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range the torque produced by the engine is almostconstant (from engine characteristics graph; fig e1).Thus, for
better economy, the range of speed in eachgear, for the driving tires of O.D. 28 inches; operating inreverse
orientation is:
First
- 6.7 to 9 km/hr
Second
- 11 to 14 km/hr
Third
- 18 to 24 km/hr
Forth
- 29 to 37 km/hr
Reverse
- 12 to 15 km/hr
Apart from this, for mounting the engine we are going to
use neoprene rubber mountings.
TIRES
Selecting the tires is one of the most important things asthe whole vehicle is in contact with the road on these
4points or rather patches. Also for designing an all terrainvehicle tires form the most important part. They shouldbe
such that they are able to provide enough traction onall kind of surfaces so as to transmit the torque availableat the
wheels without causing slipping.
LAST YEAR:
Front and rear same tires
Outer diameter of tire – 24 inch
Outer diameter of rim – 12 inch
Tread width – 6 inch
Aspect ratio - 1
 Number of plies – 6
Tread design – mud cutting
Side with – 210 mm
THIS YEAR:
FRONT
Outer diameter of tire – 24 inch
Outer diameter of rim – 12 inch
Tread width – 8 inch
Aspect ratio - 1
Number of plies – 6
Side with – 198 mm
REAR
Outer diameter of tire – 28 inch
Outer diameter of rim – 12 inch
Tread width – 10 inch
Aspect ratio - 1
Number of plies – 6
Side with – 231 mm
Shown in fig t1
One of the most important parameter for the selection ofthe outer diameter of the tires in rear was the
maximumspeed of the vehicle. The relation between outerdiameter of the tires and the vehicle speed is as
givenbelow:
Velocity on road = Angular velocity × (Outer radius
of tire ÷ gear ratio)
For the reverse orientation of the transmission systemand maximum speed of the vehicle as 45 km/hr radiuscomes
out to be 28 inches. Apart from outer radius ofthe tire, other factors for the selection of tires includetread width,
tread design, side wall width, load handlingcapacity, number of plies and treads on side wall etcwhich define the
traction ability, tire resistance to wearand puncture and performance of the tire on variousterrains.
ADVANTAGES:
1.Built with a 6 ply rating and a reinforced casingmakes these one of the most puncture resistanttires in the market
today.
2.Large shoulder knobs wrap down the sidewall toprovide excellent side to pull out of the ruts withoutcausing sidewall
failure.
3.The deep tread and open wing design provides
excellent clean-out with each lug and an improved
traction.
4.Special natural compound delivers added traction.
5.Smaller tires in front results in a smaller magnitudeof moment on the wishbones due to corneringforces during
steering.
6.Use of the larger outer diameter tire at the rearhelps to provide good ground clearance and also 10inch treads provides
good traction to the powerwheels.
BRAKES
The criterion for designing the brakes stated as per therule book is that all the four wheels should
locksimultaneously as the brake pedal is pressed.
LAST YEAR‘S BRAKING SYSTEM:
Front
Disc brake of Maruti800 (91 mm)
Rear
 Drum brake of APE (180×30mm)
THIS YEAR:

In the last years vehicle we found that the braking forcewas not enough to lock all the four wheels simultaneously
For designing the braking system this year, wecalculated the weight of our vehicle in static condition aswell as in
dynamic condition as per the deceleration (0.6g) and stopping distance. In static condition it is around60kg on each
front tire and 110kg each on the rear tire.But in dynamic conditions, we consider weight to be85kg on each tire, the
front and the rear. We havecalculated the dynamic weight using the formulae asgiven below:
Front axle dynamic load
= w1 + (÷ g) ×W× (H ÷ L)
α
Rear axle dynamic load
= w2 – (÷ g) ×W× (H ÷ L)
α
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 center of the gravity.
L= Length of the wheel base.
Deceleration of the vehicle is.
α
We planned to use disc brake in front and drum brakes
in rear. Initially we thought of using disc brakes for all
four wheels but disc with parking brakes have higher
cost and we found it necessary to use the parking
brakes to increase the all terrain capabilities of the
vehicle.
Some formulas that we used for designing our brakes:
T (disc) + T (drum) = m × f ×R

T (disc) = µ×R1× (P × A) ×2

T (drum) = (P × A) × Brake factor×R2

Where,
T(disc) = Frictional torque on the disc
T(drum) = Frictional torque on the drum
f = deceleration
m = mass of vehicle
R = radius of tires
P = Pressure applied by the TMC.
µ= Coefficient of friction
R1=Radius of the disc
A= Area of the caliper for disc brake and wheel cylinder
for the drum brake.
Using these formulae, we have done our calculation andselected our brakes. Some of calculations are shown inthe
table:
F kg
Pr
D1
D2 D3 R1 R2R3R4
1 20
2.5
16.2
5
50 30 91 90 12” 14”
2 20
5
22.9
6
50 30 91 90 12” 14”
3 20
3
17.7
8
50 30 91 90 12” 14”
4 15
5
19.8
8
50 30 91 90 12” 14”
5 26.9
3
3
20.6
4
50 30 91 90 12
”
14”
Where the parameters shown above are as under:
F=Pedal force required for braking (kg)
Pr = Pedal ratio
 D1=Diameter of the TMC (mm)
D2=Diameter of caliper cylinder for the disc (mm)
D3=Diameter of the wheel cylinder for the drum (mm)
R1= Radius of the disc (mm)
R2=Radius of the drum (mm)
R3=Outer radius of the front tires (inch)
R4=Outer radius of the rear tires (inch)
The above highlighted specifications have been
selected for our vehicle. These are the standard
specifications of Maruti Zen’s braking system with
vacuum booster. We selected these as per our design
of the braking system for 5.9 m/s^2 deceleration. The
pedal force would decrease further by a factor 3 due to
the use of booster. So the force on pedal would be 9 kg
approx.
COMPARISON WITH PREVIOUS YEAR
BRAKES:
1.The friction material is semi-metallic which has
got better frictional properties. So we have a
higher coefficient of friction
2.Vacuum booster is used for giving the better
comfort in applying the paddle force.
3.Use of X-type brake fluid lining which will give
us better response and has a higher reliability.
4.Ventilated disc for higher heat dissipation rather
than a single disc.
ADVANTAGES
1.Standardization of parts is there. Thus reliability
is there.
2.The cost of standard parts is lower.

3.Ergonomically, the use of booster would get thepedal force to a lower value. Thus facilitating thedriver.
4.Friction material is in the disc and drum is ofsemi-metallic which has very good frictionalproperty.
STEERING SYSTEM
LAST YEAR:
•
Reticulating ball type, pitman arm
•
4 tie rods used
•
Steering ratio 19.53:1
•
Turning radius - 9 feet
•
IBJ to IBJ - 50 mm
•
OBJ to OBJ - 1090 mm
•
Column inclination from horizontal - 40 degree
•
One flexible coupling is used in column
•
One universal joint was used.
•
 Two pivots were used as shown in fig above
THIS YEAR:
•
Reticulating ball type (ZF steering)
•
Turning radius – 9 feet
•
Gear ratio - 19:1
•
Steering ratio – 17:1
While designing the steering system the constraints thatwe possessed were centre alignment of steeringsystem,
track width, human effort at the steering wheeland the desired response of the steering system.
Apart from deciding the steering ratio we have not beenable to design the linkages, tie rods etc as presently wedo
not have the gear box of steering.
The formulae used for steering calculations are:

C^2 = X^2 + Y^2

X = c sin (p) + (a+ b sin (q) – a cos (q))

Y = b cos (q) + a sin (q) - R

Where,
C – length of tie rod
X, Y – lengths as shown in fig s1
p, q – angles as shown in fig s1
a – length of steering knuckle from center of tire
b – perpendicular distance of steering knuckle from
pivot point as shown in fig s1
We stick to reticulating ball type steering as we had a
good experience using it in last year vehicle in terms of
response. The only problem lying with it is its higher
weight than rack and pinion type steering.
ADVANTAGES
1.It has an advantage that being worm type, onlydriver effort would be transmitted to the wheels. Butunlike rack and
pinion, the wheels reactiongenerated from the track would not be transferred tothe driver.
2.Reticulating ball type steering has lower wear and
tear as compared to rack and pinion steering.
3.It can withstand 25000 cycles at the constant load of
250N/m, at the pitman arm speed of 20 to 25 RPM.
Further, apart from keeping the steering ratio to be 17:1.Our main concern in the design of the steeringmechanism,
using reticulating type steering, is to reducethe weight of the mechanism and to incorporate asminimum joints as
possible which would help to reducethe human force required to steer the vehicle.
SUSPENSIONS
Suspensions act to provide cushioning action to thedriver by absorbing the shocks from the road and alsohelp the
tires to maintain good traction.
Last year
Front - Mac Pherson strut
Rear – Mac Pherson strut and rubber bumpers
Last year, the problem with out suspensions was thatthey were too stiff. So the movement of springs was toosmall
ride was not comfortable.
This Year–
Unequal wishbone suspension in both front and rear
Reason:
 •
Wishbone suspension give more movement of thetires and hence the vehicle for the same movementof the spring.
•
Independent suspension.
•
In double wishbone suspension, force is distributedat 5 points on the roll cage unlike at only one pointin Mac
Pherson strut.
•
It can be slightly adjusted for different parameters of
suspension tuning like camber angle, ground

clearance at the time of testing and then finalized(proper adjustments are made at the time offabrication).
Design of suspension system should be such that it is
able to sustain the worst of the conditions.
For example, in the case when the vehicle is falling onground after jumping from a speed breaker, just the
twowheels support the vehicle as it lands on the ground.But if we design our springs according to this situation,our
spring will be a lot stiffer and hence the ride will notbe comfortable. Also if we choose stiffer springs, theywould not
 be able to facilitate tire traction. On the otherhand softer spring mean that a larger spring travelshould be more
otherwise they would reach to their solidlength. Hence the suspension system would fail.
This criterion can be fulfilled by the 2 alternatives:
1.By putting a spring of gradually changing pitch and
hence stiffness. This is the best method to

encounter this problem but we could not find avendor who could manufacture for us acontinuously varying spring.
2.By putting a very long soft spring which has enoughuncompressed length left so that it would remain inits working
range without reaching its failure limit.

This method was used by one of the team lastyear. But the main problem is that the springmight buckle. Even with

a damper, the spring-damper system might buckle. We might be ableto solve the problem using guides but this

ismaking the system unnecessarily complex.

3.By putting a system of compound spring (in parallel)in which only one spring is acting in normalconditions and a stiffer
spring starts to work onlyafter reaching a certain amount of load. This is the
method that we will follow because:
•
It can be said to be equivalent to the first
system.
•

The range of travel is small as compared tothe previous two methods and hence ourdamper buckling problem is

also solved toan extent.

Spring Design started with some arbitrary parameters
within the constraints
Constraints: Weight, ground clearance required and
space limitations
Weight of the last 472
year’s vehicle
Estimated weight of
this year’s vehicle
270 kg approx.

Driver with accessories90 kg approx.

Total weight with driver360 kg approx.

Unsprung mass
75 kg approx.
Sprung mass
300 kg (at max. with driver)
The spring design is to be for the total weight of around
300 kg now.
Since the major components of the sprung mass(interms of weight) like engine, transmission, driver etc….are at the
back only, the weight distribution is taken as50 kg on each suspension in the front and 100 kg oneach suspension
at the back. Also, this was theapproximate ratio of distribution of the vehicle weight oflast year vehicles.
FRONT SUSPENSIONS
The spring damper would be placed at the centre of the
lower wishbone.
Taking ground clearance to be around 8 inches andload of 50 kg on each tire. Thus static load on eachspring would
be 100 kg as spring is mounted at the
centre of the wishbone

Length of spring = 300 mm

Total length (spring + damper) = 430 mm

Wire diameter (d) = 9mm

Mean coil diameter (D) = 70 mm

Allowed travel of the spring = 160 mm

Maximum travel of the spring = 192 mm

Spring stiffness (K) = 20 N/mm

Pitch = 25 mm

No of active turns = 10

Total no of turns = 12

Springs are squared and grounded

Initial compression (after driver is seated) = 50mm

Thus springs can take up a load of 220 kg apart from
the weight of vehicle and driver
The dimensions and assembly of front suspensions is
as shown in fig sus1
REAR SUSPENSION
Here also the constraints were ground clearance 8inches, vehicle weight 110 kg on each tire andmovement of
transmission shaft as shown in fig sus2;full angle being 15 degree, full jounce 3 degree and fullrebound 12 degree
In here, we keep the mounting point of the spring on theupper wishbone and at its end. The rear suspensionsystem
is as shown in fig sus3.
For the smaller half drive shaft, the distance betweenspring mounting point and shaft hinge point is 12
inchapproximately. Thus, for 15 degree spring movement is80 mm as calculated by the formulae:
LENGTH OF ARC = RADIUS * ANGLE SUBTENDED
So for 1 degree movement of shaft deflection of spring

is 5.3 mm

Now,
Length of spring = 230 mm

Total length (spring + damper) = 490 mm

Wire diameter (d) =11.1 mm

Mean coil diameter (D) = 80 mm

Allowed travel of the spring = 72 mm

Maximum travel of the spring = 96.8 mm

Spring stiffness (K) = 30 N/mm

Pitch = 19 mm

No of active turns = 10

Total no of turns = 12

Springs are squared and grounded

Initial compression (after driver is seated) = 33.3mm

From initial compression we conclude that the
movement of shaft required is 6.3 degrees
Further, if one of the rear tire falls in a ditch, their will beload on the spring. Assuming tire and brake
assemblyweight to be 20 kg, deflection of spring required is 6.7mm or in terms of shaft movement we can say that
1.5degree of shaft movement would be sufficient forallowing the movement of tire if it encounters a ditch.
Hence under static but loaded conditions, position ofshaft below the horizontal level is 4.5 degree (12-7.5degree).
Now, the allowed movement of shaft under dynamicconditions is 7.5 degree or we can allow springmovement of 39
mm. Thus, the rear suspension canaccommodate an additional load of 117 kg.
ROLL CAGE AND MATERIALS
The kind of body we are required to manufacture is aunitized body. The roll cage is of utmost importance forus as it
would be the one which would provide safety tothe driver, mounting points for various systems andeven
ergonomics and looks to the vehicle.
It should be strong enough to bear the laden load andshould be designed against impact load that it
mightencounter. The failure criterion for the roll cage is yielding.
Our design of the roll cage started with ergonomic anddriver comfort study. We also studied the rules andsafety
instructions as per Baja SAE INDIA 2009rulebook. This was followed by study of compatibility ofvarious other
systems with the roll cage, as thesesystems were developed in the process. Based onthese, we designed a layout
which was modified againand again to take the present shape as shown in fig r1.Adjacent to fig r1 we also have the
roll cage of last yearvehicle as fig r2. The software used by us is Pro-E for 3-D modeling and design and Auto-CAD
for 2-D drafting.
Initially I assumed the ratio of total height of driver tolength of driver below waist as 1.65 (considering myselfas
standard) and designed a roll cage model for aperson of height 6 feet 3 inches. Then slowly as theother systems of
the vehicle were developed, the rollcage design got modified.

Dimensions of the roll cage are see (fig r3):

Length – 2300 mm

Width – Max
- 870 mm
At front end
- 540 mm
At rear end
- 720 mm
Height – 1440 mm

The FEM analysis of the roll cage is still pending and

would be included in the final design report.
The material that we are going to use is mild steel, IS:1239 (part 1):2004. The material has chemicalcomposition as:
CARBONMANGANES
E
SULPHUR PHOSPHORUS
0.2
1.30
0.040
0.040
The pipe we are using is of electric resistance welded

type, heavy duty pipe with the following specifications:

Bore – 20 mm

Wall thickness – 3.2 mm

Outer diameter - 26.5 to 27.3 mm

Weight per meter – 1.87 kg

Yield strength – 480 N/mm^2 (as per UTM test)

As the yield strength is as per UTM test so we assume
working yield strength of 400 N/mm^2
The pipe of above specification has a higher bendingstrength and rigidity than the material specified by therule
book.
For safety of the driver, Ethan foam padding would be
used over the pipes in the adjacent of the driver.
For fabrication of the roll cage, we are going to use
 metal inert gas welding and cold bending techniques.
OTHER MECHANISMS
This section includes all the levers, electricalequipments etc that form an important part of ourvehicle. Apart from
the accessories provided byLombardini, we are going to use
Battery: 12 V, 44 Ah
Kill switches: 2
Odometer, speedometer, fuel indicator, oil pressure
lamp, brake switch, brake lights, reverse alarm
We are going to use a separate reversing lever
We also worked on a gear shifting mechanism which
would be available near the steering wheel
CONCLUSION
As discussed earlier, our approach is to design for theworst and still optimize so that we avoid over designing.This
would help us to reduce the cost.
The approach that we followed is iterative in nature andprocesses like reverse engineering are adopted in orderto
select various systems from the ones, existing in themarket. This step would ensure standardization andreliability
would follow as a by part.
Our top priority would always be the safety of the driverand working in this direction, we will strive to addaesthetic
value and a sense of ergonomics to the vehicle.
ACKNOWLEDGMENTS
The design process is not a single handed effort and soit is my team, whom I wanted to thank for standing withme
under all circumstances. I would also like to expressmy gratitude towards our Mechanical department andon the
whole towards the college for supporting us andbelieving in us. SAE has provided us with an excellentplatform for
learning and showcasing real life projects.While working on the project, it was really heartening tosee that the
people from industry were willing to help usand they provided us with their precious time.
CONTACT
Raman Sarin
Mechanical Engineering student
Institute of Technology and Management, Gurgaon
Email I.D. –rama n .sarin @ya h o o .co .in
Address - #1178, Sector 18-C, Chandigarh

Baja Sae India Design Report

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