WEBSITE.

COM

Preliminary Design Report

Varun Katha
Design Head

Pushkar Sikka
Team Vice-Captain

OBJECTIVE
The objective of this project is to design, simulate, analyse and then fabricate a racing vehicle intended for sale to the non professional weekend racing enthusiast. The vehicle should be aerodynamically designed, economic, safe and single seat high performance vehicle. Ergonomics and safety have been an integral part of our design strategy and anthropometric data has been used. Special focus will be put on human safety, the ease of mass production of the vehicle. Almost all the vehicle subsystems will be designed and fabricated by the team indigenously. The vehicle will be fabricated meticulously by the team, using state-of-the-art facilities, comprehensively satisfying both the design goals and manufacturing constraints.

PVC MODELING
Every design has certain shortcomings which should be rectified in order to arrive at the final optimized design that can be fabricated without any difficulty and fulfils all the objectives of the design. The intended purpose is to extract the parameters which would form the basis of CAD modeling. PVC modeling served as a low cost method of exposing glitches in our design. The design was rectified and was made ergonomically suitable and safe for the driver

INTRODUCTION
Considering that the vehicle is meant for a non professional racing enthusiast, the Supra SAE car has been designed and fabricated considering the fact that the vehicle should be completely safe for the driver in case of collisions from any side and should be stable enough to avoid toppling in case of steep cornering (something that can be expected during turning at high speeds). It should also be aerodynamically correct for better maneuverability and road adherence even at the highest achievable speed of the vehicle (80km/h). Thereby, the over-all vehicle development methodology that is and that will be followed by our team is stated below: 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. Design Considerations Task Assignment PVC modeling of roll cage CAD Modeling (Data utilized from PVC modeling) Analysis of CAD Model Ergonomics analysis Revision of CAD Model after ergonomic analysis Simulation of component assemblies and subassemblies before fabrication. Chassis Fabrication & Suspension Systems Assembly Steering & Braking Systems Assembly Engine and Transmission Mounting Final Integration, testing & optimization

ROLL CAGE DESIGN

OBJECTIVE
An improved power to weight ratio was an important parameter while designing vehicle and with the limited power and engine limitation, the only means to improve this critical parameter is to reduce the overall vehicle weight. Another challenge during the designing of the vehicle was maintaining the overall safety of the driver, as reducing the overall weight of the vehicle compromised with the safety of the driver, hence additional safety measures had to be taken to improve the safety of the driver. The function of the space frame is to protect the driver and support front and rear suspension systems, engine, steering system and other systems/sub-systems in the vehicle. The objective of the frame design was to satisfy these functions while meeting the SAE regulations with special considerations given to safety of the occupants, ease of manufacturing, cost, quality, weight, and aesthetics. Moreover care has been taken to ensure that there are minimum welds on the frame pipes and maximum bends ensuring better strength and less cost of production of the vehicle. Chassis members have been utilized efficiently to reduce the constraints during fabrication.

Due importance has been given to the rules and regulations prescribed in the SUPRA SAE India 2012 rule book. The vehicle adheres to all the rules and regulations mentioned in the rule book. The team members have utilized their engineering knowledge into designing a vehicle that gives raw racing fun, is very safe for the driver, gives due importance to ergonomics and is easy to control and drive at the maximum speed of the vehicle.

MATERIAL SELECTION ROLL CAGE

The rules define the cage to be made with materials equivalent to the following specification: Steel members with at least equal bending stiffness and bending strength to 1018 steel or ASTM A106 Grade B & Tube Grade having a circular cross section with a 31.75 mm (1.25 inch) OD and a wall thickness varying from 2.5mm to 3 mm for different members. Materials that can be used for this type of tubing are 1018 Mild Steel and 4130 Chromoly Steel. The 4130 Chromoly and the 1018 mild steel has the same modulus of elasticity, so using it does not affect the weight or stiffness in members with the same geometry. However the increase in Yield Strength affects the bending strength. As the bending strength is affected not only by cross sectional moment of inertia of the material but also by the radius, the 4130 allows the usage of a larger diameter tube with a smaller wall thickness. This in turn can allow a reduction of weight. However, 4130 Chromoly Steel would increase the cost of fabrication as the material is not available in our vicinity. 1018 mild steel is available at Punjab Tubes Limited, Ludhiana. The proximity or source will put a huge impact on the cost of the vehicle, making it more economically feasible than using 4130 Chromoly Steel. The chassis will be manufactured using bend tube construction at a majority of places. Welding joints, both simple and MIG will be made in the vehicle. Frame was designed and analyzed using Ansys, Catia & SolidWorks 2007 software. While designing, there are a few important loading situations that should be analyzed. These include frontal impact, side impact, rear impact and rollover impact. Special focus was put on ergonomics of the drivers, keeping in mind the safety and comfort. Design weight comes out to 452 Kg with approximations after considering a factor of safety (FOS) 1.3. Since the Yield strength of material used is 386.6 MPa and as per the analysis the maximum stress that the frame could bear came out to be 66.42 MPa. Therefore calculating the factor of safety as per the stress: 386.6 MPa / 66.42 MPa = 5.8115 (FOS is greater than 5 as per the rule book) Frame weight < 68kg Material: AISI 1018 Round tubes used Max width of roll cage: 900mm Max length of the roll cage: 2616mm Max height of the roll cage: 1100 mm

DESIGN CONSIDERATIONS ERGONOMICS

Anthropometric data was considered for the 95th percentile male driver. Data like full functional length of arm, leg etc, height, buttock to knee length etc. were taken. Angles b/w knees and legs, torso etc were taken while taking ergonomic seating data into account. To be doubly sure of the design constraints acc to the rule book and ergonomics data, we also used a 3D mannequin of a 6 feet human, 95th percentile male. Mannequins or Digital Human models/virtual models were created based on anthropometry of the drivers to be used for visualization, simulations as well as to aid in modeling the occupant seat. Good human formula racing vehicle interface design ensures that the vehicle cockpit will ensure ease of operation like a conventional vehicle. Measurements are such taken that when seated, the angle between the fore-arms and upper arms of the driver subdues an angle near 120 degrees, while on the steering as this is the most comfortable position for steering-human interface. Self Weight of Roll Cage: 68 Kg Other weights on roll cage: Engine: 80 Kg Transmission: 30 Kg Driver: 70 Kg Other weights: 100 Kg Total Weight: 348 Kg Design Weight: 452 Kg

FEA ANALYSIS OF ROLL CAGE Front Impact

It was assumed that worst case collision would be seen when the vehicle runs into a stationary object. To properly model the impact force the deceleration of the vehicle after impact needs to be found. The research found that the human body will pass out at loads much higher than 9 times the force of gravity or 9 Gs. A value of 10 Gs was set as the goal point for an extreme worst case collision. Loads are only applied at one end of the chassis because application of forces at one end while constraining at the other result in a more conservative approach because there would be increased bending loads due to larger unsupported loaded lengths. Considering worst case collision, the vehicle collides to a stationary wall at acceleration 10Gs (Mostly achieved by planes) From the impulse equation F. dt = change in momentum F. dt = m. dv F = m. dv/dt F = m.aF = m*10*g = mg *10 = total weight * 10

F = 6664N We are taking 7000N as part of our liberal approach.

Rollover Impact
As there wont be any direct forces that would cause rollover thus rollover impact was analyzed for 3.5Gs of deceleration, which is equivalent to 833N of force, but we performed test on 1000N after which the factor of safety comes out to 11.195. Rollover impact determines the cornering capability of the vehicle without toppling. It is the measuring of adherence of the vehicle to the ground when acted upon by a force which intends to topple the vehicle. It is calculated by constraining the bottom of the frame and applying a side force on the top of the roll hoop.

This force is applied the force on the first member after the crushing area, while restraining from the back side. Maximum Stress obtained from FEA analysis was less than the yield strength of the material, so the vehicle is safe for front collision.

Side Impact
As a side impact is most likely to occur with the vehicle already in motion so it was assumed that neither vehicle would be a fixed object. The side impact force was calculated keeping 4 Gs of deceleration which is equivalent to 2665N for our vehicle. Side impact force is calculated /analysed by constraining the entire one side of the frame & applying a force equivalent to & 3000N on the other side of the frame.3000N force has been taken for analysis since during collision the vehicle will decelerate at a force equivalent to 4G & as the weight of the frame is 68 Kg the net force comes out to be same as stated above. Since the other vehicles would also be in motion so relatively less force will act on the vehicle. Thus taking 4Gs for the side impact, F = 2665N

Rear Impact
It was assumed that worst case collision would be seen when the vehicle runs into a stationary object. To properly model the impact force the deceleration of the vehicle after impact needs to be found. A value of 9 Gs was set as the goal point for an extreme worst case collision. Loads are only applied at one end of the chassis because application of forces at one end while constraining at the other result in a more conservative approach because there would be increased bending loads due to larger unsupported loaded lengths. Considering worst case collision, the vehicle collides to a stationary wall at acceleration 9Gs (Mostly achieved by planes) F = 6000N This force is applied at the two rear most corners of the roll cage, while restraining from the front side. Maximum Stress

obtained from FEA analysis was less than the yield strength of the material, so the vehicle is safe for front collision.

choosing this design was its compact arrangement. The master cylinders mount directly to the indigenously built pedal with pedal ratio 6.34.

SUSPENSION SYSTEM
The suspension was designed with the main aim of keeping minimal load transfer and good straight line stability during cornering, braking and acceleration, making the suspension and the vehicle in general very stable. The suspension is of Double Wishbone type with nonparallel A-arms. We have used a longer wheelbase to maintain stability at high speeds and to minimize any handling problems. This decision gave us reduced longitudinal load transfer with no over steer. It also gave us more space to pack the rest of the components. The track width was measured in proportion with the wheel base, in order to extract good lateral load transfer and corner entry. A front track of 1524 mm and a rear track of 1498 mm were chosen. The wheelbase is 1900 mm. For effective suspension design the roll centre height must decrease at about the same rate as the suspension is compressed. The considerations adopted for such a design are as follows: 1) . Clearance between the joints and the wheels and tires should be given utmost importance. Upper and lower ball joints are located as far as possible from each other. Since the spread between the points is increased, it will help in lower forces from any load to the chassis. 2) Suspension system should be designed to carry the sprung weight of the car as well as the increased weight at the front suspension because of the dynamic weight transfer during braking. The squat and the lift for the rear suspensions during acceleration and deceleration should be handled. 3) Excessive KPI (King Pin inclination) makes tire contact patch to run up the edge of the tire as it is turned, hence KPI should not be greater than 3 degrees. However, if the KPI is less than the scrub radius which should ideally be 0 will not be minimum as scrub radius will increase because of a decrease in KPI. So a compromise is struck between the KPI and the scrub radius. After doing some market research we zeroed in on to brake callipers & disc of motorcycle considering the factors like cost, availability and ease of installation. The callipers will be powered by dual master cylinders. The reason for using two master cylinders is to impart brake biasing and increasing safety by incorporating dual redundancy and confirmation with SAE rules. Using this system, a failure in one circuit will not result in entire braking failure. Another reason for 4) Upper control arm length should be optimized so that minimum change in roll centre location comes during bounce and roll. A shorter control arm than the optimized length will make the camber gain progressive. 5) Lower control arm should be as long as possible because it helps in reducing angularity the ball joints must

PART MODULATION
BRAKING SYSTEM
The braking system can lock all four wheels simultaneously. We will be using 220mm axial disc brakes and double piston calliper with each piston diameter inches for braking front and rear wheels. Considering deceleration at 1.5G, front dynamic weight comes out to 62% after weight transfer during deceleration. For this dynamic weight, the biasing required is 62.05% in front and 37.95% at the back. Required braking torque at front and rear axle is 716.63 LbFt and 438.38 LbFt. For average foot pedal force of 75 Lbs and pedal ratio 6.34, we are creating rear and front torque equal to 2305 LbFt. Using a 220 mm disc and double piston calliper of dia inches and considering break pads of radial height 1.5 inch and coefficient of friction 0.65; our break line pressure comes out to 3363.47 Psi, which is in a considerable range.

accommodate as well as slows down angular change of the suspension members as they go through their travel. 6) Longer Swing arm lengths at normal ride height so that they give minimum camber gain. 7) Minimum roll centre movement by controlling following features: a) Optimizing upper control arm length b) No lateral movement during turns c) Relative movement of roll centre with suspension travel for best handling results. We positioned our roll centres at 3.23 inches and 5.00 inches above the ground in the front and rear respectively. We had to keep such a difference between front and rear roll centres so as to suit our weight distribution ratio and make sure that the car wont jack up from front during heavy acceleration. Considering all the above mentioned factors we have designed our suspension system with technical specifications as follows:

STEERING SYSTEM
A rack and pinion steering system will be used over are circulating-ball system because of low cost, lightweight and simplicity in design. A standard steering system of Maruti 800 will be used. Human factor will also be taken in positioning the steering system-seating interface. The most comfortable angle between the arms and the fore arm is 120 degrees; the height of the seat in our vehicle will also be adjusted so that the angle between the arm and the fore arm is 120 degrees. The steering geometry is in accordance with Ackerman steering System.

The error for the designed Ackermann geometry is coming out to be 15 percent at max (Well under 20 percent permissible limit)

For the front suspension system, roll centre height is 3.16 inches and castor gain is 0.01 degrees, camber gain -0.83 degrees and for the front natural frequency in cycle/sec, 1.64; the spring rate comes out to 170 Lbs/in with motion ratio of 0.427. Technical specifications for steering geometry: Knuckle length - 4inch Turning radius - 9ft Outer turning angle - 23 degrees Inner turning angle - 33 degrees Steering Ratio - 4:1

ENGINE AND TRANSMISSION AND THEIR MOUNTING

For the rear suspension system, roll centre height is 5.16 inches, camber gain -1.46 degrees and for the rear natural frequency in cycle/sec, 2.41; the spring rate comes out to 500 Lbs/in with motion ratio of 0.449. We are using tie rods in rear suspension system to minimize toe error during acceleration and deceleration. The suspension with the above mentioned specifications is available in the market. For this suspension system, Front and Rear camber v/s dive inches, Front and Rear ToeIn degrees v/s Roll degrees, Front and Rear ToeIn degrees v/s dive inches, Front and Rear roll centre height are coming out in permissible limit. All above parameters are being optimized for minimum roll steer and bump steer. The complete drive train, that is the engine and transmission is sponsored by the SAE-INDIA. Thus, our design is according to the specifications provided by the organizers. The details of the engine and transmission are:

Engine Specifications

Efficient cooling system

The vehicle features wind tunnels on both sides which increase the velocity of incoming air by four times because of the area ratio and directs the air directly to the radiator, thus producing an efficient and improved cooling.

Improved Vision and Safety

For improved vision, front hoop has been shifted slightly towards the front and a cut has been introduced in the front bonnet for clear vision. Hand guards and shoulder guards have been introduced for the better safety of the driver.

Efficient use of members

The chassis has been designed with an aim to properly utilize the members for mounting.

Digital Speedometer

COLLEGE FABRICATION

FACILITIES

FOR

The whole of the engine block has been designed considering the dimensions as stated above thereby resulting to proper mounting of the engine along with the transmission housing leading to proper positioning of the rear axles. This will ensure no compromises regarding the stability and balance of the formula vehicle. Keeping the serviceability of the engine in mind the supporting frame members for the main roll hoop had been bolted to the frame in accordance with the rulebook. This will allow us to remove the members whenever the engine has to be removed for servicing. We got the information regarding the space required for engine mounting and the position of the clips that hold the engine from our college automobile lab. The engine will be mounted in a 31in x 26in x 33in space giving ample room for servicing. Our college is well equipped with CNC machines, lathe machines, CO2 MIG Welding, Electric Arc Welding, Pipe Benders, Cutters, Drill machines and we have a fully equipped Student SAE workshop with all facilities and tools required for fabrication which we have utilized for fabrication of various vehicles.

CONCLUSION
Team NITJ is a well balanced team with team members with various areas of specialization. Each member has contributed to the design of the vehicle making full use of their specialization. The team features a unique balance of experience and enthusiasm. Most members have good experience of designing and fabricating vehicles in the college facilities. The team also has few members who have been newly exposed to the complexities of designing and fabrication, hence giving them exposure to extreme engineering. The vehicle complies with all the rules and regulations set by SAE India for the event. Doing PVC modeling before CAD

INNOVATION

designing allowed us to correct small glitches in our design and optimize the vehicle design ergonomically. Design decisions were made with keeping ease of mass production, ergonomics and simplicity of design in mind. The usage of finite element analysis was invaluable to the design and analysis of the various sub assemblies of vehicle. The analysis thus allowed optimizing the weight and strength of the various sub assemblies of the vehicle. The analysis also helped in arriving at final structure from base model by adding and deleting members from various subassemblies to get best possible configuration to help the vehicle withstand various conditions that may be encountered during actual racing. The team has access to the best facilities in the college premises along with a SAE collegiate club workshop that will allow the team to fabricate the vehicle indigenously.

ACKOWLEDGEMENT
We would like to thank SAE for organizing such an event that has given us an opportunity to realize and showcase the engineering skills that our team members have developed over the years. Team NITJ is highly grateful to: Prof. (Dr.) SK Dass, Director, Dr. BR Ambedkar National Institute of Technology Dr. Rakesh Chandra, Dean (Research and Consultancy) Dr. Joseph Anand Vaz, Head of Department (Mechanical engg.) Dr. Subhash Chander, Faculty Advisor, Team NITJ for their assistance and encouragement on this project. We are highly grateful to our college faculty for developing and polishing our engineering aptitude which made us capable of taking up a project of this magnitude.

REFERANCES
1) Tune to win by Carrol smith 2) Fundamentals of Vehicle Dynamics by Thomas D. Gillespie 3) Bosch Handbook

CONTACT
1) Dr. Subhash Chander Faculty Advisor chanders@nitj.ac.in +91-9417864015 2) Amit Kumar Team Captain superioramit.99@gmail.com +91-9530538669 3) Pushkar Sikka Team Vice Captain pushkarsikka@gmail.com +91-9872877044