NEW TEAM ID : 15094OLD TEAM ID : 14182CAR NO : 79TOTAL SCORE : 583

1 SRI VENKATESWARA COLLEGE OF ENGINEERING CHENNAI-602117

2S.No Rule

Rulebook Reference

DesignCriteria Our Design

1 Vehicle Width B1.1.2 ≤ 1620 mm (64”) 1270 mm (50”)

2 Maximum Vehicle speed B2.7 ≤ 60 kmph 55 kmph

3 Secondary memberOuter diameterWall thickness

B7.3.1≥ 25.4 mm (1”)

≥ 0 .89 mm (0.035”)28.57 mm (1.125”)1.65 mm (0.065)

4 Primary memberBending stiffnessBending strength

B7.3.12  ≥ 2791.11 N/m≥ 387.38 Nm

 3635.14 N/m

719 Nm

5 Clearance between driver helmet and RHOClearance between driver body & SIM

B7.2 ≥ 152 mm (6”) 

≥ 76 mm (3”)

191.2 mm (7.52”) 

104.7 mm (4.1”)

6 Length between supports of non straight tubes

B7.3.1 ≤ 711 mm (28”) 691.7 mm (27.23”)  

7 RRH inclination with verticalWidth of RRH at 27”(686 mm) from seat bottom

B7.3.2 ≤ 20 °≥ 736 mm (29”)

5 °863 mm (34”)

8 Height of RHO from seat bottom B7.3.3 ≥ 1041.4 mm (41”) 1156.4mm (45.52”)

9 Height of SIM from seat bottom B7.3.5 203 mm (8”) to 356mm (14”)

262.41mm (10.33”)

10 Angle of FBMup with vertical B7.3.7 ≤ 45 ° 23 °

RULE BOOK COMPLIANCE

3Specifications Traxion 2014 Traxion 2015

Overall length 2176.89 mm (85.70”) 1981.20 mm (78”)

Overall width 1397 mm (55”) 1455.8 mm (58”)

Overall height 1549.53 mm (61”) 1631.46 mm (64.23”)

Wheel base 1371.6 mm (54”) 1422.4mm (56”)

Front Wheel track 1193.8 mm (47”) 1270mm (50”)

Rear Wheel track 1143 mm (45”) 1168.4 mm (46”)

CG location

922 mm (36.31”) from front axle

807.9 mm (31.81”) from front axle

762 mm (30”)from ground

558.8 mm (22”)from ground

Weight 370 Kg 250 kg (Estimated)

Max Speed 60 Kmph 55 Kmph

Ground Clearance 317.50 mm (12.5”) 355.6mm (14”)

Roll Cage Material AISI 1018 SAE 4130

SPECIFICATIONSOBJECTIVES:

Design and Build an ATV that

Is durable & reliable.

Maximizes driver comfort,

safety & ergonomics.

Conforms to SAE Baja Rule

Book.

Is cost effective.

PERFORMANCE TARGETS: Real Time accomplishment of

calculated design

Reduce Weight

Increase Power/Weight Ratio

Increase Acceleration

Reduce Stopping Distance High Stability

Roll Cage Member

Dimensions Bending StiffnessN/m

Bending StrengthNm

Weight / Unit Length

Weight Saved

AISI 1018(2014)

OD=25.4 mmt=3.048 mm

2763.1 387.38 1.65 Kg/m -

Primary MemberSAE 4130

OD=31.75mmt=1.65mm

3633.2 717.8 1.22 Kg/m 26%

Secondary MemberSAE 4130

OD=28.57mmt=1.65mm

2602.27 572 1.09 Kg/m 34%

4WHY SAE 4130 ?

DESIGN

1. Where are we today?

• Design, Material &

Components selected &

analyzed.

2. Roll-cage.

• Built a 1:1 scaled model.

3. Suspension, Steering & Brakes.

• Researched, Selected, Analyzed.

4. Power train.

• Researched, Selected.

5. Body & Electricals.

•Components selected.

6. Safety.

•Maximum priority.

7. Innovate &Improve.

•Our previous designs

WELDING SPECIFICATIONType: Tungsten Inert Gas WeldingInert Gas : Argon gasNo. of Welding Joints : 68TIG welding rod Diameter–3 mm

BODY PANELSFire wall & Belly pan:

Aluminum Sheet – 1 mm thick

Side & Top panels: PVC Sheet – 2 mm thick

5TRAXION 15

SIDE VIEW

3D VIEW

FRONT VIEW

TRAXION 14

SIDE VIEW FRONT VIEW

3D VIEW

3D VIEW

ROLL CAGE VIEWS

EARLIER DESIGN

ANALYSIS AND LESSONS LEARNT

Uniform cross sections were used which resulted in increased weight.Complicated design resulted in tedious Sheet metal work.

IMPROVEMENTS PLANNED

Use separate cross sections for Primary and Secondary member which will reduce the weight.Avoid Unnecessary Bends which will make the Sheet Metal work easy.Reduce the number of weld jointsRestrict the maximum number of tube intersections at one node.

S.No Type Force (N)

Displacement (mm)

Von Misses Stress (MPa)

F.O.S

1 Front impact 14518 (4g) 1.36 220.37 2.97 2 Rear Impact 14518 (4g) 11.08 289.96 2.21 3 Side Impact 10889 (3g) 5.17 292.20 2.20 4 Front Bump 5444 (1.5g) 2.25 291.54 2.20 5 Rear Bump 5444 (1.5g) 9.38 356.046 1.666 Roll over 14518 (4g) 6.45 260.53 2.46 7 Torsional 10889 (3g) 5.64 324.33 1.98 8 Longitudinal

torsion 3629 3.02 148.55 4.32

9 Drop test 8202 7.37 305.35 2.10

10 BucklingAnalysis

Member Length (mm) Buckling Load (KN)Longest Member 700 17.41Shortest Member 200 208.16

ROLL CAGE ANALYSIS RESULTS 6

ModalAnalysis

Mode Frequency (Hz)

Von Misses Stress (MPa)

Deflection (mm)

F.O.S

Free-free 07 61.09 405.8 14 1.58Pre-stressed 04 55.69 489.5 11.11 1.31

FINITE ELEMENT ANALYSIS USING ANSYS

7ANSYS RESULTS

8ERGONOMICS ANALYSIS USING CATIA (Manikin)ERGONOMICS

POSTURE OF 95% PERCENTILE MALE1.Head Room : 203.2 mm (8”)2.Side Clearance : 101.6 mm (4”)3.Sitting Length : 928 mm (36.5”)4.Arm Angle : 22.13°5.Forearm Angle : 82.87°6.Hand Angle : 22.7°7.Backrest Angle : 10°8.Seat Pan Angle : 5°9.Thigh Angle : 7.83°10.Knee Angle : 162.17°11.Leg Angle : 38.7°12.Foot Angle : 100.21°

• Ease of ingress and egress due to low side impact member height

• Steering wheel and support remain away from driver’s knees.

• Hands closer to the Body.• Optimum space provided around the

driver.• Adjustable Seat.• Clear vision to the driver.

KINEMATICS

Motion Ratio 0.85 0.85

Wheel Static Deflection 76.2 mm (3”) 63.5 mm (2.5”)

Spring Static Deflection 64.77 mm (2.55”) 53.9 mm (2.12”)

Wheel Travel 254 mm (10”) 254 mm (10”) Roll Centre Height 457.2 mm (18” ) 584.2 mm (23”)

Roll Stiffness 102.48 Nm/deg 150 Nm/deg

Pitch Centre Height 228.6 mm (9”) - Anti Dive 40% 0

Maximum Track Change 50.8 mm (2”) 0

Maximum Base Change 0 16 mm (0.62”)

9SUSPENSIONParameter Front

SuspensionRear

Suspension

Dimensions DOUBLE WISHBONE

TRAILING ARM

Lower Arm Length 330.2 mm (13”)530mm (20.86”)

Upper Arm Length 279.4 mm (11”) Spring Angle 70o 80o

KINETICS

Spring Rate 13.90 N/mm (80 lb/inch)

20.33 N/mm(117 lb/inch)

Wheel Rate 10.04 N/mm(57.8 lb/inch)

14.69 N/mm (84.53 lb/inch)

Ride Natural Frequency 1.8 Hz 1.98 Hz

Wheel Natural Frequency 6.21 Hz 7.91 Hz

Combined Rate 6.60 N/mm(33.56 lb/inch)

6.60 N/mm(49.07 lb/inch)

SUSPENSION : FOX 2.0 ShocksExtended length = 617.982mm (24.3”)Maximum Deflection = 215.9mm (8.5”)

WHEEL GEOMETRY

Camber 3o (Negative)

Castor 3o (Positive)

Steering Axis Inclination 7o

Toe In 2o

Castor Trail 14.4 mm (0.56”)

Negative Scrub 10 mm (0.39”)

TraXion 15

10SUSPENSION SIMULATION USING ADAMS CAR

COMPONENTS TO BE MANUFACTURED : Wishbone Arms and Trailing Arm

-76.2 -50-25.4 0

25.450.8

76.2101.6 127

152.4177.8

010203040506070 Wheel Rate ( N/mm)

Castor Moment Arm (mm)

Scrub Radius (mm)

Wheel Travel (mm)

0100200300400500600700

Rol

l Cen

tre H

eigh

t (m

m)

Wheel Travel (mm)

EARLIER DESIGN

ANALYSIS AND LESSONS LEARNT

Low Motion Ratio resulted in excess loading on the shock absorber and wishbone arm and reduced the Wheel Rate.Usage of long brackets resulted in suspension mount failure.Wheel travel was higher than the ground clearance. Hence caused Roll cage collision with the ground during maximum wheel travel .

IMPROVEMENTS PLANNED

Increase the Motion Ratio.Usage of Short brackets.Ground Clearance is kept higher than Wheel Travel.

11STEERING

Force Analysis Value

Aligning Torque -1.544 Nm

Overturning Moment 21.524 Nm

All dimensions are in metre

TURNING CIRCLE RADIUS AND WHEEL LOCK ANGLES STEERING GEAR BOX

1.Type : Rack and Pinion

(Tata Nano Steering Gearbox)

2. Mechanism : Ackermann Mechanism

3.Steering Wheel Diameter = 317.5 mm (12.5”)

4.No of Steering Wheel Rotation

(Left Lock to Right Lock) = 3

5.Rack Travel = 101.6 mm (4”)

6.Steering Ratio = 18.62

7.Movement Ratio = 29.45

8.Rack Load = 3239.6 N (330.2 Kg)

9.Driver Effort = 55 N (5.6Kg)

10.Steering Arm Length = 164 mm (6.45”)

11.Steering Arm Angle (α) = 55°

EARLIER DESIGN

ANALYSIS AND LESSONS LEARNTLonger Steering arm reduced the lock angle which increased the Turning Circle Radius.

IMPROVEMENTS PLANNEDReduce the Steering arm length to increase wheel lock angle which reduces the Turning Circle Radius.Lower Roll Centre at Front than Rear reduces the over steer tendency.

12STEERING SIMULATION USING ADAMS CAR

COMPONENTS TO BE MANUFACTURED : Front Knuckle and Wheel Hub Material: SAE 4130 C=0.28-0.33% , Density=7.872 e-6 Kg/mm^3

-76.2-63.5 -50

-38.1-25.4

-12.7 012.7

25.438.1

50.863.5

76.288.9

101.6114.3 127

139.7152.4

165.1177.8

-10

-8

-6

-4

-2

0

2

4

6

8

Camber Angle(°)

Toe Angle(°)

Wheel Travel (mm)

Wheel Travel VS Camber & Toe angle

EARLIER DESIGN

ANALYSIS AND LESSONS LEARNT Slipping of Brakes at Front due to inadequate applied

Braking Force.

IMPROVEMENTS PLANNED Lower the C.G height. Reduces the Braking Force

required at Front.

Increase the Leverage at Pedal lever to increase

applied Braking Force.

13BRAKES Type : Disc brakes on all four wheels.

Brake Layout: Diagonal Split

Deceleration : 5.886 m/s^2

Stopping Distance : 22.0495 m (at 55 Km/hr).

Dynamic Load Front : 264.815 Kg

Rear : 165.185 Kg

Braking Force Required:

• Front Axle : 1558.7 N

• Rear Axle : 619.11 N

Braking torque : 1352.18 Nm

COMPONENTS SELECTED

1. Master Cylinder = Bosch (Ø 24 mm) (Maruti Omni)

2. Disc Diameter = 200 mm

3. Caliper = Yamaha R15 (Single Piston Ø 30 mm,

Floating Type)

Pedal Force = 250 N (Minimum Load applied by 95

Percentile Male)

Leverage in Pedal Lever = 6.96

14BRAKES SIMULATION USING MATLAB

15POWER TRAINENGINE Briggs & Stratton Engine.

• Engine Displacement : 305 cc.

• Max. Power : 10 hp @ 3800 rpm.

• Max. Torque : 18.6 Nm @ 2600rpm.

VEHICLE PERFORMANCE

Top Speed 55 Kmph

Gear Ratio CVT – 3:1 to 0.43 : 1

Gear Box – 16 : 1

Overall Gear Ratio 48 : 1 to 6.9 : 1

Power/Weight 40 HP / Tonne

Tractive Effort Max – 1464 NMin – 295.49 N

Acceleration Max - 3.79 m/s^2Min – 0.34 m/s^2

Gradability Max –41.9%Min – 3.43%

Maximum Grade – 22°

Drawbar Pull Max – 1403.43 NMin – 125.28

Dynamic Load Wf (Kg) Wr (Kg)

Acceleration(3.79 m/s^2) 104.74 264.75

Hill Climbing (22.74°) 103.7

266.8

TRANSMISSION

Continuous Variable Transmission (CVTech) + Gear Box (Mahindra Alfa)

REAR

22”x8”-12”

FRONT

22”x7”-12”

Tire Stiffness

213.939kg/cm

Engine Mounting : To isolate the engine vibration from roll cage. 4 Bushes (Elastomers) will be used under the

engine. In addition to that a high tension spring will be

placed between the engine mounting bolt head and top side of the engine base. This spring will absorb the engine’s vibration.

LAYOUT OF DRIVE TRAIN

16POWER TRAIN

EARLIER DESIGN

ANALYSIS AND LESSONS LEARNT Gear box was used without clutch which

made the Gear Shifting tedious.

Tire Diameter was larger which reduced

the Tractive effort and Acceleration

IMPROVEMENTS PLANNED Use Gear box with Clutch.

Increase CVT driver pulley fly weight

mass to 270 g and use spring with low

stiffness to increase the Pick-UP.

Customize the Gear Box to limit the Top

speed.

Reduce Tire Diameter which increases

Tractive effort and Acceleration.

ELECTRICAL CIRCUIT1750 2000 2250 2800 3000 3380 3500 3750 3900 4000

0

0.5

1

1.5

2

2.5

3

3.5

Engine Speed(Rpm)

Gea

r R

atio

17502000

22502800

30003380

35003750

39004000

0

10

20

30

40

50

60

Engine Speed(Rpm)

Veh

icle

Spe

ed(k

mph

)

CVT PERFORMANCE

Vehicle Speed vs Engine Speed

Engine Speed vs Gear Ratio

SOURCE OF

INCOME

AMOUNT(Rs)

Students (15000x25)

380000

College 100000

Sponsor 100000

Total 580000

17

SOURCE OF

INCOME

AMOUNT(Rs)

Students (20000x20)

400000

College 100000

Sponsor 100000

Total 600000WEIGHT (Kg) 2014

WEIGHT (Kg) 2015

COST & WEIGHT ANALYSIS

2015

2014Suspension4% Vehicle Transporta-

tion12%

Registration14%

Power Train10%

Tires10%

Machining10%

Miscallenous1%

Frame8%

Steering4%

Brakes2%

Travel Acco-modation

25%

COST 2014

Total Cost Rs 400680

Suspension22%

Vehicle Transportation10%

Registration11%

Power Train5%

Tires7%

Machining6%

Miscallenous2%

Frame11%

Steering4%

Brakes2%

Travel Accomodation20%

COST 2015

Total Cost Rs 535000

Tires & wheels; 48

Brakes; 10

Suspension; 47

Gearbox; 20Engine; 25

Frame; 70

Steering; 12 CVT; 8

Tires & wheels; 40

Brakes; 10

Suspension; 40

Gearbox; 15Engine; 25

Frame; 50

Steering; 10CVT; 8

18 DESIGN VALIDATION PROCESS During this process the

performance of each component is

checked after assembling.

The vehicle performance is

checked using a Chassis

Dynamometer.

Necessary changes are made and

the vehicle is tested On Road.

During Road Test process the

vehicle is run over a series of

tracks with lots of obstacles,

tedious turns, different tractive

surfaces.

Finally the Endurance test is

performed.

PROJECT PLAN & TIME LINE

Systems Failure Mode

Failure Cause Operational Effects/ hazards

Safety Effects/ Hazards

Safeguards/Backup Actions

RAN

Frame Structural Excessive load leading to excess bending stress, Metal Fatigue

Frame member buckles

Injury to Driver Use of High Factor of Safety .

(S=5 O=1 D=3)

15

Suspension System

Mechanical Excessive load leading to high bending moment at suspension mounting points.

Wheel Geometry change, Roll Cage collision with ground.

Can lead to serious injury, ride quality variations.

High factor of safety used. Wheel travel is kept higher than Ground clearance.

(S=4 O=1 D=3)

12

Steering Systems

Mechanical Tie Rod breakage, Steering arm breakage, failure of ball joint

Inability to steer

Possible Collision & Accident

Proper selection and verification of desired component

(S=4 O=1 D=2)

8

Brake System Hydraulic Brake pad wear, brake fluid leakage, less heat dissipation, faulty bleeding.

Lack of braking force, biased braking.

Collision and accidents, reduced vehicle stability.

Proper brake component selection and brake bleeding.

(S=5 O=1 D=2)

10

TransmissionSystem

Mechanical Belt slipping due to change in CVT Pulley centre distance.

Loss in Power Transmission

No control over Vehicle speed .

Proper fabrication of mountings.

(S=3 O=1 D=2)

6

19DESIGN FAILURE MODE EFFECTIVE ANALYSIS

RAN = Severity(S) x Occurrence(O) x Detection(D)

20MANUFACTURING PROCESS & COLLEGE FACILITIESCOLLEGE FACILITIES CAD/CAM Laboratory Machine Shop 1.Hydraulic Pipe Bender 2.Centre Lathe 3.Capstan Lathe 4. CNC Lathe - LMW 5.Milling Machine (Universal & Vertical) 6.Planner 7.Gear Hobber 8.Grinder (Pedestal, Surface & Cylindrical) 9.Shaper and Slotter 10.Power Hacksaw Machine 11.Radial Drilling Machine 12. Tool and Cutter Grinder Strength of Material Laboratory Weld Research Cell : TIG, MIG, Arc and Gas Welding Automotive Components Testing

Laboratory 1.Wheel Alignment Equipment 2.Suspension Testing Rig 3.Chain Test Rig 4.Chassis Dynamometer

Customer Requirements

SAE Rule Book

Design Parameters

A

A

21Faculty Advisor

Mr. K. Paul Durai

DESIGN

Krishna Kumar

ShanmugaSundaram

Sathish Kumar (Driver)

Bala Sundar

SUSPENSION

Karthikeyan

Saran

Asif

STEERING

Maniraj

Mohit R Thakur

Piyush Chopra

Arunachalam

BRAKES

VishaalKrishna

Akilan

Ram Kumar

Bala chandar

TRANSMISSION

Chandrasekar

Geethan Ramu

Raj Kumar

CaptainDhamodharan

Vice-CaptainAshwath

Fabrication Procurement Presentation Driver Treasurer Old

member

WORK ALLOCATION

THANK YOU