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Team Yuyutsu Svnit Surat Final PDF
Team Yuyutsu Svnit Surat Final PDF
INTRODUCTION
Baja SAE India Competition 09 is an inter-collegiate
design competition for Undergraduate engineering
students. The goal of the competition is to simulate real
world engineering design projects and their related
challenges.
The objective of the participating teams is to build a
single seated, rugged, off road, recreational vehicle
intended for sale to the non-professional, weekend, off
road enthusiast. The idea is to design an efficient vehicle
within a budget of Rs. 1.5 lakhs (including overheads) to
sustain a production run of 4000 vehicles annually.
Although the event sponsors do provide some basic
essentials like 340cc, 10 HP Lombardini engine,
transmission (Mahindra Alfa), steering box (ZF steering)
and seat belts; the teams have to find their individual
sponsors for the rest of the expenses.
The vehicle should meet the necessary requirements of
performance which is manifested in terms of
maneuverability, driver comfort, acceleration, hill climb,
braking and endurance tests.
The track record of SAE-SVNIT in both national and
international BAJA events is a legacy in itself. The
institute has one of the largest SAE collegiate chapters
and it has previously produced three BAJA vehicles.
DESIGN METHODOLOGY
The designing was started only after thorough study of
the aforementioned ATVs, which was followed by
system advantages and production costs. All the design
issues were studied and an attempt has been made to
solve them in the present design. In order to increase the
ease and speed of manufacturing, great care was taken to
ensure that every component of the vehicle was modeled
using Pro/Engineer CAD software. Using an accurate
master assembly of the digital car, we were able to
quickly and easily verify design ideas and ensure intercomponent compatibility. Also, most of the designed
parts subject to loading conditions were modeled with
Finite Element Analysis (FEA) software modules. An
attempt to consider the aerodynamic aspects has been
made after simulating the vehicle in FLUENT. It was
SALIENT FEATURES
more
than
CHASSIS
DESIGN APPROACH
In the previous year`s vehicle, chassis being designed by
the students was thought of as a component vulnerable
to failures, and hence due importance was given to
ensure its strength. However, in an attempt to ensure
reliability, the chassis was oversized and over designed
with a number of stiffeners. This year more impetus has
been put on optimizing the chassis without
compromising on safety. Also the vision of driver was
an issue, as the driver`s seat was laid quiet low.
This year a totally different approach has been adopted.
We have first finalized the position of major sub-systems
and then built up our chassis around these equipments.
This approach gave us a lot of flexibility while selecting
the type of suspension shock absorbers and positioning
of steering assembly. Now since the mounting points can
be adjusted, we can easily manipulate our chassis design
according to our requirement. Consequently issues
related to compatibility among various subsystems are
minimal.
While designing the chassis, component spacing,
driver`s comfort and high torsion rigidity were given
special considerations apart from closely monitoring the
damper mounting points for better positioning /Road
Response and additional strength. Minimal vehicle
dimensions in accordance with rulebook were chosen in
order to make vehicle light as well as cost effective.
Chassis profile would have an effect on aerodynamics of
the vehicle, though the effect is not that significant at
low speeds still attempts to simulate the aerodynamic
behavior of the vehicle have been made
DESIGN PROCEDURE
STEERING SYSTEM
STEERING BOX
One of the many problems faced with previous year`s
steering was of the offset positioning of pinion. To
mitigate this problem WORM and ROLLER
STEERING BOX is used this time, which is sponsored
by ZF Steering India and hence helped us financially
as well. Its high turning ratio would be advantageous in
manoeuvring the vehicle in tight turns.
STEERING GEOMETRY
Though we started with pure Ackerman geometry, later
on it was realized that with the given steering box lots of
effort will be required from the driver. Keeping driver
comfort in mind, we decided to go for more than 100%
Ackerman which decreased the driver input to the wheel
and the steering response became much smoother. An
initial toe-in was also decided to be incorporated in the
front as with the toe angle set in and more Ackerman, it
will result with the outside tire being towed-in relative to
the circular path and the inside tire running parallel to
the circular path they are following.
The steering system included a worm and roller steering
box out of which only one driving link actuated the
whole system, hence after extending this link to the
bottom of the chassis a T joint was introduced to
regulate the two respective tie-rods.The T-joint used has
been taken from FIAT Padmini.
BRAKES
While designing the brake system, simplicity was given
prime importance and it was decided to use two pairs of
disc brakes that are used best suited for our vehicle. We
will be using double wall steel tubing with 3/16 O.D.
as per the rules
TYRES
Tires were strictly subjected to availability. To have
larger tire at rear we procured pair of 25 and 22 ATV
tires from Trident International, Pune. The treads
ensured grip on slippery and sandy BAJA tracks and
their optimum depth made it sure that the tires did not
dig up loose sand. Light weight rims to decrease unsprung mass were selected only after ensuring proper
packaging of knuckles and brakes.
WHEEL END
SUSPENSION SYSTEM
DESIGN APPROACH
The suspension not only dictates the path of the relative
motion but also controls forces transmitted by sprung
and un-sprung mass. However, suspensions have strong
non-linear parameters and many design variables that
ostensibly, make it difficult to design. Selection of
suspensions was based on the criteria of their degree of
freedom, roll-centre adjustability, ease in wheel
alignment parameters etc. 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. We will also study the nature of forces
acting on the suspension links and the ways to minimize
their effect on ride characteristics and component life.
Both the front and rear suspension systems are
independent double wishbone suspension having
unequal control arm/a-arm. The double wishbone system
was selected, owing to the uneven terrain. The a-arms at
the front are pinned to the chassis while at the knuckle
end the arms are attached using ball and socket joints.
While at the rear as there is no cornering requirement,
the a-arms are pinned both to the chassis as well as the
knuckle. An initial camber of -2 degrees has been
elected as for the front wheels so as to maintain adequate
ground contact at all the times during operation and
attain good off-road stability. Curved A-arms have been
used as they can sustain more bending stresses than their
straight counter-parts, no thermal stresses are produced
as the tubes will be cold bent. A perspective view has
been showed in Figure 2.
SAFETY
As per the rules, we have securely layered all tubing
members in the cockpit with a shock absorbing foam to
protect the driver during an event. 4-POINT SAFETY
BELTS sponsored by Autoliv India and SAE rated brake
lights have been installed to maintain highest safety
standards. The remaining standard safety equipment,
including fire extinguisher, and two kill switches were
all placed for easy access and use, as well as maximum
optimization of their functions during an emergency.
Apart from this arm restrains, neck collar, moto-cross
type helmet and fire extinguishers have also been
procured.
VEHICLE DIMENSIONS
DESIGN SPECIFICATIONS
A wider track width at the front than at the rear will
provide more stability in turning the car into corners
decreasing the tendency of the car to trip over itself on
corner entry and more resistance to diagonal load
transfer. Base to track ratio is kept 1.11 to ensure
straight-line stability. This also created ample space for
the driver and other systems.
Overall length
1.52 m (Front)
Track width
1.44 m (Rear)
Overall weight
2.11 m
Driver)
Engine
10 HP Lombardini
LGA 340
12 x 6 inches
Wheel base
1.67 m
REFERENCES
Roll Cage
Double
Wishbone
Suspension(front and
suspension
(Parallel
rear)
and unequal arms)
Steering System
Transmission
Mahindra
(modified)
Alfa
22 x 8 inches (Front)
Tires
10 x 6 inches
&
Rims
25 x 8 inches (Rear)
Maximum Torque
19 Nm @ 3000 rpm
Maximum Speed
72 KMPH
APPENDIX A
Camber
2 degrees (negative)
Castor
3 degrees (positive)
CALCULATIONS
Approximate total weight (Including driver) = 350kgs
W = 3433.5 N
Location of center of gravity is 26 inches from rear
wheel and 40 inches from wheel axle line.
CONCLUSION
The prototype that the team intends to submit for
entrance in the Baja SAE India competition was a
collaborative design effort among students from several
engineering disciplines. The teams goal was to produce
a design that met or exceeded the SAE criteria for safety,
durability and maintainability as well as provide features
that would have mass market appeal to the general offroad enthusiast such as performance, comfort and
aesthetics. Design decisions were made with each of
these parameters in mind.
The team relied on individual members knowledge and
experience with off-road vehicles as a tool for
developing many of the initial subassembly designs for
the prototype. Several team members attended the 2007
3433.5 40
60
= 2080.9 N
Assuming this weight to be equally shared by both tyres,
Wt
Let the force exerted be
stopping distance,
Wt
1040.45 N
2
F = 100 N
dx = 7.61 m/s2
V max
S
2 dx
26 .09 m
W 0 .5 M V 2 0
dst
V max 2 31 .14 m
2 g
SUSPENSION STIFFNESS
REAR
Modulus of rigidity of spring G = 80000 N/mm2
Diameter of spring
= 12mm
Radius of coil
= 50 mm
No. of coils
=7
Hence stiffness K
d 4
64 R 3 n
= 26.62 N/mm
7.61 467.5
w' rear 245
350 169.18
9.8 1676
Percentage of Weight transfer,
7.61 467.5
% weight
100 21.66
9.8 1676
Therefore 21.66% of weight transfer occurs at maximum
acceleration of the vehicle
FOR MAXIMUM INCLINATION THE VEHICLE
CAN CLIMB IN STATIC CONDITION
Assume no speed condition at rear wheel; vehicle will
topple when reaction at front axle will become zero.
= 1038.80 N
When R 0
1038.8
4.67cm
22.256
Travel
tan
b
distance of C.G from rear axle/ height
h
of C.G
= 35.1 mm
a h
w ' front w front x wtotal
g l
wtotal 350 Kgs
Total weight of the wheel,
0.508
0.467
= 47.380
ax
gua
=5.428 m/s2
L - uH
= 467.5 mm
Wheel base, l
= 1676 mm
7.61
w ' front 105
9 .8
Similarly, w rear wrear
'
467 .5
h
wtotal
l
= 245 Kg
2
P Ro 3 Ri 3 ...(1)
3
Ro
1.45 ..(2)
Ri
Substituting (2) in (1)
Ri 3 2253.4375 0.3
Ri 8.78cm
and Ro 12.69cm
The torque produced is calculated from the maximum
deceleration the vehicle can achieve while braking. The
resultant dimensions of the disc were a close
approximation to the disc size of Maruti800 and hence it
was selected for our vehicle.
FOR
a max g sin
9.81 0.508 (1 - sin 2 )
5.428+9.8sin =
0.4675
207.8756 sin 2 + 106.497 sin = 84.1726
sin = 0.43
= 25.47 0
APPENDIX B
VIEWS OF FINAL VEHICLE
APPENDIX C
RESULTS OF CFD SIMULATIONS
Figure 6 Pathlines emitted from the car body showing turbulent flow field aorund the vehicle
APPENDIX D
(A) Rear
(B) Front
To pedal brake
Front
Master cylinder
Oil reservoir
To hand brake
On/Off valve