Malaviya National Institute of Technology, Jaipur

BAJA SAE INDIA DESIGN REPORT Team registration ID : 57920 Author : Upendra Yadav Co-Author : Kartikey Sharma Authors Mail Id: uyadav1991@gmail.com , kartikeysharma786@gmail.com
8. Dimensions:

INTRODUCTION
Baja is an international event sponsored by Mahindra and Mahindra. Engineering students are given a challenge to design, simulate and manufacture a fun to drive, versatile, safe, durable, and high performance off road vehicle. Our team MNIT Racetrack Raiders consist of 25 members from mechanical engineering department of our college who are fully dedicated to there work. Our main focus was to improve the previous version and to put some innovation in it to make it perform more effective and efficient. We are putting our full effort to make our vehicle perform best in every section of event.

TECHNICAL SPECIFICATIONS:
1. Engine of Briggs and Stratton engine with 10 HP OVH
305 intek model: 205432 Power Maximum Torque Swept volume 8 Kw or 10hp at rpm 18.6N-m at 2520 rpm 305cc

2. Rear wheel drive using M & M champion gearbox 3.

with 3 forward and 1 reverse gear connected with engine through a coupler. Suspension system of double wishbone and ALTOs knuckle along with some modifications is used. Negative camber of 2 degrees is provided in front suspension. Ground clearance of 12 inches is provided. ALTOs tires in the front with 23 inches of diameter while BAJA Trax Tires with 25 inches of diameter in the rear. Unlike convention two brake pedals are provided, one to operate only rear wheels and one to operate all the wheels. Hydraulic disc brakes with ethylene glycol are there. Anti-Ackermann steering geometry is provided along with adjustable steering mechanism for safety purpose of driver.

9. Vehicles estimated total weight is 270kg.

VEHICLE PERFORMANCE:
Our main purpose behind making this vehicle is to achieve the following performance targets: Speed- 60 km/hr. Weight- 280 kg Ground clearance- 12 inches Stopping distance- 1.5m Deceleration- 5.88 m/s2 Turning radius- 100 inches.

4. 5. 6. 7.

3D VIEW:

ROLL CAGE
Design consideration:

Weight of roll cage = 7o kg Length of Material (including scrap) = 71 No. of weld joints = 61 Total Weld Length = 10.47 m Welding Equipment =7000 Rs. Miscellaneous = 3000 Rs. Estimated Cost of Manufacturing = 25000 Rs.

Material used: 1018 Mild Steel tubes with O.D. 1 inch and Thickness 0.120 inch

Factors Overall Cost Availability

AISI 4130 Around Rs. 25000

Not in North India. Very few dealers in Sout monopoly.

FEA results: Front impact

Material properties and selection criteria:

Chemical properties (weight %) :

Element C Mn P S Si Cr Mo Fe AISI 4130 0.28-0.33 0.40-0.60 0.035 (max) 0.04 (max) 0.15-0.30 0.80-1.10 0.15-0.25 1018 mild steel 0.14-0.20 0.6-0.9 0.04 (max) 0.05 (max) 98.81-99.26

Mechanical Properties:
Property Yield strength AISI 4130 370.8 MPa 1018 Mild Steel 365 MPa 440 MPa 15 % 0.29 7.87 g/cc 10*350*9.8 =34300N. Roll cage was constrained from the critical points of RRH and standard force was applied on the front portion of roll cage. Von misses stress diagram was obtained as shown. Maximum deflection obtained was 0.722e-03. Max stress obtained is 53851 We have applied a standard force of 10G. Which in our case comes out to be

Ultimate tensile 446.89 MPa strength 30 % Elongation % Poisson ratio Density 0.27-0.30 7.7-8.0 g/cc

205 GPa Modulus of 205 GPa elasticity Kg Weight / meter 1.1 Kg (thickness= 1.6 0.083 inch) (thickness= 0.12 inch)

Other factors:

Side Impact

We have applied a standard force of 5G .Which in our case comes out to be 5*350*9.8 = 17150N. Standard force was applied on the SIM and lower frame of roll cage, von misses stress diagram was obtained as shown. Maximum deflection obtained was73709. Max stress obtained is.00505. Roll over

We have applied a standard force of 5G .Which in our case comes out to be 5*350*9.8 = 17150N. Standard force was applied on the front top portion of roll cage at an angle of 45 degrees from the vertical. Von misses stress diagram was obtained as shown. Maximum deflection obtained was 0.678-03. Max stress obtained is 37955

Front and rear bump test-

Hence we performed multiple trial-and-error tests to find the optimal angle in such a way that the terrain is visible to driver along with maximizing the comfort to the driving. The key advantage of this approach over alternatives is that it provides optimal accuracy for the most important aspects of posture for vehicle design, typically hip and eye locations.

STEERING DESIGN REPORT

Design Rack and Pinion Steerin g Feedback 9 Ease of 8 Operation Maintenanc 9 e Cost 10 Equitablene 10 ss Total 46 Recirculati Electron Hydraul ng Ball ic Power ic Steering Steering Power Steering 8 8 8 9 10 43 9 10 8 6 9 42 10 9 5 7 7 38

Static 2.5G force is applied on front and rear suspension support. Design iterations: 1. It is most compact. We have kept the dimensions to minimum simplicity. 2. The more it is simple more it becomes easy to fabricate symmetry. 3. Lower base and upper base of roll cage are kept almost mirror image of each other so it is easy at the same time applying sheets would be easier. 4. Continues members are there as far as possible.

Driver Ergonomics:
Development of posture-prediction models for vehicle occupants is an important component of driver ergonomics research. The objective is to predict the postures that people will choose as a function of comfort to the occupant.

Based on our decision matrix, we chose to use a rack and pinion system. A 14 inch rack and pinion system with a steering ratio of 14.5 : 1 (that of maruti alto) was selected for the steering of the vehicle. This industry-proven steering method is reliable and was chosen to ensure the safety of the driver. While designing the steering system the constraints that we possessed were centre alignment of steering system, track width, human effort at steering wheel and the desired response of steering system. This system was properly machined and was centered as per the dimensions of our vehicle. The position of the steering rack was carefully positioned for movement over the suspension's entire arc to avoid any bump steer. Geometry We chose to have Ackerman steering geometry. The intention of Ackermann geometry is to avoid the need for tires to slip sideways when following the path around a curve. Exact calculation shows the geometry is nearly Ackerman. The geometry is closely achieved by a trapezoidal arrangement. When the wheels are steered to left or right, the asymmetry causes inside wheel to steer

Driver seat is inclined at an angle of 15 degrees from vertical. By placing the driver's seat in inclined position, comfort is attained on the area of legs between hips and toes. Also this posture requires less space since an inclined leg occupies less length than a fully stretched one. Also the seat is been off-setter from RRH minimizing the heat conduction through firewalls. Brakes and clutch paddles are at a distance of 42 inch from centre of drivers seat. Seat is itself provided with Head-rest whose thickness being 3.5 inch. Steering is made adjustable so that driver can adjust it according to his comfort during endurance tests.

to a greater angle than the outside wheel, thus causing the vehicle to turn about a common center of rotation of all four wheels. Therefore the vehicle turns around a common center and a common radius. The turning radius of the vehicle as calculated was found.

The main aspects in brakes design are-+ 1. 2. 3. 4. Effective braking performance in minimum distance Reduce braking effort Resistant to abrasion and brake fade Should work effectively even in hostile conditions of track 5. Light in weight

Apparatus used: 4 Disc Rotors, 4 calipers, 2 tandem master cylinders, brake lines and proportional valve.

The ackerman turning geometry diagram Ackermann steering geometry is a geometric arrangement of linkages in the steering of a car designed to solve the problem of wheels on the inside and outside of a turn needing to trace out circles of different radii. Inside wheel turns at lower radius and outside wheel traverse a greater radius.

While designing the brake system, simplicity and efficiency were given prime importance. We have decided to use disc brakes operated hydraulically on all four wheels best suited for our vehicle due to the various problems associated with drum brakes as discussed below:

Drum brakes are apt to overheat, which can cause the shoes to distort and cause vibration to the entire braking system. Overheating can also cause brake fade. The heat from the braking can cause the shoes to lose their gripping abilities, meaning that the brakes may not be able to grip and braking may not occur. Drum brakes are not as easily service as the Disc type. Drum brakes on the other hand are a much heavier brake type than disc brakes. Debris and stones can restrict the smooth working of drum brakes.

Differential steer from a trapezoidal tie-rod arrangement

We will be using dual circuit tandem master cylinder, diagonal split braking system. Because dual circuit master cylinder will ensure the application of brake in the case of leakage of brake line. Two independent diagonal lines are used, in order to provide braking in case of failure of one line. Braking system be vacuum assisted to reduce the braking effort. Initially, static and dynamic normal forces were calculated using the weight of the vehicle and the relationship of the centre of gravity to the overall length and width of the vehicle. These forces were multiplied with coefficient of friction to obtain brake force. Front axle dynamic load = W1+ (a/g)*(H/L)*W Rear axle dynamic load = W2 (a/g)*(H/L)*W

BRAKE DESIGN REPORT

DESIGN COSIDERATIONS: To retard the vehicle To have the proper control of vehicle. To bring it to standstill. BRAKE SYSTEM DESIGN DETAILS:

Relative height of COG: X = H/Wb X = relative height of COG = 0.350/1.525 H = vertical height of COG to ground (m) = 0.23 Wb = wheelbase Braking force: BF = Mag BF = braking force = 360*0.55*9.8 M = mass of vehicle = 1940.4 N A = deceleration (g units) G = acceleration due to gravity Dynamic axle load: Mf = ((1-) + (Xa)) M : = Mr/M = 240/360 = 2/3 Mr = static rear axle load Mf = 165.54 Kg M = total vehicle mass A = deceleration (g units) M = total vehicle mass Mf = dynamic front axle load Wheel lock force: F =Mf*g*r Mf = dynamic axle mass = 165.5*9.8*0.8 G = acceleration due to gravity = 1300 N r = coeff. Of friction between road and tire Stopping distance: Aa = V/((v/a) + 0.3g) Aa = average deceleration for whole stop = 0.5 V = test speed A = deceleration S = v*v/2gAa G = acceleration due to gravity = 28 m S = stopping distance

CALCULATIONS: Input Data Master Cylinder Diameter (mm) Caliper Piston Diameter (mm) Knee Pressure Maximum velocity assumed Deceleration Front Disc Radius (mm) Rear Disc Radius (mm) Coefficient of Friction disc/pad Weight of Vehicle (kg) Wheelbase (mm) Pedal ratio Height of COG from ground (mm) Coefficient of friction tyre/road COG from front wheel centre (mm) COG from rear wheel centre (mm) 19.08 30 29 kgf/cm2 60km/hr. = 16.67 m/s 5.88 m/s2 225 225 0.6 360 1225 4:1 350

1020 510

All the calculations done assuming the speed to be highest i.e. 60 km/hr Heat dissipation: H = (m*v*v)/2 H= heat dissipated = (350*16.67*16.67)/2 m= mass of vehicle (kg) = 50000 J v= velocity of vehicle (m/s) Brake balance: Front axle load = W1 + (a/g)*(H/L)*W Rear axle load = W2 (a/g)*(H/L)*W = 120 + 0.55*(14/60)*360 = 240 46.2 = 166.2 kg = 193.8 kg

SUSPENSION
DESIGN CONSIDERATIONS: The overall purpose is to provide c u s h i o n i n g a c t i o n t o t h e driver by absorbing the shocks from the road and also help the tires to maintain good traction. We complete this objective by

performing different test like: Ball joint play test, Bounce test Stress Analysis, spring succumb test and choosing unequal parallel arm double wishbone suspension for both front and rear. The shocks will be set to provide the proper dampening and spring coefficients to provide a smooth and well performing ride. CONSTRAINTS and DESIGN SELECTION CRITERIONS: Weight, Ground clearance required, and space limitation

Spring constant(k) Caster Camber King pin Scrub radius Toe

19N/mm +5degree -2degree 12degree .5inches -

Weight of vehicle Driver with accessories Total weight with driver Sprung masses Unsprung masses Ground clearance

270Kg 80Kg 350Kg 280kg 70kg 12 inches or 304.8 mm

Reason: Wishbone suspension give more movement of the tires and hence the vehicle for the same movement of the spring Independent suspension In double wishbone suspension force is distributed at 5 points on roll cage unlike at 1 point in Mc person strut(used at rear suspension last year) It can be slightly adjusted for different parameter of suspension tuning like camber angle, ground clearance at the time of testing and finalized Adjustable suspension arms that is variable length of arms allows us to manually adjust camber and toe angles SLA(short long arms suspension ,unequal length double wishbone suspension) due to this suspension there is no excessive tire scrubbing SPECIFICATIONS: FRONT SUSPENSION SPECIFICATIONS: Double wish bone upper arm length Lower arm length Roll centre height Motion ratio(suspension travel/wheel travel) Suspension frequency Total wheel travel Shocker travel Front 13inches 15.5inches 6inches .7 1.1hz 8inches 5.6inches Front Upper Suspension Arm

Front Lower Suspension Arm REAR SUSPENSION SPECIFICATION:

Rear upper suspension arm

Calculations: 1. Spring rate calculation Motion Ratio= (d1/d2) 1 d1Distance from spring centre line to control arm inner pivot center (in) or (mm) d2Distance from outer ball joint to control arm inner pivot center (in) or (mm) SF = (187.8) (WR/sprung weight) SFSuspension Frequency (cpm)* WRWheel Rate (lbs/in) or (N/mm) 2

Rear Lower Suspension Arm Specifications: Double wish bone upper arm length Lower arm length Roll center height Motion ratio(suspension travel/wheel travel) Suspension frequency Total wheel travel Shocker travel Spring constant(k) Caster Camber King pin Scrub radius Toe Rear 12inches 13.5inches 5.5inches .7 1.265hz 4.5inches 3.1inches 26N/mm 10degree -

Sprung Weight- Vehicle corner weight less unsprung weight *cpm= cycles per minute Suspension frequency in hertz= SF/60 WR = (MR)2 (C) (ACF) 3 WRWheel Rate (lbs/in) or (N/mm) CSpring Rate (lbs/in) or (N/mm) MRMotion Ratio ACF- Angle Correction Factor Front Motion Ratio=0.6, Angle of inclination=10, Spring Rate=18 Wheel rate = (.6) 2 (18) (Cos 10) = 6.38 N/mm Suspension frequency = 187.8 (6.38/52) = 65.78 cpm = 1.1 hz Rear Motion Ratio=0.7, Angle of inclination=40, Spring Rate=26 Wheel rate = (0.7)2 (26) (Cos 40) = 12.75 N/mm Suspension frequency = 187.8 (12.75/78) = 75.9 cpm = 1.265 hz Suspension Arms FEAs:

1. Four forward gears and a reverse gear with a gear lever having wired linkage. 2. The differential and gearbox are housed in a single housing and universal joint have been provided inside the differential itself. 3. A sequential transmission is used instead of manual transmission which uses H pattern.

Axles and C.V. Joints and Output Shaft Angularities: Machined axles of Piaggio Three Wheeler, Maruti 800 C.v. Joints Shaft angularities:25 degree. Fuel Tank: Inbuilt fuel tank of capacity 3.8 litres. Transmission: We have decided to use rear wheel drive with rear engine, the maximum speed of the vehicle is 60 km/hr as it is the maximum allowable speed of the vehicle as per the BAJA SAE rulebook. We are using the gear box in normal orientation. To find the speed of the vehicle corresponding to different gear ratios, the formulae used is : Velocity on road = 2NR60

POWERTRAIN DESIGN
Mountings: Piaggio Three-Wheeler Rubber Mountings. Coupler: A customized coupler to link the output shaft of Briggs and Stratton engine provided by BAJA SAE INDIA.

1000xG Some of our calculations for normal orientation are tabulated in the table below: Hence for maximum speed of 60 km/hr, we selected tires of 25 inch outer diameter as rear wheels. Further, our estimations show that when rpm varies from 2140 to 2900, the torque produced by engine is nearly constant and is around 18N-m. Maximum torque produced by the engine is 18.6N-m at 2520 rpm.

Specification of Gearbox:
It is a M&M champion gearbox:

Normal orientation : Gear Number Final Gear Speed Ratios (km/hr) Max. Speed (km/hr) D=25 inch 14 23 38 59 05

First Second Third Fourth Reverse

31.45:1 18.70:1 11.40:1 7.35:1 55.08:1

0.65D 1.109D 1.82D 2.82D 0.38D

2 Brackets 2 spacer2 brake pedals2 master cylinder2 Reservoir BottleBrake pipes` 4 Callipers4 Disc RotorsSuspension Bushes40 TabsSuspension armsKnuckle Modification attachmentShockerWheel assembly Tyres4 Hubs4 Knuckles4 Bearings4 Knuckle Pin-

Cast iron Cast iron Cast iron Hard steel Plastic Aluminium Hard steel Hard steel

Nylon Cast iron 1018 Mild Steel Pipes Cast Iron Alloy steel

Exhaust: Maximum emission: 19.38 ACFM Calculation: Maximum emission = (Vs * max. rpm of engine)/2 = 305 * 3600/2 = 549000 cc/min = 19.38 ft3/min or ACFM Where, Vs = Swept volume Type of muffler used: Reactive or reflective type muffler with reverse flow, Continuous silencer Due to low frequency, reactive type muffler is used.

Reinforced Nylon CI CI Hard Steel Cast Iron

Steering 2 Tie Rods3U-JointsSteering ColumnAdjustable steering attachmentSteering WheelPower Train CouplerAxlesGear LeverDifferential and Gear BoxGearsAccelerator PedalClutch PedalDrip PanDrain PipeBumper Pipes8 Tabs2 ShockersMisc SeatVehicle Top TetrahedronSeat Belt-

Mild Steel Cast Iron Mild Steel Mild Steel Polymer

We are using aluminium sheets on sides, on RRH, on floor and to cover the essential parts. On sides we are using two layers of aluminium sheets between those we will be doing wiring of brakes and clutch separately. 5 harness seat belt will be provided to driver which will prevent our experienced driver from any kind of jerk along with this a fire proof suit, a helmet is included in its dress. A fire extinguisher will be there on the vehicle considering safety in case of any hazard.

BODY PANEL AND SAFETY EQUIPMENTS:

Hard Steel Hardened Steel Cast Iron Mild Steel Mild Steel Aluminium Cast Iron Tin Rubber

ENGINEERING BILLS OF MATERIALS:

Roll cage TubesStrips for mountingsBody panelBrake system1018 Mild Steel Mild steel Aluminium sheets

1018 Mild Steel Mild Steel Alloyed Steel

Rexene and Rubber Aluminium Sheets Fire resistant polymer

ACKNOWLEDGEMENT
The designing of this kind of vehicle is not a one man task and our team is the best of example of show team work. I want to thank my team for helping me during difficult times and suggesting me the best ways. I would also like to express my gratitude towards our Mechanical Engg Department and my college for supporting us and believing in us. I would also like to thank BAJA for providing us such an excellent opportunity for learning and enhancing our skills and showcasing a real life project. Due to this project we have started appreciating mechanical engineering and its wide area. Now we can proudly say yes, we are the automobile engineers and this is all due to BAJA, my college and my team(the best team I ever worked with).

REFERENCES
Advanced Vehicle Technology HEINZ HEISLER Race Car Vehicle Dynamics MILLIKEN AND MILLIKEN Fundamentals of Vehicle Dynamics THOMAS D. GILLESPIE Vehicle Dynamics REZA N. JAZAR A Field Guide to Automotive Technology ED SOBEY. Design of Machine elements V.B.BHANDARI. SUSPENSION DYNAMICS Wm. C. Mitchell Design of Machines S.S. RATAN Automobile Engineering R.B. GUPTA www.wikipedia.com www.google.com