Paper Number

Team: VAJRA
Ashish Kumar Singh
Design Team Captain

Chitransh Agnihotri
Team Captain

Copyright © 2009 SAE International

ABSTRACT

This report has the details our work and the procedure SUB-TEAMS FOR DESIGN
and methodology we use for this event’s preparation.
Right from the first day we have faced so many ● Roll Cage
problems. But we kept our cool, applied logical and ● Transmission
analytical approach for them, this developed our ● Brakes and Wheels
personalities as we were now beginning to learn how ● Suspension
efficiently a team can work and the output is this report. ● Steering
Creating a concordance we have made a concept ATV
vehicle within the BAJA Rulebook and have taking care Our main aim was to work under the guidelines of the
of all the failures. rule book, and use the maximum limits.

INTRODUCTION PARAMETERS FOR VEHICLE

Our approach for this competition was to bring out a ● Achieve an acceleration of 3m/sec2
successful vehicle with some new innovations. The ● Restrict the weight to 200 kgs.
Preliminary Design Report is outcome of our approach ● Minimum wheelbase of 54 inches.
towards this competition. Before beginning the design ● Total length min.6 feet and max. 7feet
we must know the needs which where required for the ● Ground clearance of 8 inches.
ATV, that is why we put ourselves in the shoes of the ●Total height of 48 inches(with clearance above
customers who are going to purchase this vehicle. head)
● Avoid Over-engineering.
REQUIREMENTS OF A VEHICLE:
FINITE ELEMENT ANALYSIS
1. Cost of the vehicle.
With using Autodesk Inventor we have also made a
2. Looks
detailed FEA of the Roll cage design, which was
3. Endurance or Life.
successful. This enhanced our learning approach and
4. Parts easily available for maintenance.
limits for practically analyzing the elements as done in
5. Speed and Acceleration.
industries. This experience is very amazing as this is
6. Maneuverability.
something which we never would have practiced if it
7. Mass and Overall dimensions must be less.
was not for this competition.
With this we had a view of our ATV. This started our
mission and we set up some parameters for our work,
distributed ourselves in groups.
 Analysis

The IET student team’s skill set included some

familiarity with static, linear, elastic FEA using Inventor
The analysis was performed for several impact
MAIN SECTION scenarios including: Nose impact (See Figure 3), Side
(at driver’s location), Side (at nose), Top rear, and Top
ROLL CAGE corner. Analysis indicated stresses below the yield
strength of mild steel (207.0 MPa) for all scenarios
Objective except the top impact study which showed a maximum
stress of 570 Mpa. Based on these results,
The function of roll cage is to protect the occupant and reinforcements are to be added to the top.
provide the support for all the operator control system, Material data Steel, Mild
front and rear suspension, power train. The objective of
the frame design was to satisfy these functions while
Properties Values
meeting the SAE regulations with special considerations
given to safety of the occupants, ease of manufacturing,
Young's Modulus 2.2e+005 MPa
cost, quality, weight, and overall attractiveness. Other
Poisson's Ratio 0.275
design factors included durability and maintainability of
Mass Density 7.86e-006 kg/mm³
the frame.
Tensile Yield Strength 207.0 Mpa
Design Tensile Ultimate 345.0 MPa
Strength
The IET DAVV Baja team designed a vehicle frame
with primary emphasis given to factors of safety, TRANSMISSION
durability, performance, and manufacturability while
abiding by requirements established by ASIA BAJA We are planning to use a synchromeshed transmission
2010 rulebook. Some of the goal design points are with a Piaggio Ape transmission with these Gear Ratio’s
1. Factor of safety =2.5 in Reverse Orientation
2. Overall chassis weight = 80 kg Reason for Reverse orientation
3. Least additional members for strength and support 1.) High acceleration is achieved around 1.7 times
4. Maximum roll cage stability (as the dimensions of roll higher.
cage are decided after the full analysis of Vehicle 2.) Advantage in hill climbing events and
dynamics) maneuverability.
3.) Faster Cornering acceleration.
Safety

The components of the frame are the RRH, LDB, RHO,

Gear Ratio’s Speed @ 3000 rpm
FBM, LC, LFS, SIM, FAB, and FLC, Per SAE
Competition Rules, the RRH, LDB, RHO, FBM, and LC
material properties were required to have a bending Dia 22. Dia. 24
stiffness and a bending strength equal to or greater than First Gear 1:55.08. 5.7 6.3
that of 1018 steel with an O.D. of 1 in. and a thickness
of 0.12 in. Members LFS, SIM, FAB, and FLC were Second 1:32.72 9.65 10.6
required to have a minimum wall thickness of .035 in Gear
and a minimum O.D. of 1 in. All frame members with a Third Gear 1:19.95 16 17.4
bend radius greater than 6 in. may be no longer than 28
in. unsupported. Clearance guidelines dictate a Fourth 1:13.40 24 27
minimum of 6 in. vertical distance from the driver’s head Gear
to the bottom of the RHO and 3 in. clearance between Reverse 1:31.48 10.3 11.2
the rest of the body and the vehicle envelope. Gear
The SIM is designed to give the occupant extra security
during a side impact on the vehicle and to reduce the Also we will be using 2 sprockets and a chain which will
possibility of the driver leaving the cockpit. The SIM is take output from Differential end of transmission and
bent outward from the car at 10 degrees and curved ribs take it to axle.
vertically attach the SIM to the LFS which gives a strong
and spacious enclosure for the driver Reason for choosing Chain Drive:
 1.) Maximum speed will be around 40 which is
appreciable.
2.) If not used the thrust can overturn the
vehicle.
This will decrease the final drive ratio by 1.4 times, as
diameters of sprockets are in these ratios and maximum
speed will reach 27 * 1.4 = 37kmph (at 3000 rpm).
So at looking at these calculations we have analyzed
that a 24 inch dia wheel is needed by this sort of
transmission for a proper speed.
SUSPENSION
A Suspension acts to provide cushioning action to
the driver by absorbing the shocks from the road
and also helps the tires to maintain good traction.
Demands from a good suspension system?
○ Structure.
○ Suspension system
○ Stiffness - Design for maximum torsion Stiffness
and least weight.
○Provide sufficient ground clearance.
○Within track range.
○Design to provide typical tunable features.
Complexity
Design mounting such that some extend of
adjustment is possible, like
1.) Suspension.
2.) Ride height/ Suspension travel.
3.) Body attitude.
4.) Wheel loads/springs.
5.) Dampers.
6.) Static settings of wheels alignment
geometry.
7.) Roll centre HT front and rear.
8.) Swing arm length.
9.) Height of steering rack.
Failure
1.) Failure occurs if they are not able to
isolate the driver from the shocks or if they are so
soft that they compress to their solid length while
working.
2.) Spring damper may buckle if length is
more.
3.)Spring compresses to solid length under
any load.
Our Vehicle design
We have chosen Independent type suspension in
both Front and Rear because:
1.)Little space requirement.
2.) A kinematic and/or elastokinematic toe-
in change, tending towards under steering is
possible.
3.) Easier steer ability with existing drive.
4.) Low weight.
5.) No mutual wheel influence, thus good
road holding, especially on bends with an
uneven road surface
Independent
1.) In Independent type firstly, we thought
using unequal double wishbone
suspension in both front and rear. But
now we are planning to adapt different
types in front and rear.
Front:
In front we will use the widely used double
wishbone suspension.
1. It gives more movement of the tires and
to the spring than Mac person strut type.
2. We can distribute forces at different point
on roll cage.
3. Desired camber angle, castor angle and
ground clearance can be achieved.
4. The double A-arm uses solid, rigid
control arms to mount the knuckle to the
chassis. These arms prevent deflection
during cornering which ensures that the
steering and wheel alignment remain
consistent.
Rear:
In rear we are planning to use swing axle type
suspension with including central positioned
suspension
1. It gives more movement of the tires and
to the spring than double wishbone type.
2. We can distribute forces at the centre
along with sides of roll cage body.
3. Desired camber angle, castor angle and
ground clearance can be achieved.
4. Ride Quality: By decoupling the front
wheels and not by mounting the chassis on a
 solid beam, there is better ride isolation
between the sprung and unsprung masses
providing improved ride characteristics and
more predictable suspension response.

Dimensions

Arm lengths will be according to the designing and STEERING SYSTEM

fitting during fabrication.
The purpose of the steering system is to provide
directional control of the vehicle to the driver with
minimum input. While designing the steering
Front: system the constraints that we possessed were
centre alignment of steering system, track width,
Spring length: 230mm human effort at the steering wheel and the desired
response of the steering system. A Rack and Pinion
Total length(spring + dampers): 356mm steering was chosen over worm and sector and re
circulating ball, due to its light weight, simple
Allowable travel of the spring : 75mm design and low cost. Also its relatively small size in
the top view makes it easy to mount in comparison
Maximum travel of the spring: 92mm to the others. Very less play due to limited number
of joints was also an important factor.
Mean coil diameter:58mm The steering system of Maruti 800 satisfies
the aforesaid and also fits our dimensions.
Wire diameter: 12mm
Calculations/Dimensions:
Spring stiffness(K): 32N/mm
(As calculated by satisfying dynamic stability
No. of turns: 10 equations)

Rear: Wheelbase=1524mm

Side Spring length: 320mm Track width=1270mm

Side Allowable travel of the spring: 120mm Steering angle

Stiffness (K): 25N/mm Inside wheel angle, δ1= 38 deg.

Centre Spring length: 265mm Outside wheel angle, δ0= 25 deg.

Centre Allowable travel of the spring: 51mm Formula used

Spring stiffness (K): 35N/mm tanδ1= L/(R-t/2)

Mean coil diameter: 70mm Thus, turning radius R= 2667mm.

Wire diameter: 12mm

No. of turns: 10
 All wheels are locked at the time of brakes via disk
brakes. We are using disk brakes on all the four tyres to
simultaneously lock them.
The disk assembly consist of callipers, disk and friction
pads. Two independent diagonal lines are used, in order
BRAKING SYSTEM to provide braking in case of failure of one line.

The criterion for designing the brakes stated as per the

rule book is that all the four wheels should lock
simultaneously as the brake pedal is pressed.
DIAGRAMS
Dynamics:-

For designing the braking system, we will have to

calculate the dynamic weight using the formulae as
given below

Front axle dynamic load = w1+(α/g)*W*(H/L)

Rear axle dynamic load = w2- (α/g)*W*(H/L).
Where,
w1=weight on the front axle in the static condition.
w2=weight on the rear axle in the static condition.
g=acceleration due to gravity.
W=total weight of the vehicle.
H=height of the centre of gravity.
L=length of the wheel base.
α=deceleration of the vehicle.

Some formulae that we used for designing our brakes :

T(disc)= W1*(f/g)*R1+W2*(f/g)*R2.
T(disc)=µ*R*(P*A)*2*no. of disc brake.
Where,
T(disc)= frictional torque on the disc.
f=deceleration.
W= weight of the body.
R= Effective radius of the disc. Diagram 1 Rear Suspension (Swing Axle)
R1=radius of the front tyre.
R2=radius of the rear tyre.
P=pressure applied by the TMC.
µ=coefficient of friction.
A=area of calliper for disc brake.

Components:-

Tandem master cylinder ,oil tank, proportioning valve,

oil lines, disk valves.

Actuation System

The system is hydraulically actuated, via a brake padel

which in turn generates a pressure in the master
cylinder, which about 50 kPa, this pressure transmitted
via the oil carrying line to the brakes.

Wheel brakes
FINITE ELEMENT ANALYSIS
We have used Autodesk Inventor for Stress Analysis.

Diagram 3. Lateral Stress analysis

Diagram 2 Front Suspensions (Double Wishbone)

Diagram 4. Rear End Analysis

Diagram 5. Middle Frame Analysis

Diagram 6.
CONCLUSION

With these analysis we conclude our Preliminary report.

We have considered all the factors that can be applied
on the vehicle in an actual working conditions. We will
make more analysis after this report which we will
present before the competition.

ACKNOWLEDGEMENT

We are very thankful to Society of Automotive

Engineers for organizing such an event which provides
a great platform to students to explore their talent.

Also our college faculties

Dr Ashesh Tiwari Sir (HOD Mechanical)
Dr. Govind Maheshwari Sir (Faculty Advisor)
Er. Vijay Kumar Karma Sir (Faculty Advisor)
For providing us college resources and motivating us.

CONTACT

Raghvendra Singh
Mechanical 4th Year
IET DAVV
Raghvendra.mech2010@gmail.com

Ashish Kumar Singh

Mechanical 4th Year
IET DAVV
ashish.mech2010@gmail.com

Chitransh
Mechanical 3rd year
IET DAVV
Chitransh.a2011@gmail.com