THRUSTERS RACING INC.

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SUPRA SAE INDIA PRE-DESIGN REPORT

Pushpendra Singh Richard Doley
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ABSTRACT The Objective of the SUPRA SAEINDIA 2012 competition is to challenge student teams to conceive, design, fabricate and compete with their own small, formula style, autocross racing cars. The Objective of the Vehicle Design team is to build a prototype car on an assumption that a manufacturing firm has engaged them to design, fabricate and demonstrate one for evaluation of the same as a product ready for production. The vehicle is tested for its cost analysis, overall design presentations, acceleration, braking, cornering capability, fuel economy and endurance. INTRODUCTION Every idea has an inception and with proper incubation it results in an accomplishment, our case is not going to be an exception. When we started with the project we were just a group of passionate students crazy about automobiles, but unaware of the complexities involved. Soon we realized that we belong to the only foundry and forge college in the South-East Asia, National Institute of Foundry and Forge Technology, Ranchi; with the amenities and foundry-forge facilities available at our disposal, we can manufacture customized components for our car. Machines relevant to this project like Rapid prototyping machine, CNC, Bell Drop Hammer, pneumatic hammers etc. and high quality furnaces like electric arc, cupola, oil-fired etc. which are installed can be used during this project. The designing softwares which are being used are Pro-engineer, Solid works and Catia. Analysis and simulation will be done using Ansys and Cosmos works. Our 25 member team is all set to leave imprints on SUPRA SAE 2012. A high performance, stylish car is to be made will better handling and maneuvering capabilities keeping in mind the cost effectiveness of our project. With this project we also aim to create a healthy and learning atmosphere in our campus. TECHNICAL SPECIFICATIONS: CHASSIS The frame has been designed considering the location of suspension points to ensure optimum load paths, the space required for different components, and compliance to rules. Ample space is provided for driver cell, providing space for gear lever, battery, fuel tank, ensuring drivers comfort and easy egress. The seat level has been lowered to lower the center of gravity of the car, leading to increased stability. AISI 4130 mild steel is used which is appropriate for frame due to its machine ability and ease of fabrication. It is resistant to scaling and oxidation and has a lean, smooth finish. Fusible Alloy mandrel bending is used to bend the pipe without any crimps. We have also considered the utmost comfort and safety for the driver while designing the car. The center of gravity of the driver is kept right in between of the wheelbase to ensure a proper balance for the car which directly enhances handling. While designing, the main objective was keeping the cars center of gravity as low as possible, generating maximum down force for greater traction and that the car should meet or even exceed safety standards. The roll cage was designed in SOLID WORKS and PROENGINEER WILDFIRE 4.0. It has been analyzed in SOLID WORKS. The material grade chosen is AISI 4130; this has yield strength of 350 MPa and an ultimate tensile strength of 600 MPa which is very suitable for the kind of forces the formula car has to bear with. Loads and constraints were applied in the chassis, keeping in mind the static and dynamic conditions that the car will face during the heats, and to see how the chassis will

respond to these forces. During the design revisions the high stress areas were revamped to reduce the stress concentration and improve the overall rigidity of the chassis. The chassis structure features Side Impact Members around the driver cockpit to maintain torsional rigidity while providing the driver with greater side impact protection to ensure maximum safety. There is ample room for the driver for comfortable vehicle operation and ease of egress if the driver needs to exit quickly in an emergency. Keeping in consideration the race conditions, the front and rear track width is kept 1300 mm and 1250 mm. A wider track width at the front than 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. The wheel base is kept 1900 mm and we have chosen a bit longer car because it provides greater stability, traction and maneuvering ability, the overall length of the car is 3125 mm. SUSPENSION The suspension is the most important component in any automobile and the key to every design enunciates from here. It comprises of wishbones, spring, dampers, push rods and linkages. Determination of the suspension parameters was a bit taxing. One of the most difficult parts of designing a suspension system is compromising. There is no optimum suspension for all conditions; therefore, for every improvement there is a sacrifice. The key is to decide what is most important for a particular application. In our case, we had to account for a race on a smooth track that contains tight turns and to fulfill our goal of maintaining the largest acceleration possible. One of the difficulties involved with roll center selection is that it changes with wheel displacement. One approach is to choose the region in which you want to keep the roll center within for all displacements. The three basic regions for the roll center location are the same height as the CG, below the ground, and between the ground and the CG. It is usually not desirable to have your roll center change between regions since this makes handling less predictable. Another method is to design a suspension in which the roll center stays constant, such as using parallel links, but this involves sacrificing other aspects of handling. So after analyzing all the aspects we have decided to keep our roll center in the region between CG and

ground and the roll center height is kept just optimum to prevent the jacking force and to generate camber during the cornering. Front roll center is kept below rear roll center to prevent jacking and for efficient steering. Roll center and suspension geometry was finalized after calculations done in SUSPROG3D. After the analysis on suspension systems, our team has decided to use double unequal length Aarm wishbone pushrod actuated non-parallel suspension system. This introduces negative camber during the roll. The advantages of pushrod suspension are follows: o Adjustability: Since the suspension pushrod transfers the load via bell crank to the spring and dampers, we can easily alter the spring rate by adjusting the bell crank. Simple Geometry and hence easy to install. Unsprung weight: The suspension components being inboard lowers the load in the lower A arm.

o o

The suspension system specifications:

PARAMETER Roll Centre Centre of Gravity Track Width Wheelbase Kingpin Inclination Ground clearance Camber Motion Ratio

VALUE Front = 118 mm Rear = 210 mm Height from ground = 0.27m Front = 1.3m Rear = 1.25m 1.9m 2
0

600 mm Front = -1.50 Rear = -1.00 Close to 1

Due to these Adjustable push rods and tire rods, the vehicle that has castor, camber, Kingpin and camber intake are fully adjustable and will be adjusted on the response of the driver.

STEERING An efficient steering system is very essential for better and smooth handling of any vehicle. We have selected RACK and PINION type steering system because of its simple design, compactness and easy availability. Due to its simple design as compared to other types like re-circulating ball, worm and sector etc. its mounting becomes easier and weight gets reduced because of less number of linkages used. Understanding the importance of steep turns around the corners we have tried to achieve 100% Ackerman geometry and the steering gear ratio as 12:1. Apart from this, detachable steering wheel hub will be used to ensure quick egress in case of emergency. The various parameters of specifications are as follows. Caster Caster trail Steering Ratio King-pin inclination Toe In BRAKES We have selected disc type brakes for our car because of its simple mechanism, easy installation, better cooling efficiency, uniform pressure distribution and lighter weight. The braking system has to provide enough braking force to completely lock the wheels when the brakes are applied. We will use diagonal split brake system. A front/rear split system uses one master cylinder section to pressurize the front caliper pistons and the other section to pressurize the rear caliper pistons. It also has an edge to other braking systems as for safety reasons; if one circuit fails, the other circuit can stop the vehicle. The connections are such that the left front and the right rear brake are on one circuit and the right front and left rear are on the other circuit. For selecting the master cylinder, caliper and rotor, calculation was done assuming Mass: 400 kg (approx.) Maximum deceleration: 1.5 g Tire diameter: 654 mm steering system

Based on the calculations components were selected-

the

following

o Apache 180cc Rotor having diameter 270mm o Apache 180cc Caliper Twin piston floating calipers with bore diameter 20mm. A brake pedal over-travel switch is planned to be installed which will kill the ignition and cut the power.

WHEEL ENDS Wheel end is one of the main aspects to be considered for proper motion of the vehicle as it houses the main mounting points of steering, suspension and brakes with the wheel in a car. The wheel end is made up of the following parts- Rim, Hub, Disc, Milled bearing, and upright in sequence .Their compatibility with each other is a major design issue as these parts have been taken from different sources. Larger and broader tire is used for better grip and better traction. Tires: Front: 185/80R14 and for Rear: 200/75R14. It will be inflated with nitrogen which is lighter than air and provides an inert atmosphere inside the tires. Rim: We have selected the 14 rim with PCD 100mm alloyed wheel which is lighter and it provides better balance than normal rims. Disc: We will be using Apache180cc disc with a diameter of 270mm. Hub: We will be using Cast iron Maruti Suzuki Swift hubs. Upright: Upright connects the suspension geometry and the wheels hence it should have high tensile strength. Upright is provided with various mounting for steering, suspension arms, brake disc etc. Uprights should be light weight as they are part of unsprung mass. The uprights will be CNC machined inside our college premises and the specifications of which have been mentioned below. Upright Material: Density: Hardness: Modulus of Elasticity: Ultimate Tensile Strength: Aluminum 7075 T6 2.81g/cc 15BHN 71.7GPa 572Mpa

40 Positive 22.72 mm 12:1 20 2.4 mm

POWERTRAIN & DRIVETRAIN The vehicle utilizes M800 BSIII MPI Engine. The engine and the drive train along with the differential are generously sponsored by Maruti Suzuki India Ltd. No modifications are to be made to the engine and drivetrain. The specifications of the engine and the drive train are as follows Swept volume Compression Ratio Net Power Max Torque 796cc 8.8 26 @ 5000rpm 59 @ 2500 rpm

CONCLUSION: This being our first SUPRA SAE project means a lot to us. This also matters significantly because it would lay a foundation stone in our college which would always actuate the coming batches to carry on the legacy. During these days of preparation for the SUPRA SAE project, we went through a process of quality learning which are helping us spearheading. We are full of enthusiasm and confidence that we are going to experience a whole new adventure which would let us broaden our vision and thoughts. Each and every team member is dedicated and willing to give their best to make this project a Real success. We NIFFTian dont compromise rather we believe in delivering the maximum, we believe in adapting with adverse conditions and most importantly, we believe in ourselves that we can make anything possible with our intellect, intuition and incisiveness. We are all set to meet the challenges ahead with an affirmation to steer through.

The transmission is manual with dry plate clutch and straight bevel gear clutch. The gear ratios are as follows: GEAR 1st 2nd 3rd 4th Reverse GEARBOX RATIO 3.583 2.166 1.333 0.900 3.363 OVERALL RATIO 15.586 9.422 5.798 3.915 3.915

ACKNOWLEDGMENTS THRUSTERS is thankful to Prof. Amitava Mandal, Chairman, Academic affairs for his constant support, guidance and motivation which keep our spirits high. We also thank our Faculty advisor Prof. Manoj Kumar and Co Faculty advisor Prof. Amitesh Kumar for their technical guidance and expertise which always keeps us going. REFERENCES We have referred to various websites, e-books, design reports, papers and online tutorials to make our report. They were really helpful and guided us in the completion of this report. Some of them are following: o Race car vehicle dynamics, Milliken & Milliken o www.fsae.com

BODYWORK, SAFETY & MISCELLANEOUS The Body of the car has been designed from aerodynamic point of view and style matters to us. Curves will be such that it would lessen the vortices generated, it will be good looking and eye catchy. Front wings will be installed as per aerodynamic point. This will also give the required downward force in the front of the car. Among choices like FRP or Sheet metal, FRP is chosen as the body material due to its aesthetic nature, lighter weight and ease of fabrication. It is also difficult to get good body curves with sheet metal. Sheet metal has however been chosen to cover the base and as firewall since they are well protected and need no curves and were to be covered properly. The drivers seat is designed keeping in mind the better seating posture as well as to lower the COG. Also the design of the car ensures maximum visibility during driving, two rear view mirror installed in the nose maximizes the view to 210. 300mm length Impact attenuator will be installed on the front bulkhead will be made from aluminum honeycomb which will absorb the impact energy during the time of crash. Instrument panel will comprise of heat/oil indicator, tachometer and speedometer, it will drive its readings from ECU.

CONTACT
Pushpendra Singh, B.Tech. IV (MME), NIFFT chauhan.pushpendra09@gmail.com 00919199534590 Richard Doley, B.Tech richarddoley@gmail.com III (MME), NIFFT 00919031262468

Fig.1 Isometric view of Front Upright

Fig.2 FEA of front upright

Fig.3 Front Roll center geometry

Fig.4 TOP VIEW

Fig.5 SIDE VIEW

Fig.6 FRONT VIEW

Fig.7 FEA of ROLL CAGE