Professional Documents
Culture Documents
OFF-ROADER
By
SAYANTAN DAS
Name of the Student
Roll No.
SAYANTAN DAS
11ME013
A REPORT
ON
SAYANTAN DAS
Name of Student
SAYANTAN DAS
Roll No.
11ME013
Discipline
th
Guides / Professional Expert(s) Prof R. K. Deb; Prof Vibhuti Jha; Prof K. Srinath
Faculty/ Associate Faculty(s) Prof B.B. Malhotra; Associate Prof Ankur Kashyap
CERTIFICATE
This is to certify that the project report titled DESIGN AND FABRICATE A FULLY
CAPABLE OFF-ROADER, submitted by SAYANTAN DAS, 11ME013 in partial fulfilment
of the requirements
ACKNOWLEDGEMENT
TABLE OF CONTENTS
1. Cover Page.....1
2. Title Page...2
3. Certificate.......5
4. Acknowledgement..6
5. Abstract..7
6. Introduction........8
7. About our Design...............9
8. Goals and Objectives....10
9. Vehicle Design Aspects....11
10. Technical Specifications...12
11. Frame Design...13
12. Analysis of Front Impact.....14
Analysis of Side Impact....15
13. Analysis of Roll Over......16
14. Analysis of Load during Acceleration.....17
15. Vehicle Ergonomics....18
16. Ergonomic Angles...19
16.1.
Vehicle Prototype...20
16.2.
16.3.
Reach Envelope..21
Design Process...25
17.2.
17.3.
Bump Steer.27
17.4.
Motion Ratio..27
17.5.
17.6.
17.7.
Corner Weights..28
17.8.
17.9.
Wheel Rate.29
17.10.
Steering Kinematics...31
18.2.
18.3.
18.4.
18.5.
Engine.....35
19.2.
Power Curve...35
19.3.
Brake Calculation...43
INTRODUCTION
BAJA Student India is a college level engineering design competition, held every year at the NIT
Jamshedpur campus. Participating teams comprise of undergraduate & post graduate engineering
students and as a team they are tasked to design, build, test, race, and promote a single-seater 4
wheeler all-terrain vehicle.
BAJA Student India follows the BAJA SAE International rules and procedure. All the delegates
and judges are internationally acclaimed faculties and engineers from the best Colleges and
Automobile Industries.
This event is meant 'FOR THE STUDENTS' and main focus is on the educational aspect of the
competition. Department of industries, Government of Jharkhand, being the principle sponsors and
Tata Being the title sponsors for this there will be a great amount of exposure between the technical
groups and automobile industrialists.
BAJA student India started in 2013 at NIT Jamshedpur, organised by the Federation of Motor
Sports Council India, Members of NIT Jamshedpur and Baja aluminous and technical inspectors
from different countrys across the world. The Chief technical inspectors include Mr. Claude
Roulle, President of OptimumG, and Judge for Formula SAE series, USA. Mr. James. Pat Clarke,
Semi-retired Consultant, Sydney, NSW. And Mr. Stephen.M.Fox, President/Director of
engineering powertrain technology, USA.
This year Baja Student India has 44 Teams participating in the final event from all over India and
is expecting a footfall of more than 50,000. Teams include the best from India who have been
participating in Indian and International Motorsports Events.
ABSTRACT
The objective of the Lingayas Universitys Team Saksham is to design, fabricate and test a
new vehicle which can endure the off-track designed by Delta Inc, organizers of Baja Student
India-2015, held at NIT, Jamshedpur. This vehicle will be used to compete in this competition
and hence it is designed in accordance with 2015 SAE Mini-Baja Rules and Regulations.
The design process of the vehicle is iterative and is based on various engineering and reverse
engineering processes depending upon the availability, cost and other such factors. So the design
process focuses on:
Safety, Serviceability, Cost, Standardization, Strength and ruggedness, Driving feel and
ergonomics, Aesthetics
The design criterion followed here is design for the worst and optimize the design while avoiding
over designing, which would help in reducing the cost.
OUR DESIGN
The design process of the vehicle is iterative and is based on various engineering and reverse
engineering processes depending upon the availability, cost and other such factors.
So the design process focuses on:
Safety, Serviceability, Cost, Standardization, Strength and ruggedness, Driving feel and
Ergonomics, Aesthetics.
The design criterion followed here is design for the worst and optimize the design while avoiding
over designing, which would help in reducing the cost. We proceeded by setting up the budget
for the project. Throughout the design process we distributed the budget in such a way that
if we assign more money to one system, we reduce that amount from some other system.
Our last year vehicle design was based on the criterion of prevention of failure, as that year no
one knew the track and the obstructions prevalent over there. So the procedure of over designing
was followed as the safety of the driver is of utmost importance.
The main aim this year was to decrease the overall weight with keeping in mind the overall
durability of the vehicle and increase the overall performance.
1. To fabricate a fully operational vehicle in a time period of 5 months, the vehicle was designed
in accordance to the SAE International Baja -2015 rule book. The time period will divided,
33% for designing, 33% for fabrication and 33% for testing.
2. Reinstall a mechanical drivetrain with a CVT and chain reduction and tune the CVT to
maximize performance.
3. Design and install a new front suspension that has better travel and is lighter, and still just as
strong as the current design.
5. Design and install a new steering system that properly balances the effects of caster and camber
to improve the handling of the vehicle in an off road environment. Maintain the original design
requirements set for the vehicle: steering wheel rotation limited to 180 degrees in each direction
with maximum steering angle of 30 degrees.
6.
Design and install a braking system with at least two (2) independent hydraulic circuits
capable of locking ALL FOUR wheels, both in a static condition as well as from speed on
pavement and on unpaved surfaces, as stated in the Baja SAE Collegiate Design Series Rules.
10
1. Vehicle must be capable of carrying one person 75 in. tall, weighing 250 lbs.
2. Vehicle must be safe for a 95th percentile male operator.
3. Width of the vehicle must not exceed 162 in.
4. The vehicle must be capable of safe operation over rough land terrain including, but not
limited to, obstructions such as rocks, sand jumps, logs, steep inclines, mud and snow and ice.
5. No components of the vehicle must come loose during a rollover.
6. All wiring must be sealed, protected and securely attached.
7. Vehicle must contain front and rear hitch point along the longitudinal centerline.
8. There must be a firewall between the cockpit and the engine and fuel tank compartment. It
must cover the area between the lower and upper lateral cross members on the Rear Roll Hoop.
9. The vehicle must have a hydraulic braking system that acts on all wheels and is operated by a
single foot pedal. The pedal must directly actuate the master cylinder through a rigid link.
10. The brake system must be capable of locking all four wheels, both in a static condition as well
as from speed on paved and unpaved surfaces.
11. Vehicle must be capable of completing a four hour endurance test.
11
TECHNICAL SPECIFICATION
S.
No
Vehicle
Specifications
Old Vehicle
New Vehicle
Wheel Base
55
59
Wheel Track
53 Front;
52 Rear
53 Front; 50 Rear
Overall
Length
90
87
Ground
Clearance
12 Front;
11 Rear
12 Front ; 12 Rear
Kerb Weight
294 Kg
220 Kg
Brake Type
Stopping
Distance
9m
6.97 m
Max Power
10 HP @ 3600
rpm
10 HP @ 3600 rpm
Max Torque
19.6Nm @
2800 rpm
10
Transmission
Type
Mahindra Alfa
4 Speed
11
Front
Suspension
SLA Double
Wishbone
12
Rear
Suspension
SLA Double
Wishbone
Trailing Arm
12
FRAME DESIGN
The Chassis is the component in charge of supporting all other vehicle subsystems and taking
care of the driver safety at all times.
The Chassis design need to be prepared for impacts created in any certain crash or roll over. It
must be strong and durable, taking in account the weight distribution for better performance.
This year our team used AISI 1020 Steel tubes with outside diameter of 28.3 mm and thickness
of 2mm. AISI 1020 was used because it has the required carbon percentage, i.e. 0.18-0.24%, and
substantial amount of bending strength.
Finite Elements analysis
In order to prove the safety of our chassis design we decided to use Catia and Solidworks, due to
its low memory requirement and ease of use.
13
1. Front impact:
14
2. Side Impact:
15
3. Roll Over:
16
17
VEHICLE ERGONOMICS
The ergonomics of a cockpit of any vehicle is a crucial part. It the vehicle controls are not
strategically placed, the operator will not be able to reach to the peak performance.
In extreme cases, the safety of the operator and other could be jeopardy, if controls are not readily
available at all times.
For our vehicle we had created a prototype and had collected data from different drivers and found
out the optimal angles that have to be set to attain the most comfortable and safe ride for a
prolonged period of time and in extreme conditions.
18
Parameters
Std Range
Design Value
Angle at
Elbows
120-140o
122.921o
Angle at Knee
120-150o
120.026o
Angle at Back
8-15o
14o
Pedal Space
N/A
33 litres
Min Visibility
<1.5-2.5 m
1.386 m
Ergonomic Angles:
19
Vehicle Prototype:
20
Reach Envelope:
21
SUSPENSION SYSTEM
One of the stated goals of this Major Qualifying Project was to re-design the front suspension and
steering systems in order to improve handling and performance. Each component from the mounting
points out was re-engineered. The mounting points could not be altered without extensive
modification to the frame so the system was designed around this constraint.
In the course of designing an off-road vehicle, much attention must be paid to the terrain it will be
navigating in order to develop a fitting suspension system. A Baja vehicle suspension must provide
the car with the ability to compete in every event including the hill climb, endurance, and
manoeuvrability competitions.
A sufficient suspension will have the necessary practical features such as adequate ground clearance
and suspension travel to allow navigation of the terrain as well as provide comfort and control to
the driver.
The goal of any suspension is to maximize the contact between the tire and the track surface. Two
basic methods of accomplishing this goal include reducing the weight of the suspension, which is
called the un-sprung mass and increasing the stiffness of the mounting points on the vehicle or
sprung mass. Reducing the un-sprung mass will decrease the effects of inertia in the system allowing
it to react more rapidly to bumps.
There are several different types of suspensions, each with their own advantages; however the
double wishbone designs allows for the most control of ride behaviour and isolation of individual
tire movement. For this reason, most performance vehicles employ double wishbone suspensions
on the front axis and this design was no different. In off-road vehicle design, some attributes that
provide necessary ride height and manoeuvrability must be prioritized over other parameters that
might improve handling but cannot be optimized under the necessary design requirements.
After researching and ranking the suspension characteristics discussed above, the team was able to
define both static and dynamic goals for the new design. The design of the front suspension and
steering will be explained as one since the two are closely related and changes made to one system
can greatly affect the other. The suspension is one of the most critical component in a BAJA buggy.
It is vital that the suspension is responsive enough and has sufficient travel to handle a wide variety
of off-road terrain at speeds of 30 to 45 mph.
Overall goal of suspension is to keep the vehicle as stable as possible and provide sound
ergonimical ride over rough and unpredictable terrain and ensure that all exposed undercarriage
members are provided enough elevation to avoid impact with mentioned obstacles.
22
Total Mass:
280 Kg
Unsprung Mass
82 Kg
Sprung Mass
192Kg
S. No:
Parameters
Front
Rear
1.
2.
Ride Height
Ride Frequency
12
1.69 Hz
12
2.02
3.
4.
Jounce
Rebound
4.8
3.7
3.5
2.5
5.
Wheel Rate
17.54 Kg/in
29.066 Kg/in
6.
7.
Natural Frequency
Motion Rotio
1.074 Hz
0.75
1.27 Hz
0.6
8.
Spring Rate
41.34 Kg/in
84.893 Kg/in
Supension Hardpoints:
1.
Toe:
+1.7 o
2.
Camber:
-2 o
3.
10.059
5.
SAI
9o
6.
Scrub Radius
28.3mm
23
DESIGN PROCESS
First we have to decide which suspension is better for us in according with different benefits of
different suspension. In most of the Baja Buggies we go with the Double Wishbone in the front
suspension. For designing it, we first have to see what should be the length of our arms, in that
length what should be the vertical distance between the two arms.
Think of it as Four-Bar mechanism, 2 arms and 1 roll cage and 1 upright side links. Roll cage side
link is fixed. We will first see how much travel we want from the suspension. Normally, 6 updown is enough. Then, we decide equal arms or non-equal arm or parallel arm. By simulating it in
designing software like adams or lotus, we check if we can get proper travel or not.
Shocker is mounted on the lower arm, so it would be good to have longer lower to have maximum
travel. To make it longer, lower arm is kept longer than the upper arm. This has disadvantage that
on travelling, it gains more camber angle, to compensate it, initially some negative camber is given.
While iterating we much consider how much roll centre, scrub radius, caster angle, king pin axis
angle we want, all the parameters were kept in mind.
24
Bump Steer:
Bump steer is the toe in-toe out of vehicle when it encounters bump. When vehicle comes in
contact with any bump it causes tie rod to move in or out which results into steering effect. To
avoid this there should not be any movement of tie rod during bumps. Keeping these things in mind
we have to place tie rod in such a way that when wheel rotates about IC, the tie rod should also
rotate without any radial movement i.e. tie rod should lie on the line joining the IC and outer tie
rod joint. In other words inner tie rod end must lie on the line connecting the tie rod outer ball
joint with the instantaneous centre of suspension system. For double wishbone parallel arms tie
rod should also be parallel to arm.
25
MR = (a/b)2 * (c/d)2
c = distance from IC to ball joint.
d = distance from IC to wheel centre.
Sprung Weight:
It is the height of travel left after sprung mass is applied. A shocker gives 4-5 inch travel when
sprung mass is applied as 40 to 50 percent of shocker gets compressed. So shock ride height is 40
to 50 percent of travel of shocker. It is the weight of the vehicle that is supported by the spring and
is the only weight used when calculating spring rates.
26
Un-Sprung Weight:
Un-sprung weight is the vehicle weight that is not supported by the springs. It includes Tire-wheel
assembly, brake rotors and callipers (or drums and components), wheel bearings; steering knuckle,
differential and axle weight, hanging weight of the control arm (or trailing arms on rear axles), 1/2
of the spring and shock absorber weights.
Corner Weights:
It is the weight measured by the contact patches present at the four wheels. By adjusting the corner
weight we can adjust understeer and over steer tendency of vehicle. Increase the ride height at a
corner will increase the weight at that corner and its diagonally opposite corner. And similarly
decreasing the ride height at the corner will decrease the weight at that corner and its diagonally
opposite corner. The other two corner will gain weights. Change in stagger, tire pressures and
springs will change the ride height.
Spring Angle:
It is the angle made by spring to the control arm, it is between 75 and 90 degree.
Spring Rate:
Spring Rate = Static Load / Shock Ride Height.
Static Load = Sprung Weight / Motion Ratio
k = d*G / (8ND3)
k: The spring rate.
d: The wire diameter.
G: The springs Shear Modulus.
27
Wheel Rate:
Angle Correction:
28
29
STEERING SYSTEM
Steering Kinematics:
Steering was designed with an aim of providing minimum turning radius, minimum slippage,
maximum rolling, and optimum steering ratio, which provides an ergonomically sound steering
system.Steering system is based on Ackerman principle and uses centrally located Rack and Pinion
steering gear box which is typically used in dune buggies.
1.
Wheel Track
53
2.
3.
4.
5.
Wheel Base
Ackerman Angle
Inner Lock Angle
Outer Lock Angle
61
21.28 o
44.8o
29.236o
6.
7.
Turning Radius
Steering Ratio
3.25m
5.08:1
8.
9.
Ackerman Percentage
Steering Arm Length
92.5%
3
10.
Castor Angle
+6 o
30
Last year, steering arm length was 7 which resulted in catastrophic structural failure of the steering
system, so learning from last years experience, steering arm length is 3 and proper support has
been provided.
31
32
Steering Geometry
33
34
POWER TRAIN
The Primary Goal of the drive train is to maximize the power delivered to the rear wheels for all
practical vehicle speeds. This goalpeciallyimportant when attempting to power a off road buggy
with a small. Single cylinder engine. All components used in drivetrain should be durable enough
to last the endurance race, as light as possible, and they should occupy am acceptable space given
the restrictions derived from the rest of the vehicle sub-systems, namely the rear suspension. The
drivetrain should also contribute to the vehicles center of gravity while maintaining minimum of
12 inches of ground clearance.
The team wil be using a Cvtech CVT coupled with a four stage reduction FNR Gearbox with a
gear reducton of 13.55:1.
Engine:
All vehicles competing in the Society of Automotive Engineers (SAE) Mini Baja Competition must
use the same engine: the Briggs and Stratton OHV Intek model 20. This single cylinder, four cycle,
air-cooled, 52 pound engine is rated for 10 HP at 3800 rpm. SAE uses this engine to level the playing
field between teams. To be competitive, the car needs to be designed to maximize the output
available from this engine. The power curve for this engine, provided by Briggs and Stratton, is
shown below in Figure 1
35
Targets:
1.
Maximum Velocity
58kmph
2.
Uniform Acceleration
2.63 m/s 2
3.
Maximum Gradability
35 o
4.
45.45HP/tonne
5.
1604.1 N
6.
1902.92 N
1.
Tyre diametre
22
2.
Wheel Resistance
107.45 N
4.
Gross Weight
280Kg
5.
Max Power
10 HP
6.
Reduction
13.55:1
7.
3.1:1
8.
0.43:1
9.
CVT Efficiency
84%
36
GEARBOX CALCULATIONS:
Engine power @ 3600 rpm = 7.38 KW
P Engine Power
Engine rpm
Engine Torque
P = 2**3600*19.6
60,000
= 7.46KW
37
Assumptions:
22 in diameter tire
13:1 gearbox
Rolling Resistance (wet) = 0.061
Rolling Resistance (dry) = 0.045
Gross weight=280kg
Kerb weight=220kg
Maximum power = 7.38kW (10 HP)
98% efficiency of the gears
99% efficiency of the bearings.
97% efficiency of the constant velocity joints
88% efficiency of the Van Doore type CVT
for 800<rpm<3600
Total ratio = = 13
Torque on the wheel = Torque Output * Total Ratio
Vehicle Speed = Rpm of Axle * Perimeter of the Tyre*60
=553.846*0.00176*60
=58.486 km/h
Perimeter = 2**r
r
= 553.846
(13*0.5)
38
Table 1: This table displays our numerical data as it relates to our assumptions and the equations
Engine rpm
1800
2000
2200
2400
2600
2800
3000
3200
3400
3600
Torque
output (N-m)
17.88
18.49
19.11
19.30
19.50
19.60
19.57
19.44
19.17
18.63
CVT ratio
Total ratio
2.107
1.929
1.750
1.571
1.393
1.214
1.036
0.857
0.679
0.500
27.391
25.077
22.750
20.042
18.109
15.782
13.468
11.141
8.827
6.5
Torque on
wheel(N-m)
489.75
463.67
434.75
394.16
353.12
309.32
263.56
216.58
169.21
121.10
Speed (km/h)
6.93
8.42
10.21
12.64
15.16
18.73
23.52
30.33
40.67
58.48
39
40
BRAKING SYSTEM
The objective to bring the vehicle to rest when desired, under the condition that all four wheels
should lock simultaneously as the brake pedal is pressed.
Key points for implementing Disc brakes in both front & rear is based on the following points:
Heat Dissipation
Low Weight
Centrifugal Cleaning Action
Maximum Deceleration
Parameters
Old
New
Type
Front: 8 ; Rear: 6
Brake Type
Front-Rear Split
Front-Rear Split
Brake Biasing
60(f): 40(r)
50:50
Stopping Distance
9 m at 45 Km/h
6.78 m at 45 Km/h
Leverage Ratio
4:1
7:1
Pedal Force
386 N
350 N
Deceleration
9.8 m/s2 or 1 g
41
Brake
Components
Old
New
Calliper Used
Master Cylinder
Used
Disc Used
42
Braking Calculations:
Assumptions & Requisition:
43
44
Stopping Distance:
SD= v2 / (2 * Dx)
= 12.52 / (2* 11.56)
SD = 6.75m
45
Mass Transfer:
Wt = (*h*W*Dx) / b
=>Wt= (0.7*0.457*280*11.56)/1.500
=>Wt= 690.30 N
Weight of Vehicle:
W= 280*9.8
=>W=2744 N
Percentage Mass Transfer= 25.15 %
46
PROJECT PLAN
47
D.F.M.E.A
Components
Failure
Mode
Causes
Failure
Effect
Actions Taken
S O
RPN
Brakes
Leakage,
Master
Cylinder
Failure
Lose hoses,
punctured
brake lines
Loss of
braking
force and
control
Using separate
Master cylinder
for Front &
Rear brakes,
and use of
genuine parts
5 2
40
Wishbone
The arm
breaks or
bends
from the
ball joint
or
bushing
Sudden
impact,
stresses in
case of
collision
Damage to
the entire
wheel
assembly,
loss of
control
Analysis done
with high factor
of safety.
6 1
36
CVT Belt
Belt
stretches,
burns,
slips.
Incorrect
distance b/w
pulleys,
misalignment
of shafts, no
proper vents
for heat
dissipation
Power
cannot be
transmitted
to the
wheels
5 2
20
Tie Rod
Breaking
of Tie rod
from
joints
Due to
excessive
cornering
forces and
excessive
bump
stresses.
Loss of
control
6 3
18
48
Final Design:
Front View:
49
Top View:
50
Side View:
51
Isometric View:
52
Welding Process:
53
54
Testing Phase:
55
56
57
58
59
CONCLUSION
The Vehicle was completed well in time and had a months testing time to it, the vehicle had gone
through rigorous terrains but it proved to be a good off-roader, the vehicle participated in BAJA
Student India-2015 at NIT Jamshedpur Campus, organized by Government of Jharkhand and
FMSCI.
On 7th Jan, team presented their design to the technical inspectors. The team scored decent points
in the design event and went on for the cost event. On 8th January, Team was ready for the
Acceleration Event and Traction Event.
In acceleration Event, teams had to complete a 100 feet track in the least timing, Lingayas
University finished fourth in acceleration. Next was the sledge pulling event, where we had to
pull a 1500 Kg Maruti Gypsy through a 100 feet track, in this event our college finished at 7th
position.
On 10th January Teams went through manoeuvrability track and hill climb track, our team went for
the hill climb, where it had to climb up a hill with an inclination of 24 deg. Our team did well and
completed the hill in 8 sec, and was at 8th position.
At the end, team geared up for the manoeuvrability event where the team had to showcase a great
combination of suspension, power train and driving skills. Our Team completed manoeuvrability
in 1min 10 sec and was placed 3rd position with College of Engineering, Pune at first and
Vishwakarma Institute OF technology, Pune at 2nd position.
On the last day Team was all set to participate in the 4 hour Endurance Race, and since we had a
good rank in the manoeuvrability our car stood at the third pole position. We had a good start but
due to broken CVT cover we lost 30 min in the race, but we still managed to finish at fifth position
and a total of 66 Laps. Lingayas University stood 11th in overall out of 44 teams from All over
India.
Overall it was a great learning experience, using different software for analyses and simulation and
furthermore using different machining equipment such as CNC, Lathe, Drilling Machine, Notching
Tool, Gear Hobbing and many more. This project has helped to learn more about the basic of
automobile and mechanical engineering.
60
REFERENCES
61