CAR No.

108
DESIGN REPORT FOR BAJA SAEINDIA 2018
SWAMI KESHVANAND INSTITUTE OF TECHNOLOGY, MANAGEMENT & TECHNOLOGY, JAIPUR (RAJASTHAN)- 302017
XCELERATORS
Copyright @ 2018 BAJA SAEINDIA
Abstract: Rear
H-arm with Camber Link
Suspension
The design report emphasizes on summing up the Shock
Pneumatic Fox Suspension
design procedures adopted and design factors Absorbers
accounted, to design an all-terrain vehicle for Brakes Hydraulic Disc Brake
participating in Enduro Student India (ESI-2018). Steering Type Rack and Pinion
The ATV is designed to bear the rugged operating
conditions without failing or compromising with
its structural integrity. Roll Cage:

Introduction: Objective
The main aim while designing the roll cage was to
The report contains design procedure of various reduce the weight and make size compact. The roll
assemblies and sub-assemblies of an all-terrain cage is designed to protect driver under worst
vehicle which will serve the purpose of providing condition and to get the best possible vehicle
easy mobility to the driver in various off road performance. The weight, stability, steering
conditions such as uneven troughs, unpaved performance, cornering stability and roll gradient,
roads, bumps due to stones & pebbles etc. etc. has been improved and results have been
measured best of roll cage design.
The finalization of design was done considering
vehicle reliability, serviceability, performance Material Selection
figures, manufacturability, cost etc. within Various Steel grades were considered and
rulebook constraints. Safety was an important analysed according to the parameters mentioned
factor considered for designing each component in table.
and assembly. Aesthetics and ergonomics of
vehicle were given utmost importance. The Table 2: Material Selection Matrix
technical specifications of the vehicle are as Ultimate
Steel tensile Elongation Cost
follows:
Grade Strength (%) (Rs/ft.)
Table 1: Technical Specifications (MPa)
Engine type 4-stroke, Gasoline, OHV AISI 1018 440 15.0 95
AISI 1020 450 15.2 110
Displacement 305 cc AISI 4140 655 25.7 310
Max Power 10 hp @ 3600 rpm AISI 4130 560 21.5 285

Max Torque 19.7Nm @3600 rpm AISI 4130 is selected because of its high strength
Transmission CVT + Custom forward and enough elongation (%) for bending of pipes.
Type gearbox
Drive train Rear Wheel Drive
Gearbox Constant Mesh Forward
Front
Double Wishbone
Suspension

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 To properly analyse the impact force, we need to
find the deceleration of the vehicle after impact,
Table 3: Material Dimensions which is determined by momentum equation.
Parameters Primary Secondary
member member The maximum impact force (Front Impact) on the
Outer diameter 28.5 mm 25.4 mm roll cage is of 4G and it is calculated as follows:-
Wall thickness 1.6 mm 1.2 mm
Impact force, F = m(∆v/∆t)
Welding Used Where,
Tungsten inert gas welding with filler material Mass of vehicle, m=265 kg
ER70S-2 is used. Impact velocity, ∆v= 15.6 m/s
Impact time, ∆t= 0.40 sec
Finite Element Ananlysis
Finite Element Analysis was done using software
Thus,
ANSYS Workbench 14.5 using Static Structural
Impact force F = 10335 N
Solver.
(Approximately equal to 4g load)

Ergonomics
For optimizing the vehicle’s ergonomics, RULA
analysis was done using CATIA V5R20. The Final
result obtained was 2 under intermittent
conditions. This will make it easy for the driver to
drive the vehicle for longer duration of time even
on the off-road conditions.
Figure 1: Mesh Size Selection Curve

Initially, 1-D analysis was performed which did not

use cross-section of the pipes hence are less
accurate. So, Shell Method i.e. 2-D analysis is used
for FEM.
First the mid-surface of all surfaces is extracted
and meshing was optimized by minimizing
variation in maximum equivalent stress with Figure 2: RULA Analysis
respect to mesh size shown in fig given below.
Suspension System:
Meshing and Analytical Calculations
a) Meshing constraints Objective
As the roll cage was developed by plotting key Designing suspension system for an ATV having
points, lines so, every member of the roll cage is optimized ride quality even at harsh conditions of
considered to be properly constrained at every cornering during an off road manoeuvre.
joint. For boundary conditions of various test(s),
the front and rear suspension mounts are
constrained in the direction of load.

b) Analytical calculation Design consideration

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For an enduring and optimized suspension system, benefit ATV in rough terrain conditions. Force v/s
factors like track width, ride height, mounting travel graph below:
points, roll height, motion ratio and frequency
were included in consideration.

Iteration procedure was implemented while

deciding motion ratio and mounting points of
suspension system. Considering ATV’s past
performance during testing on extreme off-road
conditions, the wheel alignment angles were
selected for desired effects related to handling
and ride quality. The king pin inclination and scrub
radius was selected by standardisation of values
and other packaging factors like track width,
wheel travel, motion ratio etc.

Design Specifications
Double wishbone system is incorporated for front Figure 3: Graph for Evol Chamber
suspension system to provide a durable ATV with
a desired motion ratio along with an advantage of
better steering control in harsh conditions. This
system renders proper camber change along with
easy adjustment of suspension characteristics.

H-Arm with camber link system is incorporated for

rear suspension system to restrict unnecessary toe
and camber change.

Table 4: Specification for Suspension System

Wheel
Front Rear
Alignment
Camber 0˚ 0˚
Caster 6˚ -
-6.36˚ to -
Toe 0˚
5.65˚
King Pin 8˚ - Figure 4: Graph for Main Chamber
Scrub 2.91" -
Camber Table 5: Parameters for Shock Absorbers
-1.45˚ to 0.48˚ 0˚
Change Design
FRONT REAR
Parameters
Shock Absorbers Motion Ratio 0.500 0.55
For varying terrain conditions, varying stiffness is Stiffness(N/m) 93100 159000
the best amidst for various possible parameters Damping Stroke 6” 6”
for a shock absorber. This varying stiffer setup is Ride Rate(N/m) 18620 42088
accompanied by air shockers. Fox float 3 Evol R Frequency(Hz) 2.37 2.85
dampers are unified in suspension system to Wheel travel 12.00” 10.72”

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Design procedure 265kg(including weight of Driver 113kg) and
The design of suspension system was done in the coefficient of friction to be 0.7.Considering static
following way: weight distribution 39% and 61% in front and rear
respectively. Maximum speed would be 45 km/h.
1. Track width and wheel base are decided
according to permissible dimensions. Table 6: Specifications for Brakes
Brake Circuit F/R split
2. Kingpin inclination and scrub radius are decided Tandem Master Cylinder Bore dia. 19.05
in accordance to the standardised data and
Stroke 25.40
geometry.
Brake Caliper Fixed Type Dual
3. Suspension system is decided according to the Piston
improvised persuasion over past experiences. Piston Diameter 30 mm
Brake Fluid DOT 4
4. A-arms and semi trailing arms were designed in
Solid works according to forces exerted upon them Material of Rotor AISI 1040
by dampers and wheels on maximum wheel travel.
Stopping distance (m) 3.04
5. From the designed geometry motion ratio is Deceleration (m/s2) 6.86
calculated . Front Rear
6. According to the sprung and unsprung mass Rotor diameter (mm) 150 180
distribution along with the weight distribution at Caliper Mean braking 60 75
the time of braking and acceleration damper’s pad radius (mm)
stiffness is decided. COF between 0.45
rotor and pad
7. Wheel rate,Roll rate, Ride rate and roll angle are
Dynamic weight transfer 65.04% 34.96%
calculated.
Braking force (N) 2881.37 2477.01
8.Anti squat and anti dive calculations were Braking torque (N-m) 240.11 247.70
carried out to analyse pitch motion. Clamping force (N) 3201.52 2752.23
Pedal force (N) 129.09 110.41
9.After designing, the front and rear suspension Pedal ratio 5:1
system is analysed in simulation softwares. Pedal travel (mm) 67.90
Simulation test shows that geometry designed Static rolling radius (m) 0.286
best fit for the given requirements.
Design Procedure
Braking System:
Braking system was designed in following steps:-
Objective 1. We calculated stopping distance of 3.04m
To apply an adequate force on all four wheels to using the work energy theorem.
lock them simultaneously by converting kinetic 2. Dynamic weight distribution was
energy into heat energy and dissipating it to the calculated by considering gross vehicle
surrounding effectively, at same time minimizing weight, static weight distribution and
the stopping distance when travelling at maximum deceleration.
speed. 3. By using brake calculation we calculated
braking force, braking torque, clamping
Design Consideration force, brake line pressure.
During braking the kinetic energy of the car is 4. Pedal ratio was taken as 5:1 which gave
converted into heat energy through friction in the pedal force and pedal travel.
brakes, and kinetic energy is directly proportional
to mass of vehicle. So, for efficient braking
maximum mass of vehicle is considered to be Designing of Disc
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The rotor was design to dissipate maximum Steering Wheel Diameter 10"
amount of heat to surrounding, can withstand Rack Length 14"
against braking force with minimum deformation. Rack Travel 4"
Material selection of rotor was done in a manner Lock to Lock ¾
so that it had greater strength to weight ratio, Length of Tie Rod 17.75"
higher specific heat, overall heat transfer Total Toe Change 2.65˚
coefficient and convective heat transfer
coefficient.
Design was done in following steps:- Procedure:
1. After doing brake calculation we finalized The designing of Steering System was done in
rotors diameter. following way:
2. Different designs were made and assign
different material to them. 1. The Ackerman Steering Geometry is
3. Structural analysis was done with the help selected because of its tendency to less
of ANSYS 14.5 and design which had wheel slippage and less tire wear.
optimum factor of safety (FOS) and 2. Steering Arm’s length was calculated by
minimum deformation was selected.
accounting factors like weight transfer,
4. After selecting the design Transient
friction and many others.
thermal analysis was done on it and
necessary modification were carried out. 3. The inner and outer wheel angels are
5. Using conservation of energy, theoretical calculated by considering the optimum
temperature rise was calculated and turning radius.
verified by using ANSYS 14.5. 4. Then, the length of tie rod is finalized such
that, it minimizes the bump steer.
Steering System 5. Using the data given from suspension
department, the knuckle is designed and
Objective: CAE is performed on it.
The objective of Steering System is to provide 6. After that, CAE analysis is performed to
directional characteristics and stability to the cross check the theoretical data.
vehicle from driver’s input.
Design concepts:
Considerations: Geometry Selection
To make a sustainable steering system, the In Ackerman Geometry the inner wheel turns
geometry is designed to make the vehicle more than outer wheel such as the centre point of
manoeuvrable according to track under the the arcs of both wheels are at same point which
optimum steering effort. reduces the tire slippage and tire wear.

Table 7: Specifications for Steering System

Steering Geometry Ackerman
Steering Gear Rack and Pinion
Turning Radius 2.1 m
Inner wheel Angle 44.38˚
Outer Wheel Angle 28.55˚
IBJ Distance 117.8 mm
OBJ Distance 622.3 mm
Steering Ratio 6:1
Steering Arm Length 3.68"
Steering Torque 6.22 Nm
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 Power Transmission:

Department Objective:
The objective of power transmission is to obtain
augmented performance figures in terms of
maximum velocity, acceleration, Gradeability etc.
by first stimulating the track conditions and then
designing all the components accordingly by
considering all the dynamic and fluctuating
loading conditions on them.

Design Considerations:
Figure 5: Steering Geometry The brain storming of assembly and design was
done taking the following considerations:-
Length of Steering Arm
1. The assembly must be as light as possible.
By considering the effects of friction, vehicle’s 2. The structural integrity of the vehicle must
dynamic weight transfer, scrub radius, castor trail not be compromised.
and using the concept of moment, the length of 3. The assembly must bear all the static and
Steering Arm is calculated. fluctuating loads acting upon it during
operation.
Wheel Angles
4. Previous year’s design failures must be
To calculate the Wheel angles the turning radius overcome.
was considered and by applying reverse
engineering, the inner and outer wheel angles are Table 8:Specifications for Power Transmission
calculated. Engine Type 4- stroke, Gasoline, OHV
Displacement 305 cc
Length of Tie Rod Max Torque 19.7 N-m
The Bump Steer is caused when the outer ball Max Power 10 hp
joints of tie rod and A-arm intersects the path of
Transmission Type CVT + gearbox
each other. So, the tie rod position and length is
Gearbox Custom forward gearbox
decided from this geometry (Figure 6) such as both
Tires Carlisle 489 C
the ball joints traces a parallel path.
Tire Dimension 23x7-10

Design Procedure:
The design of transmission assembly was done in
the following way:

1. According to the ground clearance

selected and the tread pattern desired, the
selection of tires was done.
2. The overall rpm reduction was calculated
Figure 6: Tie-rod Length Geometry by using the tire size, the maximum
permitted speed and finally, all the losses.

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 3. The CVT was selected according to various and fatigue loads acting on them during
parameters including availability, cost, their operation.
reliability factors and its performance 6. The design was then made using
figures. Then, using the CVT reduction, SOLIDWORKS CAD software and then
gearbox reduction was calculated. validated using ANSYS software.
4. The designing of gearbox (gears, shafts and 7. Gearbox casing was designed for maximum
casing) was done for a reduction of 12.7 as heat dissipation, loading factors, ease of
calculated. maintenance and assembly. Mounting
5. Finalization of CV joints was done on the points on chassis were also decided to
basis of transmission angle and the lateral increase the strength of the assembly.
play required during cornering prevents
shaft detachment. Electronics and Innovations:
6. Engine and gearbox mountings, gearbox Overview:
(gears, shafts and casing) etc. were
There are several innovations made to enhance
designed in SOLIDWORKS CAD software
the efficiency and safety of the vehicle. There are
and their designed F.O.S. under the loading
conditions was reassured using ANSYS three major electronic innovations implemented.
software. It solved few possible failure situations and thus
providing a check on the system.
Gearbox Design:
Table 10: Gearbox Specifications CVT (continuous variable transmission)
Gearbox reduction 12.7 temperature display board:
Gearbox type Constant Mesh The temperature of the CVT rises after continuous
Gear type Spur Gears use, which leads to damage of few inner
No. of gears 4 components of the CVT resulting in performance
No. of shafts 3
degradation. The temperature of CVT will be
First reduction 3.5
shown at the driver information panel. The system
Second reduction 3.6
consists of a K-type thermocouple with Arduino
Gearbox Design Procedure: UNO which can measure to 1200 ⁰C. In certain
1. Calculation of gearbox reduction was condition, if the temperature rises continuously
done. above critical value then the driver can inform in
2. Two stage reduction and center to center the pit to take actions and check the cooling
distance of input and output gears was system of the CVT.
chosen for designing such that it does not
compromise the assembly compactness Gyro Kill Switch:
and weight factors. In an unfortunate case of vehicle roll over, when
3. Proper calculations for gear dimensions, the driver is stuck in the vehicle and unable to kill
module and pressure angle were done to the engine, there is a possibility of hazardous
get satisfactory results of Factor of Safety accidents like fuel tank catching fire or damage in
(F.O.S.) for gear. power train etc.
4. All the dynamic, static loads acting on the
vehicle were considered for calculating Preparing for the worst we have used a digital
gear dimensions. gyroscope (MPU 6050) embedded with a micro
5. Input, output and compound shafts were controlling unit which is connected with the kill
designed considering static, fluctuating switch of the vehicle. If the vehicle rolls over then
gyroscope will read the values and the MCU will
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calculate and act accordingly then give a signal to -Milliken and Milliken, “Race Car Vehicle
a relay which is connected to kill switch thus killing Dynamics”, 1995
the engine in that case only. Possible failure cause -John C. DIxon, “Suspension Geometry”, 2009
of this system is gimbal lock of the gyroscope -Reza N. Jazar, “Vehicle Dynamics- Theory and
which has less possibility though. Application”, 2008
-Thomas D. Gillespie, “Fundamental of Vehicle
Speedometer:
Dynamics”,1992
The vehicle will have a driver information panel
-Caroll Smith, “Tune to Win OCR”, 1978
and will show few data like speed of the vehicle,
Power Transmission
accelerations and RPM of the engine. We are using
-Olav Aaen, “Clutch Tuning Handbook”
an inductive proximity sensor to measure RPM
-http://www.iosrjournals.org/iosr-
which will be calculated by MCU and the result will
jmce/papers/vol11-issue2/Version-
be shown at the driver information panel.
7/G011273541.pdf-
https://community.dur.ac.uk/r.g.bower/index.ht
ml/
-http://forums.bajasae.net/forum/
Steering
-Caroll Smith, “Tune to Win”, 1978
-Milliken and Milliken, “Race Car Vehicle
Dynamics”, 1995
-David Corolla, “Automobile Engineering”, 2009

CAE on various components:

Mentioned below are the success results of CAE,
Figure 7: Various Components of the System concluding the final design. Images are ANSYS
generated and hence, no screenshots were used.
References: Template for CAE results:
Component Name
Chassis
-www.millerwelds.com ANSYS Image
-www.azom.com LOAD (N)
- Herb Adams, “Chassis Engineering”, 1992 Maximum Deformation (mm)
Brakes Maximum Stress (MPa)
-Prof. Mit Patel, Mausi Raval, Jenish Patel, “Design Minimum Factor Of Safety
of Disc Brakes Rotor”, IJEDR 2016
Front Hub Rear Wheel Hub Rear Rotor Hub
-Caroll Smith, “Tune to Win OCR”, 1978
- Fred Puhn, “Brake Handbook”, 1985
-Majunath TV, Dr. Suresh PM, “Structural and
Thermal Analysis of Rotor Disc of Disc Brake”,
IJIRSET 2013 330.6N-m(Torsion) 330.6N-m(Torsion) 400N-m(Torsion)
0.158 0.033 0.0138
184.74 187.87 165.35
Suspension 1.49 1.46 1.66

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Roll Cage Front Impact Roll Cage Rear Impact Front Rotor Rear Rotor

10398.6 (4G) 5199.3 (2G) 2882 2474

0.853 0.823 0.0181 0.0222
273.61 205.57 165.52 157.07
1.68 2.24 2.51 2.64

Roll Cage Roll Over Roll Cage Side Impact Gearbox Casing-Left Gearbox Casing-Right

5199.3 (2G) 5199.3 (2G) 945.12 (Mean) 2948

2.190 2.870 0.1695 0.1076
216.26 340.20 13.609 153.5
2.13 1.35 2.93 1.56

Front Knuckle Rear Knuckle Gear Shaft 1 Gear Shaft 2 Gear Shaft 3

56N-m(Torque) 196N-m(Torque) 600N-m(Torque)

0.0088 0.0119 0.00409
10398.6 10398.6 47.26 70.276 82.06
0.5763 0.13 6.69 3.86 3.30
447.02 96.66
1.52 2.84 Second Gear train
First Gear train Meshing
Meshing
Front A-arm Rear H-arm

285N-m(Moment) 502.9N-m (Moment)

4500 4500 0.054 0.35
4.37 0.74 0.288 0.594
282.11 253.21 2.84 2.68
1.63 1.82

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