of the frame while constraining the other 3.
fig iv (a & b)
Rollover Test:
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fig vi
For the rear upper arm, a force of 1KN was applied to
the hinges and the shock absorber mounting. Max
stresses were within limits.
fig vii
Hubs:
Front hubs are OEM and are made of cast iron with a
hardened steel stub axle. Rear hubs are made of mild
steel (hardened). Rear hubs were designed to
incorporate the double wishbone suspension and also
to enable mounting of disc brakes.
fig v (a & b)
SUSPENSION DESIGN & WHEELS
A double wishbone suspension setup was chosen for
the front as well as rear as it is lightweight,
independent and prevents deflection during hard
cornering which ensures that the steering and wheel
alignment stay constant.
Other types like McPherson strut and trailing arm were
rejected because of weight considerations.
Wishbones:
Material used for wishbones is same as the frame
material. As seen below, for a 1KN force on the ball
joint and shock absorber mounting, the max stress
obtained is 63Mpa, which gives a FOS of 5.46.
fig viii
Front and rear hubs were both analyzed for 3500N
force applied at the bearings and were found to be
within limits. Front hub shows a stress of 157MPa
3
fig x (a & b)
Above are the graphs for bump (mm) (x-axis) versus
toe, camber and castor angles. For a bump and
rebound of 100 mm each the camber was restricted
within 0.5 deg and toe within 2 deg. This minimizes the
forces on the knuckle ball joints during bumps.
fig ix
Shock Absorbers & Wheels:
Roll:
fig xi (a & b)
Values of toe angle, camber angle and roll center
height versus roll angle (deg) (x-axis) indicate that
driver will experience good control over the vehicle
while cornering.
Steer:
fig xiii
Brakes are disc type in front and rear, with 180mm
discs in front and 130mm in rear. Brake force is
distributed via 2 master cylinders so that system is
independent.
SAFETY & ERGONOMICS
fig xiv
Shown above is the Impact Energy Diffuser (IED) used
in the front of the vehicle to absorb energy from
impacts and prevent damage to the wishbones and tie
rods. It will incorporate springs and dampers to absorb
forces and keep vehicle functioning after a crash.
fig xv
The driver cabin is ergonomically designed keeping
anthropometry in mind. The seating is adjustable.
Shown above is the tilt steering assembly used to
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EXPECTED PERFORMANCE
CHARACTERISTICS
D(s)
V^2/2*a
BRAKING DISTANCE:
Using OEM master cylinders & assuming force applied
by driver on pedal to be 85lbs = 386N, force on master
cylinder = 386 x 0.26 (dist in m from pedal to cylinder)
= 100.36N
Now, this is equal to F x ram length, i.e. 100.36=Fx.08
so F=1254.5N
Then, pressure delivered by the cylinder P=F/A =
1254.5/314.15e-4 = 39,933N/m^2
Assuming front:rear brake bias as 68:32 gives
P(f)=27154.4N and P(r)=12788.6N.
Hence, force applied by the rear cylinder F(r) = P(r)*A
= 490.9e-4*12788.6 = 627.70N and similarly, F(f) =
1333.1N.
Also Force applied on the discs by the cylinder F(R) =
2*F(r)* = 2*627.70*0.3 = 376.62N and F(F)=798.7N.
Which implies torque on each disc in the rear= T(R)=
F(R)*Radius = 376.62*0.06 = 22.6N and that on the
front (with radius of the disc=0.08 m) T(F)=63.9N
Finally force per wheel in the rear becomes F(Rw) =
T(R)/Radius of the wheel (R(w)) = 22.6/0.292 = 77.36N
and also F(Rr) = 218.72N.
fig xvii
Stability Analysis:
According to the National Highway & Traffic Safety
Administration, most vehicle rollovers occur by tripping
over low obstacles. For a Baja vehicle, this would also
be the case. Then stability is obtained from the
following graph.
fig xviii
fig xix
CONCLUSION
This being Team Stratos first attempt at Baja SAE ,
our teams objective was to design and build a vehicle
that can complete all competition events without
failure. All designs and calculations were done to
realize this aim.
Reliability and safety were considered paramount,
keeping the nature of the end-user in mind. Finally, a
high level of manufacturability was incorporated to
ensure feasibility for mass-production.
REFERENCES
1. Chassis Engineering by Herb Adams
2. Automotive Mechanics by Crouse Anglin
3. Race Car Vehicle Dynamics by Millikens &
Millikens
CONTACT
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