SUN'SKAAR - Final Report On Capstone Project

SUNSKAAR
Solar Car
(A Car, Driven by the Ultimate Power Source)
REPORT ON CAPSTONE PROJECT
Submitted in partial fulfillment of the requirement for the award of the degree of
BACHELOR OF TECHNOLOGY
(MECHANICAL ENGINEERING)
SUBMITTED BY
VIKAS KUMAR
(11004534)
MUKESH ADLAK
(11007245)
PRATUL VISHWAKARMA
(11013441)
RAJEEV KURREE
(11007650)
MAHESH NYATI
(11010775)
SAGAR CHIKKA
(11013776)
UNDER THE GUIDANCE OF

PANKAJ SAINI (Asst. Professor, ME),
BIKASH KANT (Asst. Professor, ECE), MANDEEP SAINI (Asst. Professor, ECE)
SCHOOL OF MECHANICAL ENGINEERING
Lovely Professional University

Jalandhar-144411, Punjab, India
Department of Mechanical Engineering

Lovely Professional University Jalandhar, Punjab
CERTIFICATE
I hereby certify that the work which is being presented in the Capstone project entitled
SUNSKAAR (Solar Car) in partial fulfillment of the requirement for the award of
degree of Bachelor of technology and submitted in Department of Mechanical Engineering,
Lovely Professional University, Punjab is an authentic record of my own work carried out
during period of Capstone under the supervision of Pankaj Saini, Asst. Professor,
Department of Mechanical Engineering, Lovely Professional University, Punjab.
The matter presented in this report has not been submitted by me anywhere for the award of
any other degree or to any other institute.
Date: ..
VIKAS KUMAR, MUKESH ADLAK,

PRATUL VISHWAKARMA, MAHESH NYATI,
RAJEEV KURREE, SAGAR CHIKKA
This is to certify that the above statement made by the candidate is correct to best of
my knowledge.
Date: ..
PANKAJ SAINI
BIKASH KANT
MANDEEP SAINI
Mentor
SUNSKAAR (SOLAR CAR)
ACKNOWLEDGEMENT
I would like to place on record my deep sense of gratitude to Mr. Pankaj Saini Sir,
Assistant Professor at Lovely Professional University, Jalandhar for his generous guidance,
help and useful suggestions.
I express my sincere gratitude to Mr. Bikash Kant Sir, Assistant Professor at Lovely
Professional University, Jalandhar for his stimulating guidance, and continuous encouragement
.
I also wish to extend my thanks to Mr. Mandeep Saini Sir, Assistant Professor at
Lovely Professional University, Jalandhar for his stimulating guidance, and continuous
encouragement.
I am extremely thankful to Mr. Gurpreet Singh Phul Sir, HOS, Lovely Professional
University Jallandhar, for valuable suggestions and encouragement and for providing the
opportunity to get the knowledge.
.
Date:
VIKAS KUMAR, MUKESH ADLAK,

PRATUL VISHWAKARMA, MAHESH NYATI,
RAJEEV KURREE, SAGAR CHIKKA
TABLE OF CONTENTS
Page No.
Acknowledgement
Table of Contents
ii-iii
List of Tables
iv
List of Figures
v-vi
List of Nomenclature
vii
List of Abbreviations
vii
Chapter 1: Introduction
1.1: Objectives
Chapter 2: Literature Review
2-3
Chapter 3: Future Scope of the Study
Chapter 4: Research Methodology
5-12
4.1: 200+ km mileage
4.2: 1kw electricity generation by Sun
6-7
4.3: Aerodynamic design & great look for the vehicle
4.4: 40 km/h speed
9-12
Chapter 5: Production Plan / Gantt Chart
13-15
Chapter 6: Research & Experimental work done
16-62
6.1: Design & Bodyworks
16-21
6.1.1: Chassis
16-20
6.1.1.1: Material Selection
16
6.1.1.2: Dimensional Specifications
16
6.1.1.3: Chassis Loading & Simulation
17-20
6.1.2: Bodyworks
21
ii

6.2: Power Transmission
22-26
6.2.1: Formulas
22-23
6.2.2: Calculations
24-26
6.3: Suspension
27-35
6.4: Braking & Wheels
36-43
6.4.1: Braking
36-40
6.4.2: Wheels
40-43
6.5: Steering
44-56
6.5.1: Steering Dynamics
44-50
6.5.2: Steering mechanism
51-52
6.5.3: Ackerman Steering Geometry
52-56
Chapter 7: Cost Report
57-62
7.1: ECE Components
57-59
7.2: Mechanical Components
60-62
Chapter 8: Results & Discussion
63-66
8.1: Detail Specifications & Features
Chapter 9: Conclusion & Summary
63-66
67-68
9.1: Highlights
67
9.2: Advantages
67-68
Chapter 10: Pictures / Images
69-72
References
iii
List of Tables
Table
Title
Page
5.1
Production plan / Gantt chart.13
6.1
Dimensions for Suspension calculation.....................27
6.2
A-arm data............................ 27
6.3
Spring specification. ........................................................................................ 32
6.4
Data for braking calculation .. .....................................................................36
6.5
Braking Specification........................................................................................39
6.6
Dimensions of vehicle...54
6.7
Formulaes for Steering......54
7.1
Cost Report for Electronics components...57
7.2
Cost report for Mechanical components....60
8.1
Engine & Transmission specification63
8.2
Performance data...64
8.3
Other specification.64
iv
LIST OF FIGURES
FIGURE
CONTENT
Page no.
Fig 4.1- Solar cells
Fig 4.2- CAD model of SunsKaar in Solidworks
Fig 4.3- Hall sensor test circuit
10
Fig 4.4- Hall sensor test(Pull Up)
10
Fig 4.5- Oscilliscope image
11
Fig 6.1- Front impact (Horizontal displacement)
17
Fig 6.2- Static loading (vertical bending)
18
Fig 6.3- Rear Impact (horizontal deflection)
19
Fig 6.4- Torsion Test
20
Fig 6.5- A Arm data
27
Fig 6.6- Lateral weight transfer during the Left turn of vehicle
28
Fig 6.7- Longitudnal Weight transfer During Braking
29
Fig 6.8- Cornering force
30
Fig 6.9- Camber calculation
31
Fig 6.10-Tire axis system
31
Fig 6.11- Spring Deflection due to load applied:
32
Fig 6.12- King pin inclination
33
Fig 6.13- Geometry of front suspension
34
Fig 6.14-Geometry of front suspension(angle calculation)
34
Fig 6.15a- Mounting of front suspenion(left)
35
Fig 6.15b- Mounting of front suspenion(right)
35
Fig 6.16- Geometry of Rear Suspension: (leaf spring)
35
Fig 6.17- Tyre rating
41
Fig 6.18- A front-wheel-steering vehicle and the Ackerman condition.
44
Fig 6.19- A front-wheel-steering vehicle and steer angles of the inner and outer wheels
45
Fig 6.20- Equivalent bicycle model for a front-wheel-steering vehicle.
49
Fig 6.21- Eect of w/l on the Ackerman condition for front-wheel-steering vehicles
50

Fig 6.22- A sample parallelogram steering linkage and its components.
51
Fig 6.23- A rack-and-pinion steering system
52
Fig 6.24- Ackermans Angle
53
Fig 10.1- Sunskaar at Auto expo
69
Fig 10.2- Sunskaar interior
70
Fig 10.3- Pvc modelling
71
vi
NOMENCLATURE
English Symbols
Angle
Fd
Drag Force
Density
Constant
Friction Coefficient
ABBREVIATIONS
ATDC
After Top Dead Center
BDC
Bottom Dead Center
BTDC
Before Top Dead Center
CA
Crank Angle
CAD
Computer Aided Design
CCS
Combined Charging System
CFD
Computational Fluid Dynamics
CO
Carbon Monoxide
vii
Chapter 1
Introduction
________________________________________________________
A car made by innovative engineers of Lovely Professional University which can

contribute its role in the daily life of a common man. Our Solar Car deserves to be among
the highest mileage vehicle currently present in Indian market which is made with
minimum expenditure having high efficiency.
Our car gets energy from the ultimate power source The SUN and can be charged by
home electricity. Home appliances can also run using the energy from our car. We are also
introducing some hi-tech features in it which can be useful for safety & security purposes.
1.1 Objectives:
1) Start a new chapter in the field of renewable energy resources.
2) Introduce an ecofriendly option for automotive sector.
3) Produce safe and clean energy.
4) To provide a safer and clean environment.
5) Increase the life of Human being.
6) Create a better future for ourselves.
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Chapter 2
Literature Review
________________________________________________________
Solar cars combine technology typically used in the aerospace, bicycle, alternative
energy and automotive industries. The design of a solar vehicle is severely limited by the
amount of energy input into the car. Most solar cars have been built for the purpose of solar car
races. Since 2011 also solar-powered cars for daily use on public roads are designed List of
solar cars (with homologation).
Solar cars are often fitted with gauges as seen in conventional cars. To keep the car
running smoothly, the driver must keep an eye on these gauges to spot possible problems. Cars
without gauges almost always feature wireless telemetry, which allows the driver's team to
monitor the car's energy consumption, solar energy capture and other parameters and free the
driver to concentrate on driving.
Solar cars depend on PV cells to convert sunlight into electricity. Unlike solar thermal
energy which converts solar energy to heat for either household purposes, industrial purposes
or to be converted to electricity, PV cells directly convert sunlight into electricity.[1] When
sunlight (photons) strike PV cells, they excite electrons and allow them to flow, creating an
electrical current. PV cells are made of semiconductor materials such as silicon and alloys of
indium, gallium and nitrogen. Silicon is the most common material used and has an efficiency
rate of 15-20%.
During the 1990s, regulations requiring an approach to "zero emissions" from vehicles
increased interest in new battery technology. Battery systems that offer higher energy density
became the subject of joint research by federal and auto industry scientists.
Solar cars were first built by universities and manufacturers. The sun energy collector areas
proved to be too large for consumer cars, however that is changing. Development continues
on solar cell design and car power supply requirements such as heater or air-conditioning fans.
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The Stanford Solar Car Project is America's top solar car team. The project began in
1989 and is an entirely student-run, non-profit organization fueled by its members passion for
environmentally sustainable technology. The team designs and builds solar powered cars to
race in the 2000 mile long World Solar Challenge in the Australian Outback.
Powered solely by the sun, this single-seat race vehicle uses the same amount of energy
that it takes to power a hair-dryer. On a closed test course, infimum reached speeds of over 105
mph. Building the solar car is a two year project that takes over 100 student team members and
more than 1 million dollars.
That's the allure of the solar car, in many ways the Holy Grail of clean energy transport.
It came one step closer to reality this week with Ford Motor debuting its C-MAX Solar Energy
Concept car at Consumer Electronics Show (CES) 2014 in Las Vegas. (Related Quiz: What
You Don't Know About Cars and Fuel)
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Chapter 3
Future Scope of the Study
________________________________________________________
Solar Electric Cars are the future of world movement. The best feature of this car is that
it is the pollution free. Solar car can save 3 Rs. Per km in comparison of petrol cars so it can
save the big chunk of money for middle class people.
3.1 Utility:
1) It works on clean energy.
2) Pollution free.
3) Economic.
4) Cost Efficient.
3.2 Uniqueness:
1) Works on Solar Energy.
2) Mileage greater than any other vehicle present in India.
3) Clean and pollution free.
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Chapter 4
Research Methodology
________________________________________________________
Research work on Solar Car started with following targets :
4.1 200+ km mileage.

4.2 1kw electricity generation by Sun.
4.3 Aerodynamic design & great look for the vehicle.
4.4 40 km/h speed.
4.1 200+ km mileage:

Mileage of vehicle depends on battery. So our technical team began to search
best battery with less cost, compact size, light weight & higher capacity in Ah.
We had two options first Exide and second one is Tata batteries. And we
obtained Tata Battery with following specifications :
Capacity : 80 Ah
Voltage : 12 volts
No. of Batteries : 8 (2 sets, 4 batteries in 1 set)
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4.2 1kw electricity generation by Sun:

Electricity generation depends on solar cells. The working & selection of solar cells
discussed below :
Solar cells
ANALYZING & CRYTICAL THINKING:The solar cells are
selected bytaking the
following things into consideration
1)Area of the cell
Fig-4.1-solar cell
2)Power delivered by the cell

3)Availability of the cell
4)Cost of the cell
5)Manufacturing nation
Here we have two main class of cells they are :
1.Monocrystalline cells
2.Polycrystalline cells
Monocrystalline cells are choosen for the following reasons:

Solar cells made of monocrystalline silicon (mono-Si), also called single-crystalline silicon
(single-crystal-Si), are quite easily recognizable by an external even coloring and uniform look,
indicating high-purity silicon.
Monocrystalline Premium Line panels have a maximum efficiency of about 15.47%,
whereas Conergys polycrystalline PowerPlus modules have a maximum efficiency of 14.13%.
HERE ARE FEW ADVANTAGES OF USING MONICRYSTALLINE CELLS:

LONGITIVITY:
Monocrystalline solar panels are first generation solar technology and have been around a
long time, providing evidence of their durability and longevity. The technology, installation,
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performance issues are all understood. Several of the early modules installed in the 1970s are still
producing electricity today.
EFFICIENCY:
Monocrystalline solar panels are able to convert the highest amount solar energy into
electricity, thus if your goal is to generate the maximum possible electricity at your area,
monocrystalline is an obvious choice.
Solar panels products use cadmium telluride (CdTe). Cadmium is a heavy metal that
accumulates in plant and animal tissues. Cadmium is a probable carinogen. While Cadmium
doesnt pose a threat while the solar panel is in service, disposing of the panels has to be done
properly, which often comes at a large cost.
Monocrystalline cells are not harmful or hazardous to the environment.
MORE ELECTRICITY:
Monocrystalline panels produce more electricity per m/2 than other panels.
Now by taking all the above aspects into consideration the monocrystalline cells were selected .
SPECIFICATIONS:
Per a single cell:
1)DIMENSIONS:150X150mm
2)COST:2$
3)OUTPUT VOLTAGE:0.56V
4)OUTPUT CURRENT:8A
For the whole set:

1)OUTPUT VOLTAGE:48V
2)OUT POWER:1KW(approximately)
3)NUMBER OF SETS:2
4)NUMBER OF CELLS IN EACH SET:96
5)ALLIGNMENT OF CELLS:The two sets were connected parallel to produce a voltage of 48v
and a power of 1KW.
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4.3 Aerodynamic design & great look for the vehicle:
Fig 4.2 CAD model of SunsKaar in Solidworks

Final Design of Solar Car has been prepared after rejection of more than 40 designs using
Solidworks & NX (Unigraphics) softwares.
Following factors were considered for final selection :

1) 6 m^2 area for solar cells for generating 1kw solar electricity.
2) Esthetics & comforts for driver & passangers.
3) Safety.
4) Easy to install solar cells.
5) Dynamic look.
6) Easy to manufacture.
7) Aerodynamics of vehicle.
Etc.
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4.4 40 km/h speed:

Speed & load carrying capacity of the vehicle depends on motor. Selection criteria of motor &
its working is discussed below :
WORKING OF BRUSHLESS DC MOTOR

Problem: The Brushless DC Motor is running incorrectly, or stops running.
Solution: A Brushless DC Motor having difficulty operating could indicate that the Hall
Sensors are bad. To check, use a resistor to pull up each Hall to 5 volts, and check each Hall
with an oscilloscope while spinning the shaft. Monitor the point between the Hall and the
resistor as pictured below in Figure 2.
Repeat this process for each individual Hall. When spinning the shaft manually, a low
and high signal should appear on the scope. Keep in mind the importance of what value is used
for the resistance; this depends on the amount of current the Hall sensors can withstand.
If this test demonstrates that the Hall Sensors are working correctly, the next step is to
check the phases of the Brushless DC Motor. Hook up the Brushless DC Motor to a controller.
With an oscilloscope, check each phase to see if a switching signal is present. If the phases do
not pose a problem, this may indicate a bearing problem, or internal shorts. If these techniques
do not seem to explain why the Brushless DC Motor is working improperly, the purchase of a
new Brushless DC Motor should be considered.
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Fig 4.3-Hall sensor test circuit
Fig 4.4-Hall sensor test(pull up)
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Fig 4.5-Oscilliscope Image

The Hall Effect uses three hall sensors within the Brushless DC Motor to help detect the
position of the rotor. This method is primarily used in speed detection, positioning, current
sensing, and proximity switching. The magnetic field changes in response to the transducer that
varies its output voltage. Feedback is created by directly returning a voltage, because the sensor
operates as an analogue transducer. The distance between the Hall plate and a known magnetic
field can be determined with a group of sensors, and the relative position of the magnet can be
deduced. A Hall sensor can act as an on/off switch in a digital mode when combined with
circuitry.
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Controller to Motor Connection
Yellow
2mm
Green
2mm
Blue
2mm
Phase Wire
Yellow
Green
Hall
Blue
Effect
Red
Controller Input
Red
Black
Input wires
48 V
Green ->Throtal -> input VCC

Pink->Throtal -> Output
Black->Throtal -> Ground
Yellow
reverse/forward
Black
Two white wires -> limiting the speed
Grey -> Speedometer

Orange -> Dynamic Brake
Orange (Thicker wire) -> Ignition
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Chapter 5
Production Plan / Gantt Chart
The plan is divided into different phases. This is a table consists of the information
which is required in production work and the things which will be used during production.
Table 5.1 Production Plan / Gantt Chart

Sl
Work
no.
Tools
Other material
Cost
required/machine
Mem Days
bers
requir
requi
ed
red
1)
Sketching of
Plywood-1
chassis
27/10/13 2
30/10/13 3
3/11/13
3-4
Pencil,rubber,whites
heet,measuringsacle
2)
Pvc modeling
Hand hacksaw
Clip,nails,wire,
Measuring scale
3)
4)
Making of
Power
Rectangular
space frame
cutter,handhacksaw,
pipes(arrange from
welding machine
inside university)
Cutting of
Power
Cutter and grinder
5/11/13
pipes
cutter,handhacksaw,
Welding machine
Welding elctrodes
7/11/13
Grinder
Grinding wheel
8/11/13
filer
5)
Welding of
pipes
6)
Chassis
finishing
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7)
Making of A
Power cutter, hand
arms
hacksaw, welding
Pipe,cutter,grinder
10/11/13 2
12/11/13 3
14/11/13 3
16/11/13 2
1-2
17/11/13 2
19/11/13 3
1-2
20/11/13 2
22/11/13 3-4
20/12/13 4-5
15
machine
8)
Hub
Power cutter,
Hub of
mounting and
welding machine
wheel,tyre,nuts and
tire assembly
bolts
in front
9)
Transmission
Power cutter and
assembly with welding machine
Tyre and motor hub

assembly
motor.
10)
Tyre
Power cutter
mounting rear
11)
Brake
bolts, with shaft

Power cutter
mounting
12)
13)
Steering
Power cutter and
Steering assembly,
mounting
welding machine
pipes, nuts and bolts
Seat
Power cutter
Angles, nuts and
Body works
bolts, rubber tubes

Wood cutter, filer
frame
15)
Coupler, brake and

caliper, nuts & bolts
mounting
14)
Hub, tyre, nuts and
Body works
thermacole, nails,
fevicol, wood
As required
Glass fibre material
22/12/13
16)
fitting of body Power cutter and
Nuts and
works with
grinder
bolts,rubber tubes
Finishing of
Power cutter and
styrofoam,rubbertub
body works
files
es,sheet metal
3-4
23/12/13 2-3
chassis
17)
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18)
Wiring and
As required
Plastic pipes,
28/12/13 2-4
As required
Solar cells /solar
7/1/14
10
12/1/14
31/1/14
19
innovation
19)
Solar panels
on body
20)
Controller
sheets,wires,
As required
Wires,PCB board
circuit
and electrical
between solar
components
panels and
battery
21)
Others
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As required
Chapter 6
Research & Experimental work done
________________________________________________________
6.1 DESIGN & BODYWORKS:
6.1.1 CHASSIS:
IT is the backbone of any vehicle. Designed to bear all types of load whether long
duration, short duration or impact load. It contains mounting space and points for all the
component of the vehicle. We used ladder type of chassis with different types of pipe thickness
and diameter in different places where it is well suited. We used ladder chassis because of its
rigidity and manufacturing simplicity.
6.1.1.1 MATERIAL SELECTION:

AISI 1020 was selected for the chassis because the following stated reasons:
1. Machinability (70%)
2. Weld ability
3.
Availability
The frame or chassis can be called as skeleton of a vehicle, beside its purpose being seating
the driver, providing safety and incorporating other sub system of the vehicle.
6.1.1.2 Dimensional Specifications

Round pipe of dimension:
25.4mm O.D
2mm & 3mm THICKNESS
AISI 1020 seamless mild steel pipes, normalized at 810
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6.1.1.3 CHASSIS LOADING AND SIMULATION

Front impact (Horizontal displacement):
Calculation:
F = (mv2-mv1)/t
Here, v2=0 ; ( since, it is assumed that after impact it will come to rest)
F = (-mv1)/t; (here negative sign indicates that direction of impact force will be approx. to the
velocity.)
Neglecting the negative sign, we have;
F=mv1/t
The time t can be written as t=2x/u + v
Here v=0 and u=v1,
Therefore, F=mv2/2x; (x is distance travelled before stopping)
Now, putting values, we have;
M = 500kg, u = 40 km/hr = 11.1m/s , x = 2m
F=15,401.25N
Fig 6.1- Front impact (Horizontal displacement)

Results:
FOS = 1.52
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Static loading (vertical bending)

Total mass assumed -> 500 kg
Now, total vertical static force including gravitational
500 x 9.87 = 4905 N
Fig 6.2- Static loading (vertical bending)
Results:
FOS = 3.04
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Rear Impact (horizontal deflection)

Force, F = (mv2-mv1)/t
Let us assume that after back impact velocity gets 1.5 times more, therefore
V2=3/2 v1
F =mv1/2t
Assume that vehicle moves distance x during this change, therefore time taken to
cover this distance x,
t = 2x/ (u+v) =2x/ (2.5u)
F=(5/8)(mu2/x)
Now putting values

M = 500kg, u = 40 km/hr = 11.1m/s , x = 2m
F=19,251 N
Fig 6.3- Rear Impact (horizontal deflection

Results:
FOS = 1.03
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Torsion Test
Four outer joints of back portion are fixed and opposite forces are applied at to outer
links of front portion. Force on each outer link
F=1000 N
Fig 6.4- Torsion Test

Result:
FOS = 7.75
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6.1.2 Bodyworks
Area of bodyworks -161 square feet
Material required:
high temperature wax v207, epoxy resin,curing agent(),5.8 oz fiberglass cloth 38.
Chemical and its rates:
Chemical
Rates
Epoxy resin(diglycidyle ether of bisphenol)

Curing agent(diethylanilenetriamine)
390 per liter
5.8 oz fiberglass cloth 38

high temperature wax v207
160 per kg
160 per kg
600 per kg
*Ratio of epoxy resin & curing agent is 10:1 (weight by volume) and it also vary according to
the curve surface.
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6.2 Power Transmission

6.2.1 Formulas:
Power :
P = TW
Where : P = Power (Watt)
T = Torque (Nm)
W = Angular Velocity (rad/sec)
Torque :
T = F.r
Where : T = Torque (Nm)
r = Wheel Radius (m)
F = Forces on Vehicle (N)
F = Rolling Friction Force + Drag Force + Force due to Inclination
o Rolling Friction Force (Fr) = .m.g

Where : = Rolling Friction coefficient = 0.02
m = Mass of Vehicle (Kg)
g = Gravity = 9.81 m/s^2
o Drag Force (Fd) = (Cd..A.V^2)/2

Where : Cd = Drag Coefficient (depends on design)
= Air Density = 1.2 Kg/m^3
A = Area (Front) (m^2)
V = Velocity of Vehicle (m/s) = R.W
o Force due to Inclination = m.g.sin

Where : m = Mass (Kg)
g = Gravity = 9.81 m/s^2
= Inclination Angle
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Angular Velocity :
W = (2..N)/60 = V/r
Where : = 3.14
N = RPM of Wheel
Gear Ratio :
R = N1/N2 = T2/T1
Where : N1 = RPM of motor or engine
N2 = RPM of wheel
T2 = Torque to wheel = No. of teeth of gear/sprocket 2
T1 = Torque of motor or engine = No. of teeth of gear/sprocket 1
Acceleration :
a = F/m
Where : F = Net force on vehicle (N)
m = Mass of vehicle (Kg)
a = Acceleration of vehicle (m/s^2)
Time taken to attain top speed :
t = (V2 V1)/a
Where : a = Acceleration of vehicle (m/s^2)
V2 = Final velocity of vehicle (m/s)
V1 = Initial velocity of vehicle (m/s)
Climbing ability :
F = T2/r = Fr + Fd + mgsin
=?
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6.2.2 Calculations:
Force on vehicle :
F = Fr + Fd + mgsin
F = mg + (CdAV^2)/2 + mgsin
Where : m = 500 Kg
Cd = 0.35
A = 1.5 m^2
V = 11.11 m/s = 40 Km/h
=0
(Note : Take = 0 because we made this car for plane surface only.)
F = 0.02x500x9.81 + (0.35x1.2x1.5x11.11^2)/2 + 0
= 98.1 + 77.76
F = 175.86 N
Initial Torque required :
Ti = Fr.r
= mg x r
= 0.02x500x9.81x0.25
Ti = 24.52 Nm
Overall Torque required :
T = F.r
Where : r = 0.25 m
T = 175.86x0.25
T = 43.965 Nm
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RPM Required :
W = V/r
2N/60 = 11.11/0.25
2x3.14xN/60 = 44.44
N = 424.58 rpm
Power Required for Car :
P = T.W
= 43.965x44.44
= 1953.8 Watt
P = 1.9538 Kw
After this calculations we selected 2 kw motor for our car with following specifications :
P = 2 Kw
T = 7 Nm (approx.)
N = 3000 rpm
Differential Specifications :
Gear Ratio I : 7:1
So, after selecting 7:1 gear ratio Torque & RPM to the wheels are :
N1/N2 = T2/T1 = R
Where : N1 = 3000 rpm
T1 = 7 Nm
N1/N2 = R
25 | P a g e

3000/N2 = 7/1
N2 = 428.57 rpm
T2/T1 = R
T2/7 = 7/1
T2 = 49 Nm
Acceleration of vehicle:
F = ma
T2/r = 500xa
49/0.25 = 500xa
a = 0.392 m/s^2
Time taken to reach the speed of 40 Km/h or 11.11 m/s :
a = (V2 V1)/t
0.392 = (11.11 0)/t
t = 28.34 seconds
26 | P a g e
6.3 Suspension
Vehicle Data
It is a system of mechanical linkages, springs and dampers used to connect wheel to chassis. In
a normal
car a suspension system is needed to isolate the passengers from the uneven road
surface and give a smooth ride but in a high performance car, passenger comfort is sacrificed
for better handling and road holding.
Table 6.1 : Dimensions for Suspension calculation

Dimensions
Front
Wheel base
2500 mm
Track width
1600 mm
Curb Weight
500 kg
Suspension System
MacPherson strut
Rear
NA
1600 mm
Leaf spring with Hydrolic

Damper
Tire Stiffness
Tire Radius
203.2 mm
Tire pressure
Table 6.2 : A-arm data

Length of Swing
Arm(L)
A-Arm Data:
Fig 6.5-A Arm data

27 | P a g e
254 mm
203.2 mm

Roll Centre Height:
H / (T/2) = R/L
Where,
H=roll centre height
T= Track width
R=wheel Radius
L= Swing arm length
H= (T/2)(R/L)
H= (1600/2)(203.2/254)
H=640 mm
Weight transfer Calculation

Lateral weight transfer during the Left turn of vehicle
Fig 6.6- Lateral weight transfer during the Left turn of vehicle
The Weight (W) of the car is evenly distributed among the four tires, so each tire has
W/4=1716.7 force on its contact patch.
Weight of the Body = 9.81500
=4905 N-m/s2
Accelaration (A): 9.81 m/s2
WRT = WT/2 +WAH
28 | P a g e

WR=(49051.6 /2+5001 G 0.450) /1.6
WR= 2593 N
Now WL=W-WR
WL=2512 N
Where
WR= Weight on right tire
WL=weight on Left tire
T=Track width
H=Center of gravity height
Weight transfered = WR-W/2

=3630.3 -6867/2
= 140.5 N
Fractional Weight Transfered(FWT) = Ah/T =1G 0.45/1.6
FWT= 0.281 m/s2
Weight transfer(%)= FWT100 (%)
Weight transfer on right tire =28 % of the total weight
Longitudnal Weight transfer During Braking
Fig 6.7- Longitudnal Weight transfer During Braking

WbrakeWb = AWH
Wbrake= (149050.45)/2.5
Wbrake=882.9 N
29 | P a g e

Where,
Wbrake= Weight transfer due to braking
Wb= Wheel base

During braking at 1G 882.9 N comes off the rear tires and onto the front tire.
Static weight distribution on was 2452.5 N on the front
And the same on rear. Now we have 1569.6 N equally divided between the rear tires and 3335
N on the front two tires.
Camber Angle Calculation:

Cornering force:
Fig 6.8-Cornering force
= Sliping angle
Fycos= Cornering force to path of motion v.
FySin is perpendicular to V.
In static condition, the Total cornering force,
Fy = (Wtotal V2)/Rg
Here,
V=40 km/hr =11.11m/s
R=Turning radius
30 | P a g e

= 4.98 m
Fy= 150(11.11)2/4.989.81
lateral camber force,Fy= 378.98 N
Normal load, Fz =4905 N
So from the Graph, we can get the value of camber angle() .
Fig 6.9-camber calculation

Camber angle()= 30
Here is the Tire axis system,
31 | P a g e
Fig 4.6-Tire axis system
Spring Stiffness Calculation

Diameter of spring wire (d)
16 mm
Mean coil diameter (D)
101.6 mm
Number of active coil (n)
Shear Modulus of rigidity G
79.3 Gpa (steel)
Spring force
2200 N
Table 6.3 Spring specification
By putting this value you can directly get spring stiffness from spring stiffness calculator at
http://www.tribology-abc.com/calculators/t14_1.htm
Spring stiffness= 10.5 KN/m
Spring Deflection due to load applied:
32 | P a g e

Fig 6.11- Spring Deflection due to load applied
Total weight = 4905 N

Weight on one tyre= 1226 N
Moment at fixed point z is zero, so
(241F) + (3681226)=0
F=-1872 N
Fig 6.12-King pin inclination

As the Kingpin inclination is 100 , force on spring
F= f cos (100)
F=-1872cos(100)
F=1571 N
So, deformation of the spring due to applied load,
Stiffness= Force/Deflection
Deflection= 1571/10.5
Deflection of spring =14.6 cm
33 | P a g e
Geometry of Front Suspension
Macphersion strut
Fig 6.13-Geometry of front suspension
Fig 6.14-Geometry of front suspension(angle calculation)
34 | P a g e
Fig 6.15a-Mounting of front suspension(left)

suspension(right)
Geometry of Rear Suspension: (leaf spring)
Fig 6.16- Geometry of Rear Suspension: (leaf spring)

Sin(45o)=BC/2.75
BC=1.94 inch
Cos(45o)= AB/2.75
AB=1.94 inch
CD2= AD2 + BC2
CD2 = (25.46)2 + (1.94)2
CD = 25.53 inc
35 | P a g e
Fig 6.15b-Mounting of front
6.4 Braking & Wheels
6.4.1 Braking system
Type of brake
1)Hydraulic drum brake in

front
2)wired drum brake in the
Rear
Weight of car
500 Kg
Wheel base
2.5m
Track width
1.6m
Height of centre of gravity

Coefficient of friction
0.7
Speed of the vehicle
40km/hr
Velocity of the vehicle
11.11m/s
Table 6.4 Data for braking calculation

Speed of the vehicle(V) =40km/h
Mass of the vehicle(m) =500 kg
Net force on vehicle(F) =Fr+Fd+mgsin
= mg + (CdAV^2)/2 + mgsin
= 0.02x500x9.81 +
(0.35x1.2x1.5x11.11^2)/2 + 0
= 98.1 + 77.76
36 | P a g e

F = 175.86 N
Where :
m = 500 Kg
Cd = 0.35
A = 1.5 m^2
V = 11.11 m/s^2 = 40 Km/h
=0
(Note : Take = 0 because we made this car for
plane surface only.)
Accleration of the vehicle=

F=m*a
a=F/m
a=175.86/500
a =0.39572 m/s^2
Kinetic energy of the vehicle=

K.E(car)=*mv^2
= *500*(11.11)^2
=30858.025 J
*since V2=0(final velocity after stopping will be zero)

37 | P a g e
Angular velocity of wheel=

W1=v1/r
=11.11/0.35
=31.742rad/s
Since w2 will be zero due to breaking action. Vehicle is coming to

rest
Kinetic energy of 4 wheels:KE(wheels) =4[1/2*I(W1^2-W2^2)]

=4[1/2*(0.5)*(31.74)^2]
=1007.42 J
Total energy absorbed by four brakes consists of kinetic

energy of car[e]=
Total K.E=[kinetic energy of
car+kinetic energy of wheel]
=1/4[3085.025+1007.42]
=7966.36 Joule
Brake time[t]=
(V1-V2)/t=0.395g
(11.11-0)/t=0.395*9.8
11.11/3.871=t
t=2.8700s
38 | P a g e

Stooping Distance
d = (V^2) / (a*2)
=11.11^2/(0.39572*2)
=6.97m
Torque capacity of brake=

=(W1/2)/t
=(31.472/2)*2.87
=45.162
Mt=E/
=7966.36/45.162
=176.395 N-m
Where
E=total energy absorbed by brake
Mt=braking torque
=angle through which the brake drums rotates during the braking
period
After calculation:-
Net force on vehicle(F)
175.86 N
Accleration of the vehicle
0.39572 m/s^2
39 | P a g e
Kinetic energy of the vehicle
30858.025 J
Total energy absorbed by four
7966.36 Joule
brakes
Brake time[t]
2.8700s
Stooping Distance
6.97m
Torque capacity of brake
176.395 N-m
Table 6.5 Braking Specification
6.4.2 Wheels
In modern vehicles all the primary control and
disturbance forces, which are applied to the vehicle, with the
exception aerodynamic forces are generated, in the tire road
contact patch. That has been said that the critical control
forces that determine how the vehicle turns, brakes and
accelerates are developed in four contact patches .a thorough
understanding of the relationship between tires, their operating
conditions, and the resulting forces and moments developed at
the contact patch is an essential aspect of the dynamics of the
total vehicle.
40 | P a g e

The tires serves essentially three basic functions:
It supports the vehicle load, while cushioning against road
shocks.
It develops longitudinal forces for acceleration and
braking
It develops lateral forces while cornering
As a mechanical structure, the elastic torus of the tire is

composed of composed of a high flexible carcass of high
tensile strength cords fastened to steel-cable beads that firmly
anchor the assembly to the rim. The internal pressure stresses
the structure in such a way that any external force causing
deformation in the carcass results in a tire reaction force. The
behavioral characteristics of the tire depend not only on the
operating conditions, but on the type of the construction as
well.
41 | P a g e

Fig 5.1-Tyre rating
Tyre rating
The tires being in the present go-kart are slick tires with the
respective tire ratings:
Front tire rating 20X 4 5.6
Rear tire ratings 20 X 4 5.6
Description:
Front tire- 20 X 4.00 5.6
20 inch= tire overall dia.
4.00 inch = width of the tire
12inch = tire rim dia.
Rear tire 20 X 4.0 5.6
20 inch= tire overall dia.
4.0inch = width of the tire
12 inch= tire rim dia.
Tire stiffness calculation:

Maximum mass of the kart = 500kg
Weight of the kart = 500*9.81
= 4905N
weight on each front tire is = (4905*0.4)/2 = 981N

weight on each rear tire is = (4905*0.6)/2 = 1471.5N
42 | P a g e

let the deflection under maximum pressure
on front tire be = 3mm let the deflection
under maximum pressure on rear tire be =
4mm
stiffness of front tire = (weight on front tire) / deflection = 981 / 3

= 327 N/mm
stiffness of front tire = (weight on rear tire) / deflection = 1471.5 /
4
= 367.875N/mm
43 | P a g e
6.5 Steering:
6.5.1 Steering Dynamics:
To maneuver a vehicle we need a steering mechanism to
turn wheels. Steering dynamics which we review in this chapter,
introduces new requirements and challenges.
Kinematic Steering
Consider a front-wheel-steering 4WS vehicle that is turning
to the left, as shown in Figure 7.1. When the vehicle is moving
very slowly, there is a kinematic condition between the inner and
outer wheels that allows them to turn slip-free. The condition is
called the Ackerman condition and is expressed by
cot o cot i w
=
l
(7.1)
where, i is the steer angle of the inner wheel, and o is the
steer angle of the outer wheel. The inner and outer wheels are
defined based on the turning center O.
w
o
l
Fig 6.18. A front-wheel-steering vehicle
44 | P a g e
The distance between the steer axes of the steerable wheels

is called the track and is shown by w. The distance between the
front and rear axles
o
i
Oute
r
whe
el
B
Inner
Wheel
A
C
l
Center
of
a2
rotation
o
D
O
R1
Fig 6.19. steer angles of the inner and outer wheels.
45 | P a g e
is called the wheelbase and is shown by l. Track w and wheelbase l

are considered as kinematic width and length of the vehicle.
The mass center of a steered vehicle will turn on a circle
with radius R,
R= a2 + l2 cot2
(7.2)
where is the cot-average of the inner and outer steer angles.

cot o + cot
i
cot =
(7.3)
2
The angle is the equivalent steer angle of a bicycle
having the same wheelbase l and radius of rotation R.
Proof:
To have all wheels turning freely on a curved road, the
normal line to the center of each tire-plane must intersect at a
common point. This is the Ackerman condition.
Figure 7.2 illustrates a vehicle turning left. So, the turning
center O is on the left, and the inner wheels are the left wheels that
are closer to the center of rotation. The inner and outer steer angles
i and o may be calculated from the triangles 4OAD and 4OBC as
follows:
l
tan i
46 | P a g e
w
R1 2
l
tan o
w
R1 + 2
Eliminating
R1
tan
2 w + i
R1 =
2 w + tan o
provides the Ackerman condition (7.1), which is a direct

relationship between i and o.
w
cot o cot i
=
l (7.7)
To find the vehicles turning radius R, we define an
equivalent bicycle model, as shown in Figure 7.3. The radius of
rotation R is perpendicular to the vehicles velocity vector v at the
mass center C. Using the geometry
We have
R2
47 | P a g e
a2 + R2
21
(7.8)
R1
cot
=
l
1
(cot i + cot o)
(7.9)
2
and therefore,
R=
48 | P a g e
a22 + l2 cot2 .
(7.10)
The Ackerman condition is needed when the speed of the

vehicle is too small, and slip angles are zero. There is no lateral
force and no centrifugal force to balance each other. The Ackerman
steering condition is also called the kinematic steering condition,
because it is a static condition at zero velocity.
A device that provides steering according to the Ackerman
condition (7.1) is called Ackerman steering, Ackerman mechanism,
or Ackerman geom-etry. There is no four-bar linkage steering
mechanism that can provide the Ackerman condition perfectly.
However, we may design a multi-bar linkages to work close to the
condition and be exact at a few angles.
Figure 7.4 illustrates the Ackerman condition for different
values of w/l. The inner and outer steer angles get closer to each
other by decreasing w/l.
Fig 6.20. Equivalent bicycle model for a front-wheel-steering

vehicle.
V
C
l
Center
of
Rotation
49 | P a g e
a2
O
R1
50
41.6
6
w/l=0.2 0.4 0.6 0.8

1.0
1.2
33.3
3
1.4
1.6
i [deg] 25
16.6
6
2.0
w/l=3.
0
8.33
00
10 20 30
4
0 50
60 70 80
9
0
o [deg]
Fig 6.21 Eect of w/l on the Ackerman condition for front-wheelsteering vehicles.
50 | P a g e
6.5.2 Steering Mechanisms

A steering system begins with the steering wheel or
steering handle. The drivers steering input is transmitted by a
shaft through a gear reduction system, usually rack-and-pinion or
re-circulating ball bearings. The steering gear output goes to
steerable wheels to generate motion through a steering mechanism.
The lever, which transmits the steering force from the steering gear
to the steering linkage, is called Pitman arm.
The direction of each wheel is controlled by one steering
arm. The steering arm is attached to the steerable wheel hub by a
keyway, locking taper, and a hub. In some vehicles, it is an
integral part of a one-piece hub and steering knuckle.
To achieve good maneuverability, a minimum steering
angle of approximately 35 deg must be provided at the front
wheels of passenger cars.
Tie rod
Intermediate rod
Pitman arm
51 | P a g e
Idler arm

Fig 6.22. A sample parallelogram steering linkage and its
components.
Rack
S
u
R
Steering box
Drag link
Fig 6.23 A rack-and-pinion steering system.

of the racks, and then by the drag links to the wheel steering i = i
(uR), o = o (uR). The drag link is also called the tie rod.
The overall steering ratio depends on the ratio of the
steering box and on the kinematics of the steering linkage.
6.5.3 Ackerman Steering Geometry:

The typical steering system, in a road or race car, has tierod linkages and steering arms that form an approximate
parallelogram, which skews to one side as the wheels turn. If the
steering arms are parallel, then both wheels are steered to the same
angle. If the steering arms are angled, as shown in Figure 1, this is
known as Ackerman geometry. The inside wheel is steered to a
greater angle then the outside wheel, allowing the inside wheel to
steer a tighter radius. The steering arm angles as drawn show
100%Ackerman. Different designs may use more or less
52 | P a g e

percentage pro-Ackerman, anti-Ackerman, or Ackerman may be
adjustable. (In fact adjustable Ackerman is rare. This could be the
car designer saying to us, "Do not mess with this.) Full Ackerman
geometry requires steering angles, inner wheel and outer wheel, as
per Figure 1. The angles are a function of turn centre radius, wheel
base and track.
.
Figure 6.24 Ackerman angle

In practise, the steering angles achieved are not perfect
Ackerman geometry. This is not of concern. We are only
53 | P a g e

interested in the fact that we can have some degree of increasing
dynamic toe out and that it is exponentially increasing with
steering angle. consider "Ackerman" a term to describe any
progression of dynamic toe out generated by the steering
geometry. If it is our choice to use Ackerman, we must use a high
percentage because, for small steering angles, Ackerman is
minimal
We are using rack and pinion steering system having a steering
ratio of 16:1
Dimensions of the vehicle are as follows

Table 6.6 Dimensions of Vehicle
Specification
Wheel base(l)
Tack Width(W)
Steering Ratio
Turning Radius
Dimension
2.40 m
1.55 m
16:1
5m
Table 6.7 Formula used:

Ackerman condition
Turning Radius
Cot - cot = W/l

R = a + L cot
is the maximum outer wheel steer angle as shown in the figure

is the maximum inner wheel steer angle as shown in the figure
is the average of maximum outer and inner steer angles
is the distance from axel to the CG
54 | P a g e

Calculations:
1. Ackerman Steering angles
Cot - cot = W/l
= (1.55)/(2.40)
= 0.62
By the help of hit and trail method , we calculate and
Trail 1: if = 20 and = 30
Cot - cot = 2.74-1.73
= 1.01
As trail 1 is not equal to 0.62 , we proceed for trail 2
Cot - cot = 2.24-1.73
= 0.51
As trail 2 is not equal to 0.62, we proceed for trail 3
Cot - cot = 2.35-1.73
= 0.62
as trail 3 is satisfied
Therefore = 23 and = 30
55 | P a g e

2.Turning Radius
R = a + L cot
cot = (Cot + cot )/2
= (2.35+1.73)/2
= 2.04
Therefore = 26.14
We have a = 1m
R = 1+2.4 cot(26.14)
R = 4.98m
Therefore we have turning radius approximately 5 meter
56 | P a g e
Chapter 7
Cost Report
_________________________________________________________
7.1 ECE Components cost report
S.No
Cost (Rs.)
Description of Items with
Quantity
Unit Price
specifications
USED
(Rs.)
Solar cells (monocrystalline)
300
145
43,500
Batteries(cells)(li-ion batteries)
5500
44000
75000
75000
Plexiglas sheet
30
634
19000
Bus ribbon(1.00 mm to 4.00
15
70/m
1050
1.
2.
3.7v 2.5 ah
Motor
3.
(2kw)+Controller+differential
6.
mm)
7.
UV curable adhesive
1kg
700
700
8.
GSM module
1800
1800
9.
GPS Module
1900
1900
57 | P a g e
10.
USB to SERIAL cable
250
500
11
Microcontroller(ATMEGA128) 1
750
750
12
Microcontroller(PIC16f877a)
200
400
13
EEP ROM( IC 24c02e)
200
200
14
Graphical LCD
600
1200
15
Tachometer
2000
2000
16
RF ID reader
2000
2000
17
Microcontroller(ATMEGA16)
250
250
18
P-Channel MOSFET
10
100
1000
19
Sensor(DS18b20)
250
250
20
LM35(Temperature Sensor)
100
100
21
Relay(12V, 50A)
15
100
1500
22
Electrical Wires
60m
120
7200
24
Soldering wire
1Kg
1500
1500
25
PCB(Glass Epoxy Clad Board)
10
220
2200
26
Voltage Regulating
10
15
150
IC(LM78XX)
27
58 | P a g e
Capacitor and Resistors
200
500
28
Clamp Meter(to measure DC
2500
2500
current)
29
Crystal Oscillator(16MHz)
10
25
250
30
EM lock
3000
6000
31
Switches
50
150
32
Electronic Component
700
2,18,750
Table 7.1 Cost Report for ECE components
59 | P a g e
7.2 Mechanical Components:

S.No
Description of Items with specifications
Quantity
Unit
USED
Price
Cost (Rs.)
(Rs.)
1
Chassis : Original
30000
30000
Suspension System :
2 set
3500
15,400
front Suspension:- independent suspension
macpherson
with mc pherson strut (Tata Nano)
strut
Tubular Pipes : AISI 1020

a) Length : 22 m, Diam. : 4cm,
Thickness : 2 mm
b) L = 5 m, D = 2.5 cm, T = 3 mm
HSS : AISI 4130 / 1020
a) L = 6 m, 4cmx4cmx2mm
b) L = 4 m, 5cmx5cmx1mm
Aluminum Sheet (Flour):
1.8mx1.3mx1mm
2
4200
2 set leaf
rear:-leaf spring with telescopic shock
spring
absorber (Tata Magic)

1)suspension
2)MS PLATE
3)NUTS AND BOLTS
Tyres :
3000
12000
2500
10000
TATA NANO
1)Tyres
1)HUB
2)RIM
4
60 | P a g e
Brakes :
TATA NANO
1)front and rear :Hydraulic drum internal expanding type

1)nuts and bolts
2)Brake oil
3)brake drum
4)brake pads
Steering system :
7000
7000
90000
90000
TATA NANO
Rack and pinion
)rack and pinion
2)steering column with rod
3)steering wheel
4)tie rods
5)nuts and bolts
6
Body works :
Glass fibre body
1)glass fibre
2)thermocole
3)plaster of paris
4)resin bond
5)hardner
6)sand paper
7)Paint
Glass fibre:10 kg
Resin bond:-75 litre
Hardner:-3 litre
61 | P a g e
Chassis Paint :
6000
6000
150
1500
5000
5000
2000
2000
2000
8000
Spray paint
1)f1 spray paint
2)primer
3)paint thinner
4)paint catalyst
8
welding electrode
Fasteners
10
Mild Steel Plate
10 packet
5 mm
2mx2m
11
Seat :
Front Seat (2)
Rear Seat (2) and seat cover
12
Accessories(light,wiper,mirror,handle,lock) NA
NA
7000
13
Chassis : PVC Pipes for model
1000
1000
17000
17000
40 m
14
Pipe bending machine
Total Cost
Table 7.2 Mechanical components Cost report
62 | P a g e
2,11,900
Chapter 8
Results & Discussion
________________________________________________________
8.1 DETAIL SPECIFICATIONS & FEATURES:
ENGINE AND TRANSMISSION:

Table 8.1 Engine and transmission specification
Motor Type
Brushless DC Motor
Motor Power & Voltage
2 KW, 48V
Motor Torque
6.8 Nm
Motor RPM
3000
Battery Specification
48V, 80 Ah (2 sets)
Transmission
Automatic
Fuel type
Solar & Electric
Drive Type
Rear Wheel Drive
Differential Gear Ratio
7:1
63 | P a g e
PERFORMANCE:
Table 8.2 Performance data

Mileage
200+ km in single charge
Top Speed
40 km/h
Charging Time (Solar)
4.5 hrs
Charging Time (Electric)
2 hrs
BRAKE, STEERING, SUSPENSIONS & TYRES:
Table 8.3 Other specifications

Brake (Front & Rear)
Drum
Rack & Pinion, 16:1
Steering Type & Steering Ratio

Minimum Turning Radius
4.5 m
Suspension (Front & Rear)
Macpherson strut, Leaf Spring

with damper
Radial 145/70 R-12
Tyre Size
12 in
Wheel Size (Front & rear)
SEAT:
Sitting Capacity
Seat Material
Foam
64 | P a g e
DIMENSIONS AND WEIGHT:
Overall Length
3.63 m
Overall Width
1.8 m
Overall Height
1.45 m
Overall Height (door
2.2 m
opened)
Wheel Base & Track
2.5 m & 1.55m
Width
(Rear), 1.5 m
(Front)
Ground Clearance
0.25 m
Kerb Weight
500 Kg (approx.)
DRIVELINE:
Type
Rear Wheel Drive
Number of driveline
modes
65 | P a g e
EXTERIOR:
Body Material
Glass Fibre
Frame
AISI 1020 Mild Steel
Body Style
Luxury
SUSPENSION:
Front
Macpherson strut
Rear
Leaf Spring with damper
Product Warranty:
Batteries
2 Years
Solar Cells
25 Years
66 | P a g e
Chapter 9
Conclusion & Summary
________________________________________________________
A Solar Car which has highest mileage and can be charged by home electricity.
Fulfilling the demand of the Indian market Sun'sKaar has high efficiency, less pollution and
reduced cost.
A solar powered vehicle overcome the polluting nature of petroleum and diesel driven
vehicles, also the reduced running costs of such a vehicle makes the prospects of fully fledged
solar cars a particularly exciting one.
9.1 Highlights:
Works on Solar Energy.
Mileage greater than any other vehicle present in India.
Clean and pollution free.
Economic.
Cost Efficient.
Solar Car can save 3 INR per km in comparison with petrol cars. Solar Hybrid Cars are the
future of automotive industry.
9.2 Advantages:
The abundance of Solar Energy.

Even in the middle of winter each square meter of land still receives a fair amount of
solar radiation. Sunlight is everywhere and the resource is practically inexhaustible.
Even during cloudy days we still receive some sunlight and it is this that can be used as
a renewable resource.
67 | P a g e
You dont pay for sunlight

Sunlight is totally free. There is of course the initial investment for the equipment. After
the initial capital outlay you wont be receiving a bill every month for the rest of your
life from the electric utility.
Solar energy is getting more cost effective

The technology for solar energy is evolving at an increasing rate. At present
photovoltaic technology is still relatively expensive but the technology is improving and
production is increasing. The result of this is to drive costs down. Payback times for the
equipment are getting shorter and in some areas where the cost of electricity is high
payback may be as short as five years.
Solar energy is non-polluting

Solar energy is an excellent alternative for fossil fuels like coal and petroleum because
solar energy is practically emission free while generating electricity. With solar energy
the danger of further damage to the environment is minimized. The generation of
electricity through solar power produces no noise. So noise pollution is also reduced.
Accessibility of solar power in remote locations

Solar power can generate electricity no matter how remote the area as long as the sun
shines there. Even in areas that are inaccessible to power cables solar power can
produce electricity.
Solar energy systems are virtually maintenance free. Once a photovoltaic array is
setup it can last for decades. Once they are installed and setup there are practically zero
recurring costs. If needs increase solar panels can be added with ease and with no major
revamp.
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Chapter 10
Pictures / Images
________________________________________________________
Final
Fig 10.1-Sunskaar at Auto expo
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70
| P10.2-Sunskaar
age
Fig
interior
Manufacturing Pics
Fig 10.3-Pvc modelling
71 | P a g e
72 | P a g e
References:
Book:
1. Heinz Heisler, Advanced Vehicle Technology, 2002, 2nd Eddition.

2. Milliken & Milliken, Race Car Vehicle Dynamics.
3. Springer.Vehicle.Dynmics,Theory & Application, 2008.
Internet:
1. http://www.tribology-abc.com/calculators/t14_1.htm
2. http://www.carbibles.com/suspension_bible.html
3.http://www.idsc.ethz.ch/Courses/vehicle_dynamics_and_design/11_0_0_Steering_Theroy.pd
f
4. http://en.wikipedia.org/wiki/Solar_car
5. http://solarcar.stanford.edu/
6. http://inventors.about.com/od/sstartinventions/a/Solar_Cars.htm
7. http://solarcar.engin.umich.edu/
8. http://craig.backfire.ca/pages/autos/horsepower
9. http://www.speed-wiz.com/calculations/engine/index.htm
10. http://www.thecartech.com/subjects/engine/engine_formulas.htm
73 | P a g e

SUN'SKAAR - Final Report On Capstone Project

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SUN'SKAAR - Final Report On Capstone Project

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SUNSKAAR

UNDER THE GUIDANCE OF

SCHOOL OF MECHANICAL ENGINEERING

Lovely Professional University

Department of Mechanical Engineering

VIKAS KUMAR, MUKESH ADLAK,

SUNSKAAR (SOLAR CAR)

VIKAS KUMAR, MUKESH ADLAK,

SUNSKAAR (SOLAR CAR)

Chapter 2: Literature Review

Chapter 3: Future Scope of the Study

Chapter 4: Research Methodology

4.1: 200+ km mileage

4.2: 1kw electricity generation by Sun

4.3: Aerodynamic design & great look for the vehicle

4.4: 40 km/h speed

Chapter 5: Production Plan / Gantt Chart

Chapter 6: Research & Experimental work done

6.1: Design & Bodyworks

6.1.1.1: Material Selection

6.1.1.2: Dimensional Specifications

6.1.1.3: Chassis Loading & Simulation

SUNSKAAR (SOLAR CAR)

6.4: Braking & Wheels

6.5.1: Steering Dynamics

6.5.2: Steering mechanism

6.5.3: Ackerman Steering Geometry

Chapter 7: Cost Report

7.1: ECE Components

7.2: Mechanical Components

Chapter 8: Results & Discussion

8.1: Detail Specifications & Features

Chapter 9: Conclusion & Summary

Chapter 10: Pictures / Images

SUNSKAAR (SOLAR CAR)

Production plan / Gantt chart.13

Dimensions for Suspension calculation.....................27

Spring specification. ........................................................................................ 32

Data for braking calculation .. .....................................................................36

Formulaes for Steering......54

Cost Report for Electronics components...57

Cost report for Mechanical components....60

Engine & Transmission specification63

SUNSKAAR (SOLAR CAR)

Fig 4.1- Solar cells

Fig 4.2- CAD model of SunsKaar in Solidworks

Fig 4.3- Hall sensor test circuit

Fig 4.4- Hall sensor test(Pull Up)

Fig 4.5- Oscilliscope image

Fig 6.1- Front impact (Horizontal displacement)

Fig 6.2- Static loading (vertical bending)

Fig 6.3- Rear Impact (horizontal deflection)

Fig 6.4- Torsion Test

Fig 6.5- A Arm data

Fig 6.7- Longitudnal Weight transfer During Braking

Fig 6.8- Cornering force

Fig 6.9- Camber calculation

Fig 6.10-Tire axis system

Fig 6.11- Spring Deflection due to load applied:

Fig 6.12- King pin inclination

Fig 6.13- Geometry of front suspension

Fig 6.14-Geometry of front suspension(angle calculation)