Journal of Agricultural Engineering ISAE Vol.

30 (1-4) :- 31-42, 1993

TRACTOR DESIGN -A COMPUTER AIDED APPROACH

N. Prasad
1
V.K. Tewari 2

ABSTRACT
Effort has been made to develop a software for tractor design. It provides flexibility to incorporate the
coefficient related to component material, system type and working environment. Basic design equations have
been used to obtain the dimensions of various systems of the tractor. Eleven different models of tractor in 18 to
50 hp range have been considered for validation of the computer software. The actual and designed values for
the engine displacement, cylinder bore and stroke, fuel tank capacity, clutch plate diameter, rear wheel diameter
and wi dth have been compared. Other design dimensions could not be compared due to lack of needed
inform ation. The comparison indicates that the design dimensions are in close agreement with the actual
existing dimensions.

1. INTRODUCTION Sys tem (ECLSS) and Active Thermal

Tractors have assumed an important Control System (ATCS) and trade study
role in Indian farming due to increase in tools for VAX mainframe computer using
agricultural mechan ization . With the Computer Aided System Engineering and
cha nging scenario there is a need to Analysis (CASE/A). DeVries et. al. (1987)
produce new and efficient designs of applied MCAE technology to two typical
tractors. Tractor design normally includes engine accessory brackets for minimum
the design of the engine, transmission, weight design subject to constraints on
clutch, brake, fuel supply apd other systems stresses due to applied loads as well as
including ground drive components. Based natural frequencies. Seidlitz (1990) used
on the efficient performance of each of the computer modeling in optimization and
systems, there would be an optimum design generation of cam lift profile. Motz et. al.
dimension of its components or parts. (1990) developed an expert system for
Accordingly separate design criteria need d esign, selection and optimization of
to be adopted for the various systems helical compression springs. A finite
involved in total tractor design. It therefore . element model of a helical compression
r equires a long and complex iterative spring was built to facilitate analysis and
procedure. Moreover, the designer would optimization by the ANSYS finite element
also require enough scope of changing program. In the above design example
variables and examining their effects on the presented, authors have reported 58.64%
overall design without cost involvement in reduction in volume of the material used
their fabrication. This is possible through for fabrication.
the use of advance computer techniques. A computer aided design (CAD)
Several computer aided approaches are approach could be applied to predict
avai lable and have been adopted by dimensions of tractors in a wide size range,
research workers in design of various with ultimate objective of reducing the time
systems. DaLee et. al. (1990) developed involved in design and selection of tractors.
Environmental Control and Life Support In view of the above a systematic approach
1. Research Scholar. Agricultural Engineering Department, I.I.T., kharagpur
2. Assistant Professor, Agricultural Engineering Department, I.I.T., Kharagpur

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using computer has been presented in this
paper to develop a computer software for
the design of tractors in the size range of 15
to 150 hp.
2. TRACTOR DESIGN
Design of a new tractor starts with
selection of main characteristics of the
various systems. The second step is to
calculate the relevant dimensions of the
components involved in the system and to
select the materials of construction to with
stand the stresses.
Tractor consists of many components
and systems. In order to have complete
design each component and its system, has
to be designed separately. First part of the
s oftware con t ains design of main
components of engine such as cylinder
liner, cylinder head, piston, connecting rod
assembly, crank shaft assembly, cam, valve,
fuel supply system conwonents and cooling
system components. For design of each
component separate modules design in C
language were developed containing design
procedures including failure and fatigue
analysis as well as optimization, wherever
necessary. Similarly, for each assembly or
system separate modules were developed
in which the modules of the related
components were called for. Finally, for the
engine, main program was written in which
all assembly and system modules apart
f rom separate modules for inputs,
constants and help were included. For
example, "fuel system () ", is a module
called in the main program to design fuel
system which contains modules like "fuel
tank()", "fuel_injection_pump()" and
" injector()" for design of fuel tank, fuel
injection pump and injector respectively.
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In a similar way the second part of the
software contains various tractor system
d esign modules such as clutch ,
transmission, brake, hydraulic, operator's
seat, wheel and steering.
3. COMPUTER AIDED APPROACH
CAD approach was employed for the
design of the tractor systems. Fig. 1 shows a
schematic diagram of this approach. This
incorporates a main design program and
some related programs like basic design
analysis, failure and fatigue analysis and
design optimization. The related programs
interact through the main design program to
achieve the design objectives in each case
based on pre-specified constraints. These
includes optimum stress, deflection, natural
frequency of vibration of the member, factor
of safety and the environmental factors such
as temperature and pressure.
3.1Basic design
The design of the tractor engine is based
on previous experience and existing
information about the dimensions and the
behaviour of the engine under different
.::onditions. The first step in design of a new
tractor engine begins with the selections of
the main characteristics viz. brake power,
no. of cylinders, stroke-bore ratio,
compression ratio etc. The second step is
to compute the required engine
displacement and consequently the bore
and stroke of the engine . The engine
displacement is given by the following
expression (Maleev, 1945).
Pb.(lOO+Po ) . ma 5 ( )
v.e= hu . nm. nt . nu . Sa . N
X1.2X10 1
Swept volume or piston displacement
Ve
Vs = n
(2)
 Knowledge b a se

Master design program

Basic design and analy si s program

no

Failure and fatigue ana ly sis program

no

Opt i misation pro g ram

Print optimum desig n dimension

Fig.l Schematics of CAD design approach

Cylinder bore, 3.2. Failure and fatigue analysis

D = lO.Vs In practice all parts of tractor even

4. Jr. fsb
Stroke,
L = rsb. D
The dimensions for other system parts
are de termined us ing equation from
avail ab le literature (Maleev, 1945; and
Kol chin ct. al., 1984). The inputs and
outp ut s of few de sign , modulcs are
presented in the Table 1 for reference.
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under steady state condition, operate at
alt ernating loads. The influence of
maximum load and also their variations in
(4) tim e on the service life of the parts
increases with an increase in the engine
spe ed and compression ratio. In this
con ne ction a number of parts of
importance, are designed as per theoretical
cons ideration given by Kolchin et. al.
(1984) to meet the requirements for the

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Table 1. Inputs and outputs of design modules
S.No. Design module Input Output

~
1. Engine a) Brake power, Engine
displacement b) Per cent overload power, displacement
c) Mass of air required for combustion
of one kg of diesel,
d) Lower heat value of diesel,
e) Engine ~overned speed,

2. Cylinder
bore and stroke
!t) Mechamcal efficiency,
g) Thermal efficiency,
h) Volumetric efficiency.
(a) Engine displacement,
(b) Stroke-bore ratio.
Cylinder bore
and stroke
3. Fuel tank (a) Specific diesel Fuel tank
capacity consumption, capacity

~
b) Brake power,
c) Refilling time,
d) Overhead allowance.
4. Clutch plate al Engine governed speed, clutch plate

5.
diameter

Rear wheel
!b Engine brake power,
c Friction coefficient.
d) pressure between the
friction surfaces.
a) Load on rear wheel,
inner and
outer dia.

wheel
diameter and
width
!b) permissible slip,
c Surface cone index ran~e,
d) Minimum tractive efficiency desired.
diameter and
width

static strength against the action of

or
Ta fJr - OCr

maximum force and fatigue strength due to Tm < 1 - {Jr (B)

the effect of continuously varying loads. ' the computations are made by the yield limit.
When a part is subjected to normal or Neglecting the part shape, size and
tangential stresses that meet the following surface finish the safety factor of engine
condition parts is generally determined considering
Oa {Ja- OCa fatigue or yield limit. According to fatigue
Om > 1- {Ja
(5)
limit consideration, the expression is given
as follows.
Ta {Jr - ocr
or -> (6) 0-1
Tm 1- {Jr Sa = (9)
(oa + oca . Om)
the computat ions are made by the
T-1
fatigue limit. When a part is under stresses ST = (Ta + OCT. Tm)
(10)
satisfying the following condition,
While considering the yield limit the
Oa {Ja- oca , above expressions (9) and (10) respectively
-< (7)
Om 1- {Ja become

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 Oy_ KT = (0.4 to 0.6) . Ka (22)
Sya = and (11)
(oa +Om )
The total safety factor of the part jointly
~=
• (12) affected by tangential and normal stresses
(<a+ Tm) could be obtained as given below.
However, in case the effects of stress S = ST.Sa
concentrations, dimensions and the quality (23)
of surface finish are considered for the
vS¥ + s&
design, the maximum stress is given as Irrespective of the method used for
computation safety factor, it should be
Oa.Ka
Omax = es . ess
+ Om (13) within permissible limits depending upon
the component. In case it lies beyond the
Ta. Ka limits, the component dimension should be
or Tmax =- --
es. ess
+To) (14)
changed as per pre-determined steps and
and the corresponding safety factors safety factor be recomputed. The process is
considering the fatigue limit would become iteratively repeated until converge nce
occurs (Fig.2).
0 -1
Sa = Oa,c + rx. a .rx.m
(15) 3.3. Optimization technique
T- 1 For optimization of tractor system
ST = Ta , c + rx.T . Tm
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component design, standard procedure
when computing by yield limit, the safety was follwed as cited by Motz et al., (1990) .
factor is given as T here are three terms common to all
optimization algorithms namely, the design
Oy_
Sya = (17) vari able, the state variables and the
Oa,c +Om
objective function. A design variable is a
T
~ = Ta , c+ Tm (18) parameter whose value is allowed to
change through successive iterations during
Where the optimization process. Generally, the
Oa. Ka design variables are geometric parameters
Oa,c = and (19) used to define the part. State variables are
es . ess
Ta. KT
the response of that part to the changes in
Ta , c = (20) the design variables. State variable may
es. ess
include stresses, deflections and the natural
He re Ka is the e ffective stress frequencies. A range of acceptable values
concentration factor and is expressed by must be defined for each of the state
th e following based on approximate va ri ables which will determine the
relationship (Kolchin et al., 1984). feasibility of the design. Any parameter
Ka = 1 + q . ( rxca- 1) (21) that can be quantitatively described could
be the objective function. Commonly used
The relationship between factor Ka and
objective functions are the weight, cost or
KT can be expressed by the following
volume of the material used. The only
based on experimental dat'a available.
 Fig. 2 Simplified flow chart for failure and fatigue analysis

re striction on the objective function The algorithm makes approximations of

re mains that its magnitude must be objective function and state variables. A
positive. As an example Table 2 shows the m inimum number of design sets are
design variable, state variable, objective required before any approximation is
function and the constraints used in the fo rmed. This number depends on the type
design optimization module of the tractor of optimization techniqc used. However,
rear wheel in the software. for tractor component design optimization,
Table 2. Design variable, state variable, objective function and constraint for tractor rear
wheel optimization module
O ptimization terms Examples

Design variable Wheel diameter, d; Wheel width, b

State variable Tractive efficiency, TE
O bjective function Minimize the weight of material used
in manufacturing
Constraint Tractive efficiency > 0.65 for soil cone
index 200 to 1500 kPa
0.24 < (b/d) < 0.27

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search technique was used. This technique
uses a series of unidirectional search along
each design variable within its feasible range
and process is iteratively repeated until
convergence or termination takes place.
After the optimum objective function
has been found, the new design variables
are calculated. The best design is the one in
which the lowest positive value of the
objective function is obtained.
4. VALIDATION
One of the requirements of the software
was its applicability across wide range of
tractors, with only the change of input data.
Accordingly, evidence is reported here of
the software applicability to eleven models
of the tractors. The validation of the
software involved comparison of the actual
and designed data and computation of
relative errors. A linear,regression analysis
was also conducted on the data available
fo r the tractors. The actual data for
comparison as obtained from available
information on these tractors were used as
input data, in the software and have been
presented in Table-3. .
The output data from the softwar·e
indicated the designed dimensions of the
components. However only some of the
parameters could be compared e.g. engine
displacement, cylinder bore and stroke,
fuel tank capacity, clutch plate diameter
and rear wheel diameter and width. The
other component dimensions could not be
compared due to unavailability of actual
data. The actual data and the designed
data as computed using the software are
presented in Table 4.
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S. RESULTS AND DISCUSSION
Table 5 shows the results of the
statistical comparison made between actual
a nd the designed dimensions of the
different tractors under consideration.
It may be seen that there is an excellent
agreement between actual and designed
d imensions of engine displacement
(Fig.3a), cylinder bore (Fig.3b ), stroke
(Fig.3c) and rear wheel diameter (Fig. 4b)
a nd width (Fig.4c). The correlation
coefficient for these dimensions are in the
range 0.923 to 0.976. The relative errors for
these dimensions varied from 2.90 to 9.68%
and the intercept of the linear regression
were found to be non zero. The ralative
error and non zero linear regression
intercept could be due to the difference in
the values of coefficient and safety factors
used in the design calculations for different
d imensions and actual value used by
manufacturers. However in case of fuel
tank capacity (Fig. 3d) and diameter of
cl utch plate (Fig. 4a) correlation
coefficient between designed and actual
values are less (0.854 and 0.704) and
re lative error high (18.02 and 9.6%)
re spectively. The difference may be
anticipated in case of fuel tank capacity
d ue to variation in specific diesel
consumption of tractor engines and tank
being designed for different period of
operation by different manufacturers. The
variation in clutch plate diameters,
however could not be ascertained. A
possible explanation to this may be the
concept adopted for the clutch plate
d esign. In the present case uniform
pressure concept has been assumed and
the friction coefficient used was 03 in each
case.
Table 3. Tractor data of eleven different models
Tractor Brake E ngine No. of Compression Stroke
model power [hp) speed [rpm) cylinder ratio bore ratio
Mitsubishi
MT 180 D 18.0 2700 3 17.0 1.114
Zetor 2511 23.80 2000 2 17.0 1.16
Swaraj 725 23.60 2000 2 17.0 1.10
Eicher 24.00 1650 1 17.7 1.30
Harsha T25 25.00 1800 2 16.0 1.14
IH B-275 30.76 1898 4 21.1 1.19
MF 1035 32.00 2200 3 16.5 1.43
Escort 335 35.00 2200 2 17.0 1.18
Kirloskar 04006 K 43.00 2300 3 17.0 1.20
Ford 3600 47.00 2000 3 16.5 1.00
Hindustan 50 50.00 1650 4 15.6 1.14

Table 4. Tractor comEonent designed and actual dimensions

Tractor. Engine Bore Stroke Fuel Dia. of Rear wheel
displ- mm mm tank clutch
aceflent capacity plate dia. width
em 1 mm em em
Zetor 2511 1560 95 110 39.7 280 134.11 31.4
(1537.6) (94.4) (109.4) (33.7) (231.4) (122.0) (30.0)
Hindustan 50 4160 105 120 57 350 156.97 42.9
(3915.6) (102.9) ( 117.6) (70.8) (315.9) (158.0) (38.0)
MF 1035 2360 89 127.0 32.6 254.0 134.11 34.5
(3036.6) (85.0) (121.2) (45.3) (247.4) (119.0) (30.0)
Ford 3600 2868 106.6 106.6 48.1 280.0 140.2 34.5
(3036.6) (108.8) (108.8) (66.5) (29fl.3) (132.0) (32.0)
Kirloskar 2826 100.0" 120.0 52.3 225.0 140.2 34.5
D4006K (2425.8) (94.8) (113.8) (60.9) (269.0) (134.0) (33.0)
IH B-275 2346 85.2 101.6 56.5 254.0 134.1 31.4
(2094.1) (82.5) (97.8) (43.5) (256.4) (126.0) (31.0)
Eicher 1557 115.0 150.0 48.3 232.0 128.0 28.4
(1879.5) (122.4) (1 59.6) (34.0) (247.4) (128.0) (31.0)
Escort 335 1960 102 120.0 37.0 254.0 134.1 31.4
(2055.7) (103.6) (1 21.8) (49.5) (254.9) (127.0) (31.0)
Harsha T25 2080 105 120.0 55.4 134.1 31.4
(1819.9) (100.4) (114.8) (35.4) (243.6) (125.0) (31.4)
Swaraj 724 1728 100 110.0 46.4 236.0 134.1 31.4
(1524.7) (95.9) (1 05.5) (33.4) (230.7) (129.0) (32.0)
Mitsubishi 900 70 78 17.4 86.3 20.3
MT180 D (861.4) (68.9) (76.8) (25.5) (190.76) (79.0) (1 9.0)

Values given in parenthesis indicate design values

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Table 5. Statistical comparison between designed and actual dimensions
Dimensions Regression coefficient Correlation Relative
a b coefficient error,%
E ngine
displacement 33.316 1.033 0.996· 9.68
Bore 16.439 0.841 0.970 2.90
Stroke 16.489 0.867 0.976 3.19
Fuel tank
capacity 4.899 0.854 0.841 18.02
Dia. of
clutch plate 12.179 0.962 0.704 9.67
Rear wheel
diameter 20.701 0.891 0.969 ' 3.02
Rear wheel
width 1.990 1.108 0.923 6.16
6. CONCLUSIONS llla mass of air required for combustion
of one diesel, kg
The software developed is applicable for
a wide range of tractors. It was tested for 11c number of cylinder in engine
t he prediction of component design q coefficient of material sensitivity
dimensions of eleven different models of rsb stroke bore ratio
Indian tractors. Out of the seven predicted rpm rev/min
d imensions, compared with actual
Q:. a coefficient of reducing an
d imensions, five (namely engine asymmetric cycle to the
displacement, cylinder bore and stroke and aquidangerous symmetric cycle
rear wheel diameter and width) were found under normal stress
to be closely correlated. The correlation
Q:.T coefficient of reducing an
coefficient for these dimension were in the
asymmetric cycle to the
range 0.923 to 0.976 while relative error aquidangerous symmetric cycle
varied from 2.90 to 9.68%. However in case under tangential stress
of fuel tank capacity and clutch plate
Q:. ca theoretical stress concentration
diameter correlation coefficient between
factor
designed and actual values were less (0.854
and 0.704) and relative error high (18.02
fl. ratio of the fatigue limit due to
torsional stress to yield limit
and 9.6%) respectively.
Oa cycle amplitude normal stress, MPa
Nomenclature
Om mean normal stress, MPa
es scale factor a- 1 fatigue limit for bending, MPa
ess surface sensitivity factor Omax cycle maximum normal stress, MPa
hu lower heat value of disel,kJ!kg r -1 fatigue limit for torsional stress,
MPa

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 - - - ZERO ERROR LINE - - - ZERO ERROR liNE
E 0
600 0 - - FITTED LINE E 120 - - FITTED LINE
M
E UJ
0 0::
0
0.: CD
l/)

5 400 0 ffi0 10 0
UJ
z z
t.:> ~
z >-
u
UJ

fiJ200 0 fil 80
z z
t.:> t.:>
Vi l/)
UJ
UJ
0 0

6000
ACTUAL ENGINE DISP., cm3 ACTUAL ENGINE BORE, mm
(a) (b)

;::.. 8 0
ZERO ERROR LINE 1- - - - . ZER:l ERROR LINE
18 0 -- FITTED LINE
/
/
~ u
~
- ·- FITTED LINE o
E / < 0
• E / u
ui' / X:
~
X: z
""
0
0::
1- 14 0 v ~ 0
l/) ~
0
w 0
0 :::>
UJ IJ..
z 0
t.:>
0
Vi 10 0 w
UJ
0 z 0 ""/,
\:> /.
iii 2 0
ERROR = 3.1 'lo w
0 /~RELATIVE ERROR =1 8. 08 'lo
180 20 60 4080
ACTUAL STROKE, mm ACTUAL FUEL TANK CAPACITY, I
(c l (d)

Fig.3 Comparison of actual and designed data of (a) engine displacement, (b) cylinder
bore, (c) stroke and (d) fuel tank capacity

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 180
E ZERO ERROR LINE ZERO ERROR LINE
E
f: 350 FITTED LINE u FITTED LINE
<(
<(
5
UJ
0 140
~
0
<(
UJ
..J
cr
Cl. >-
~

:I:
u
~ 0
::::>
..J
u 250 0
UJ
0
UJ z
C)
z
C)
0
Ill 60
iii RELATIVE ERROR= 9-67"/o UJ
0
~ 200
250 300 350 60 100 140 180
ACTUAL CLUTCH PLATE DIA.mm ACTUAL REAR TYRE DIA . em
Ia) I bl

E ZERO ERROR LINE

u
:I: FITTED LINE
~
0
~
UJ
cr
)-
~

cr
<(
UJ
a::
0
UJ
z
C)
iii ~ RELATIVE ERROR= 6.16%
UJ
0 /
0 60
ACTUAL REAR TYRE WIDTH c m
I J c

Fig.4 Comparison of actual and designed data of (a) clutch plate diameter, (b) rear tyre
diameter and (c) rear tyre width

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 cycle amplitude tangential stress, De Vries, R.I., Aadziwon, H.V., and
MPa Aghssa, P., 1987. The computer aided
mean tangential stress, MPa design analysis accessory components.
SAE paper No. 870872. Warrendale, PA.
nm mechanical efficiency
Kolchio, A. and Demidov, V. 1984. Design
nt thermal efficiency of Automotive Engine. Mir publishers.
nu volumetric efficiency Moscow.

air density, kg!m3 Motz, D.S. and Haghighi, K., 1990. An

Sa
mtegrated approach to Rnowledge -
D cylinder diameter, mm a ided design and optimization of
Kc effective stress concentration factor mechanical springs. Trans. of the
under normal stress ASAE, 33(5): 1729-1734.
K~" effective stress concentration factor Maleev, V.L., 1945 Internal combustion
under tangential stress engine. Mcgraw-Hill kogakuaha Ltd.
London.
L stroke, mm
S eidlitz, S., 1990. An optimization
N engine governed speed, rev/min
approach to valve train design. SAE
brake power, kW Paper No. 901638. Warrendale, PA.
Po percent overload power
Sa safety factor under normal stress by
the fatigue limit consideration
& safety factor under tangential stress
by the fatigue limit consideration
Sya safety factor under normal stress by
the yield limit consideration
~ safety factor under tangential stress
by the yield limit consideration
Ve engine displacement, em3
Vs piston displacement cm3
REFERENCES
DaLee, R.C., Bacskay, A.S., And Knox,
J.C., 1990. Computer aided system
engineering and analysis (CASE/A)
modeling package for ECLS systems-an
overview. SAE paper No. 901267.
Warren dale, PA.

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