TTT3 INSITUTE OF TECHNOLOGY AND MANAGEMENT SAE BAJA ASIA 2010

Baja 2010 Design Report

Copyright 2009 SAE International

ABSTRACT
The objectives of the Baja competition are to design, simulate and manufacture a fun to drive, versatile, safe, durable, and high performance off road vehicle. Team members must ensure that the vehicle satisfies the limits of set rules

2. Weight 270 kg 3. Ground clearance 20 cm or 8 inch 4. Track width 160 cm or 64 inch approx 5. Wheel base 130 cm or 52 inch approx 6. Braking distance 1400 cm

design, simulate and manufacture a fun to drive, versatile, safe, durable, and high performance off road vehicle. Team members must ensure that the vehicle satisfies the limits of set rules For designing, analysis and optimization of the vehicle components various software like CATIA (design and analysis), ANSYS (analysis and simulation), Optimum K (suspension design), Suspension Analyzer (for suspension analysis), ADAMS (vehicle dynamics), LOTUS (steering and suspension design) are available

7. Turning radius 240 cm or 96 inch Further, as designing is based on prevention of failure so let me define the condition of failure of each system of our vehicle. For roll cage, failure is yielding as this would change the distance between various parts and thus their working is affected. It should be rigid and the mountings should be able to bear its load. For brakes, failure is their inability to lock all the four tires simultaneously. For tires, it is failure to transmit the required torque maintaining the traction with the track surface. For suspensions, 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. For transmission there is less scope of failure but failure is if any part is not able to transmit the required torque or also if torque provided in the first gear is unable to drive the vehicle from a halt. For steering, failure is defined in terms of effort applied by the driver and ability of the various components to facilitate the function of steering. Failure of various other mechanisms like pedals, levers, electrical components occurs if they are not able to fulfill their desired function.

INTRODUCTION
Baja is an international collegiate design competition sponsored by the Society of Automotive Engineers (SAE). India that attracts engineering student teams from all over the Asia. Each teams goal is to design, build, test, promote, and compete with a prototype of a single seat off-road vehicle intended for production and eventual sale to the non-professional weekend racer. The main objective of the competition is to subject students to real-world engineering design projects and their associated challenges. The Techie Tyros 2010 Baja team consists of 25 undergraduate students in Automotive and Mechanical Engineering. This year, it was decided to create an entirely new vehicle to compete in the Asia SAE competition held in Indore, India. The design targets of our vehicle for Baja 10 are as follows: 1. Maximum speed 60 km/hr

Hence, our designing process targets on the above lying facts to ensure the proper working of our vehicle and the design of each of these components is further detailed in the following report.

To find the speed of the vehicle corresponding to different gear ratios, the formulae used is Velocity on road = 2NR60 (1000G) Km/hr Where, G=gear ratio N=revolutions per minute R=outer radius of the tire in meters. Some of our calculations for normal orientation are as follows: Normal orientation

MAIN SECTION ENGINE AND TRANSMISSION

A quick look at the engine: Power - 8 kW at 4400 rpm Max Torque 19 Nm at 3000 rpm About gear box, we have 4 forward and 1 reverse gear box with built in differential and universal joint.

Final Gear Ratios

Speed (km/hr)

Speed (km/hr) D=22 inch D=24 inch 16 27 44 68 9

First As engine was given to us. Thus we had a little choice while working on engine. Configuration of our vehicle would be rear engine rear wheel drive. We decided to keep the maximum speed of the vehicle at 60 km/hr as the vehicle is not about larger speed but greater torque and stability. For attaining this speed, the only thing we can vary was the outer diameter of the driving tire. For 60 km/hr O.D. of the tire came out to be 37 inch. This diameter is not practical feasible for our engine and transmission system . Hence in order to counter this problem options available were: 1. Manipulation of power transmission outside the gear box using gears, sprockets and chain. 2. Engaging the reverse gear lever while driving in all the forward gears and using the first gear in forward as reverse gear. 3. Using the conditions. transmission system in normal Second Third Forth Reverse

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

0.65D 1.109D 1.82D 2.82D 0.38D

14 24 40 60 10

Reverse orientation Final Gear Ratios Speed (km/hr) Speed (km/hr) D=22 inch 0.38D 0.63D 1.04D 1.61D 0.65D 8 14 23 35 14 D=24 inch 9 15 25 39 16 D=28 inch 11 18 29 45 19

First Second Third Forth Reverse

55.08:1 32.75:1 19.96:1 12.87:1 31.45

We decided to work on the latter option and so did reverse engineering process trying to find if the gears would be able to transmit the increased torque. Also following this method, 1. We were able to check the weight 2. Reduce the cost of the vehicle as we avoided the use of additional gears, sprockets and chains. 3. We used standard parts, thus increased the reliability of the transmission system.

Hence for maximum speed of 60 km/hr, we selected tires of 22 inch outer diameter. Further, for better economy, we assume engine rpm to be ranging from 2750 to 3250 as maximum torque produced by the engine is at 3000 rpm. In between this range the torque produced by the engine is almost constant (from engine characteristics graph; fig e1). Thus, for better economy, the range of speed in each

gear, for the driving tires of O.D. 22 inches; operating in normal forward orientation is: First Second Third Forth Reverse - 10 to 12 km/hr - 15 to 18 km/hr - 25 to 33 km/hr - 40 to 51 km/hr - 8 to 11 km/hr

Aspect ratio 0.58 Number of plies 6

One of the most important parameter for the selection of the outer diameter of the tires in rear was the maximum speed of the vehicle. The relation between outer diameter of the tires and the vehicle speed is as given below: Velocity on road = Angular velocity (Outer radius of tire gear ratio) For the normal orientation of the transmission system and maximum speed of the vehicle as 60 km/hr radius comes out to be 11 inches. Apart from outer radius of the tire, other factors for the selection of tires include tread width, tread design, side wall width, load handling capacity, number of plies and treads on side wall etc which define the traction ability, tire resistance to wear and puncture and performance of the tire on various terrains.

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 as the whole vehicle is in contact with the road on these 4 points or rather patches. Also for designing an all terrain vehicle tires form the most important part. They should be such that they are able to provide enough traction on all kind of surfaces so as to transmit the torque available at the wheels without causing slipping.

FRONT ADVANTAGES:
1. Built with a 6 ply rating and a reinforced casing makes these one of the most puncture resistant tires in the market today. 2. Large shoulder knobs wrap down the sidewall to provide excellent side to pull out of the ruts without causing 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 magnitude of moment on the wishbones due to cornering forces during steering. 6. Use of the larger outer diameter tire at the rear helps to provide good ground clearance and also 10 inch treads provides good traction to the power wheels.

Outer diameter of tire 21 inch Outer diameter of rim 10 inch Tread width 11 inch Aspect ratio 0.68 Number of plies 6

REAR

BRAKES
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. For designing the braking system this year, we calculated the weight of our vehicle in static condition as well as in dynamic condition as per the deceleration (0.6 g) and stopping distance. In static condition it is around

Outer diameter of tire 22 inch Outer diameter of rim 10 inch Tread width 6 inch

60kg on each front tire and 110kg each on the rear tire. But in dynamic conditions, we consider weight to be 85kg on each tire, the front and the rear. We have calculated the dynamic weight using the formulae as given below: Front axle dynamic load = w1 + ( g) W (H L) Rear axle dynamic load = w2 ( 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 center of the gravity. L= Length of the wheel base. Deceleration of the vehicle is . We planned to use disc brake in all four wheels. Initially we thought of using disc brake in front and drum brakes in rear but problem with drum brake is of locking .For achieving the condition for locking at once on the application of brake paddle, it is preferred to use disc in all four wheels. Some formulas that we used for designing our brakes: T (disc) = W1 (f g) R1 + W2 (f g) R2 T (disc) = R (P A) 2No. of disc Brake Where, T (disc) = Frictional torque on the disc f = deceleration W = weight of the body R = Effective radius of disc R1= Radius of front tire R2= Radius of rear tire P = Pressure applied by the TMC. = Coefficient of friction R=Radius of the disc A= Area of the caliper for disc brake P= Pressure applied by the master cylinder. Using these formulae, we have done our calculation and selected our brakes. Some of calculations are shown in the table: F kg 1 3.0 2 2.5 3.21 3.86 Pr D1 mm 16.25 16.25 D2 mm 16 16 R inch 98 98 R1 inch 10.5 10.5 R2 inch 11 11

3 3.0 4 3.8 5 3.2 6 3.0 7 3.2

3.84 3 3.58 4.44 3

17.78 17.78 17.78 19.05 16.25

16 16 16 16 16

98 98 98 98 98

10.5 10.5 10.5 10.5 10.5

11 11 11 11 11

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) R = Effective radius of the disc R1=Outer radius of the front tires (inch) R2=Outer radius of the rear tires (inch) The above highlighted specifications have been selected for our vehicle. We selected these as per our design of the braking system for 5.9 m/s^2 deceleration.

STEERING SYSTEM
central rack and pinion. Turning radius 9.5 feet. No. of teeth on the Rack bar =36 Length of rack = 144mm The ratio of the rack and pinion = 12:1 The axial pitch of the Rack bar = 6 mm Steering ratio 12.78:1 No. of universal joints in column = 2 Column inclination from horizontal- 45 degree Removable steering wheel assembly for the ease of driver exit in time specified as per the rulebook. No. of the tie rods = 2.

While designing the steering system the constraints that we possessed were centre alignment of steering system, track width, human effort at the steering wheel and the desired response of the steering system. Apart from deciding the steering ratio we have not been able to design the linkages, tie rods etc as presently we do 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

clearance at the time of testing and then finalized (proper adjustments are made at the time of fabrication). 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 on ground after jumping from a speed breaker, just the two wheels 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 not be comfortable. Also if we choose stiffer springs, they would not be able to facilitate tire traction. On the other hand softer spring mean that a larger spring travel should be more otherwise they would reach to their solid length. 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 a vendor who could manufacture for us a continuously varying spring. 2. By putting a very long soft spring which has enough uncompressed length left so that it would remain in its working range without reaching its failure limit. This method was used by one of the team last year. But the main problem is that the spring might buckle. Even with a damper, the springdamper system might buckle. We might be able to solve the problem using guides but this is making the system unnecessarily complex. 3. By putting a system of compound spring (in parallel) in which only one spring is acting in normal conditions and a stiffer spring starts to work only after 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 to the previous two methods and hence our damper buckling problem is also solved to an extent.

ADVANTAGES
1. Re-circulating ball steering has a lot of linkage results in large friction and hence increases the steering effort. But there is no such type of linkage arrangement in the case of rack and pinion system. 2. Rack and pinion is lighter than the re-circulating ball type steering gear. Hence this removes the unnecessary weight of the vehicle. 3. Rack and pinion gives sharper response as compared to the re-circulating type steering. 4. The ratio of the rack and pinion is 12:1 this equals 1.5 turns of the wheel is complete distance of rack travel "lock to lock .

SUSPENSIONS
Suspensions act to provide cushioning action to the driver by absorbing the shocks from the road and also help the tires to maintain good traction. This year we are going to use Unequal wishbone suspension in both front and rear Reason: Wishbone suspension give more movement of the tires and hence the vehicle for the same movement of the spring. Independent suspension. In double wishbone suspension, force is distributed at 5 points on the roll cage unlike at only one point in Mac Pherson strut. It can be slightly adjusted for different parameters of suspension tuning like camber angle, ground

Spring Design started with some arbitrary parameters within the constraints Constraints: Weight, ground clearance required and space limitations Estimated weight of 250 kg approx.

this years vehicle Driver with accessories Total weight with driver Unsprung mass Sprung mass 90 kg approx. 340 kg approx.

Thus springs can take up a load of 220 kg apart from the weight of vehicle and driver

REAR SUSPENSION
75 kg approx. 265 kg (at max. with driver) Here also the constraints were ground clearance 8 inches, vehicle weight 110 kg on each tire and movement of transmission shaft as shown in fig sus2; full angle being 15 degree, full jounce 3 degree and full rebound 12 degree In here, we keep the mounting point of the spring on the upper wishbone and at its end. The rear suspension system is as shown in fig sus3. For the smaller half drive shaft, the distance between spring mounting point and shaft hinge point is 12 inch approximately. Thus, for 15 degree spring movement is 80 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 Length of spring = 250 mm Mean coil diameter (D) = 80 mm Total length (spring + damper) = 360 mm Allowed travel of the spring = 72 mm Wire diameter (d) = 7mm Maximum travel of the spring = 96.8 mm Mean coil diameter (D) = 50 mm Spring stiffness (K) = 30 N/mm Allowed travel of the spring = 250 mm Pitch = 19 mm Maximum travel of the spring = 320 mm No of active turns = 10 Spring stiffness (K) = 10 N/mm Total no of turns = 12 Pitch = 26 mm Springs are squared and grounded No of active turns = 20 Initial compression (after driver is seated) = 33.3mm Total no of turns = 22 Springs are squared and grounded Initial compression (after driver is seated) = 50mm From initial compression we conclude movement of shaft required is 6.3 degrees that the

Now according to design 40% of the total weight will be distributed at the front portion and the remaining 60% of the weight will be at the back or rear end as the major components of the total mass(in terms of weight) like engine, transmission, driver etc. are at the back only. From the above estimated weight we find that weight distribution at one side of front end will be approximately 70 kg and at one side of rear end will be approximately 105 kg. so, all the calculations will be done taking this weight distribution only.

FRONT SUSPENSIONS
The spring damper would be placed at the centre of the lower wishbone. Taking ground clearance to be around 8 inches and load of 70 kg on each tire. Thus static load on each spring would be 140 kg as spring is mounted at the centre of the wishbone

Further, if one of the rear tire falls in a ditch, their will be load on the spring. Assuming tire and brake assembly

weight to be 20 kg, deflection of spring required is 6.7 mm or in terms of shaft movement we can say that 1.5 degree of shaft movement would be sufficient for allowing the movement of tire if it encounters a ditch. Hence under static but loaded conditions, position of shaft below the horizontal level is 4.5 degree (12-7.5 degree). Now, the allowed movement of shaft under dynamic conditions is 7.5 degree or we can allow spring movement of 39 mm. Thus, the rear suspension can accommodate an additional load of 117 kg. Two inboard mounted pivot joints were used to mount each wishbone to the chassis. Pivot joints are stronger than rod end bearings, and thus, are more reliable in high impact bending load situations, as experienced by the front suspension of a Baja vehicle. Threaded ball joints were used at the uprights to facilitate static camber adjustment and increase strength. The tube which we are going to use in wish bone is 1OD x 0.065 4130

REAR SUSPENSION
TAKING C SHAPE WISH BONE SPECIFICATIONS ARE:1) LENGTH OF WISH BONE WITHOUT THE ROSE AND BALL END JOINTS = 200 MM 2) LENGTH OF WISH BONE WITH ROSE AND BALL END JOINTS = 250 MM 3) WIDTH OF WISHBONE = 270 MM 4) LENGTH OF ARM OF WISH BONE = 260 MM

DETERMINING SPECIFICATION OF WISH BONES FRONT SUSPENSION

TAKING A SHAPE WISH BONES SPECIFICATIONS ARE:1) LENGTH OF WISH BONE WITHOUT THE ROSE AND BALL END JOINTS = 252 MM 2) LENGTH OF WISH BONE WITH ROSE AND BALL END JOINTS = 312 MM 3) WIDTH OF WISHBONE = 275 MM 4) LENGTH OF ARM OF WISH BONE = 285 MM

ROLL CAGE AND MATERIALS

The kind of body we are required to manufacture is a unitized body. The roll cage is of utmost importance for us as it would be the one which would provide safety to the driver, mounting points for various systems and even ergonomics and looks to the vehicle. It should be strong enough to bear the laden load and should be designed against impact load that it might encounter. The failure criterion for the roll cage is yielding. Our design of the roll cage started with ergonomic and driver comfort study. We also studied the rules and safety instructions as per Baja SAE INDIA 2010 rulebook. This was followed by study of compatibility of various other systems with the roll cage, as these systems were developed in the process. Based on these, we designed a layout which was modified again

and again to take the present shape as shown in fig . The software used by us is Pro-E and anys for 3-D modeling and analysis Initially I assumed the ratio of total height of driver to length of driver below waist as 1.65 (considering myself as standard) and designed a roll cage model for a person of height 6 feet 3 inches. Then slowly as the other systems of the vehicle were developed, the roll cage design got modified. Dimensions of the roll cage are see :

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. In software, the frame was built out and a load was applied at the front shock mounts. Through this configuration, the stiffness of the frame was calculated to be2175 ft-lbs/deg. The graphical results in PRO-E for stiffness can be seen in Figure X.

Length 1900 mm Width Max At front end At rear end Height 1300mm - 1000 mm - 450 mm - 550 mm

Figure X: Torsional Stiffness results in Ideas software, red is max positive displacement, blue is max negative displacement

CONCLUSION
As discussed earlier, our approach is to design for the worst 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 and processes like reverse engineering are adopted in order to select various systems from the ones, existing in the market. This step would ensure standardization and reliability would follow as a by part. Our top priority would always be the safety of the driver and working in this direction, we will strive to add aesthetic value and a sense of ergonomics to the vehicle.

The material that we are going to use is mild steel, AISI 4130 The material has chemical composition as: CARBON 0.32 MANGANESE 0.50 SULPHUR 0.25 Cr 1.00

The pipe we are using is of electric resistance welded type with the following specifications: Wall thickness 2.04 mm Outer diameter 25 to 26 mm Weight per meter 1.87 kg Yield strength 560.5 N/mm2 The pipe of above specification has a higher bending strength and rigidity than the material specified by the rule book.

ACKNOWLEDGMENTS
The design process is not a single handed effort and so it is my team, whom I wanted to thank for standing with me under all circumstances. I would also like to express my gratitude towards our Mechanical department and on the whole towards the college for supporting us and believing in us. SAE has provided us with an excellent platform for learning and showcasing real life projects. While working on the project, it was really heartening to

see that the people from industry were willing to help us and they provided us with their precious time.

Institute of Technology and Management, Gurgaon Web site www.thetechietyros.com Email I.D. vrthetechietyros@yahoo.co.in

CONTACT
The techie tyros