Mini Baja Design Project

2004/2005
Design Selections

November 8, 2004
Trevor Bezanson
Maria Driscoll
Jeff Kennedy
Jason Langille
Marc LeBlanc
Andrew MacNeil
Brent Tulkens
1.0 Introduction

The purpose of the Mini Baja project was to design an off road vehicle that could competed in
the SAE Mid-West Mini Baja competition, in Troy, Ohio. The general requirements for the
competition is to design an off-road vehicle to be used by a weekend enthusiast (amateur),
having a height of 190.3cm (6’ 3”) and weighing 113.4kg (250lb) while following the
rules/guidelines set out by the competition. Points will be awarded on the overall design and
performance of the vehicle at a motocross track, exposing it to some of the most extreme
conditions that an off-road vehicle would experience.

After reviewing the current design and taking the previous year’s Baja out for several test runs,
numerous weaknesses were found with the current design. These weaknesses forced us to look at
the following sub systems of the Baja: Transmission, Steering, Suspension and Frame. Other
components of the Baja, like the brakes, were deemed to be effective and fit for purpose.

2.0 Transmission

Improvement of the power transmission system was identified as having the largest potential to
increase the performance of the previous Dalhousie Mini Bajas. The current Comet belt driven
CVT has a low efficiency and is unable to pull substantial weight due to belt slippage.

2.1 ATV Manual Transmission with an Auto Clutch

This is the transmission used in most manual shifting all-terrain vehicles (ATV’s). When the
driver wants to shift, the throttle is released and the clutch engages allowing for a change of
gears. The transmissions range from a 3-speed to a 5-speed manual. For the Mini Baja
application, a transmission from a 250cc – 300 cc ATV would have to be used to ensure that the
transmission can withstand the provided power. The main draw back to this system is that on
ATV’s, the engine’s bottom end and the transmission is in the same casing. Therefore to use this
in the Baja a new transmission, casing will have to be designed and constructed. In addition the
entire ATV engine must be to purchased.

2.2 Hydro Static CVT

A hydro-static transmission uses fluid flow to vary the output speeds. There are
2 components to this system; a pump and turbine. The “gear ratio” can be
changed in one of two ways; the pump in the system can be a variable
displacement pump or the vanes and channels that connect to the pump to the
turbine can change diameter. The option considered for the Mini Baja is the
latter of the two and can be seen in figure to the right. The configuration selected for the Baja
may be able to incorporate a regenerative braking and accumulation system to provide peak
power when required. The main disadvantages to this system are the cost of manufacturing due
to the high precision and the surface hardening required. Also the designer of this transmission
requires that 2 units be built and one be sent to them as payment for using the design.

2.3 Comet Belt CVT or Polaris PVT

The Comet CVT, current Baja transmission, and the Polaris variable transmission (PVT) are both
belt driven CVT. The reasons for wanting to remove the belt CVT from Baja are as follows; low
efficiency, slippage in wet conditions and high torque situations and its large size.
2.4 Rotating Mass CVT

This transmission uses rotating offset masses to create an

oscillating torque output. Instead of varying the output speed
as all other CVT’s the output torque is varied. This CVT
design is patented by LesTran Engineering, who has agreed to
allow the use of the patent for our Mini Baja. The rotating
mass CVT consists of very simple internal components.

The configuration to be used for the Mini Baja is simpler than

shown. The transmission for the Mini Baja will only require one set of rotational masses versus
the two. Also, the input drive gears will be replaced by a drive yoke. The oscillating torque
created by the transmission requires the use of several one way clutches between the masses and
the output shaft.

The only components of the transmission that will result in any power loss are the bearing and
the clutches. The losses in these components will be less than 5%. The result is an expected
efficiency above 95%.

2.5 Design Selection

The rotating mass CVT transmission was selected for the Mini Baja. The results and scoring can
be seen below:

Criteria Weight Hydro Static Auto Clutch

Cost 10 2 4
Constructability 15 5 5
Efficiency 20 18 17
Size / Weight 10 7 6
Mantenance 5 3 2
3.0 Steering
Durabiliity 20 17 18
The current steering setup, which utilizes a rack and pinion, is difficult to steer and is
Legal
unresponsive. For these reasons a redesign of the5steering system was required.
0 5
Operabiliity
3.1 Rack and Pinion
5 10 4
Proven Technology 5 3 4
The principal of rack and pinion steering is very simple. Turning
Total
the wheel results 95 in the steering 65
in the turning of a pinion located 65
box, which is matted with a rack. The linear movement of the rack
pushes and pulls the tie rod ends, causing the wheels to rotate, and
therefore turning the Baja.

There are two large advantages to a rack system: it is generally

easier to steer and less susceptible to failure. This is due to the fact
that it uses mechanical advantage to spin the wheels and rugged. Also, the tie rod ends are
generally shorter than in a direct steering system, making them less likely to fail. The
disadvantage is the time it takes to get from one steering extreme to the other. Since it uses a
mechanical advantage, it requires more rotations of the steering wheel to turn the wheels from
lock to lock.

3.2 Direct Steering

The idea of direct steering is similar to the rack and pinion system. This
system still uses tie rod ends to push the hubs to steer the car. Instead of being
moved by a rack, the tie rods are connected to a flat plate, which is connected
to the steering column. When the wheel is turned, the plate rotates, moving the
tie rods in the proper direction.

The biggest advantage to this system is that it takes very little movement of
the steering wheel to get to each extreme since there is no mechanical
advantage. On that same note, a disadvantage of this system is that it is harder
to steer due to the lack of mechanical advantage. But this can be reduced by proper wheel caster.
The other downside to direct steering is the length of the tie rods. Since they are longer, they are
more susceptible to failure.

3.3 Design Selection

The scoring of the steering systems can be seen below:

Criteria Weight Rack and Pinion Direct

Cost 10 7 10
Constructability 5 5 4
Durability 30 30 23
Ease of Repair 15 13 15
Weight 5 4 5
Steering Ease 15 15 12
Steering 15 11 15
Quickness
Total 95 85 84

In choosing the rack and pinion steering system, we decided that device durability was the most
important feature. A steering system failure would significantly reduce our chances of winning
the competition. Another important factor is ease of steering, where a rack and pinion system has
the advantage. The system can also be bought of the shelf, requiring less design time.

A four wheel steering system was also considered. It could have been used with either system,
decreasing the turning radius of the Baja. However, it would require more equipment, making
the Baja heavier and would be more prone to failure. Therefore, it was decided that the
disadvantages outweighed the slight turning advantage.
4.0 Front Suspension:

After testing, it was shown that the front end of the vehicle was bottoming out when landing
jumps. A new suspension had to be developed to reduce this problem. The rear suspension was
deemed adequate with an adjustment to the shock damping ratios and spring rates.

4.1 Double A-arm suspension

This type of suspension consists of two A-arms mounted on the

top and bottom of the wheel hub with a shock mounted on the
bottom A-arm. This is the current set up used on the Mini Baja
and is used by most of the other Baja competitors. The issue
with the current set up on the Baja is that the front suspension
does not have enough travel, causing the Baja to “bottom out”
off of jumps, making for a hard landing resulting in extra force
on the frame and potential loss of control.

4.2 Long Double A-arm Suspension

Exactly the same as the previous suspension, except the A-arms mount
each on two shafts at the center of the vehicle. This would give the current
setup a much larger travel range. With an appropriate damping system,
this suspension setup should greatly reduce the risk of bottoming out. The
down side to this arrangement is that the top A-arms come within the
cockpit of the frame, creating a hazard that the A-arms will pinch with the
driver’s legs.

4.3 MacPherson Strut

The MacPherson Strut suspension consists of a single A-arm mounted on the

lower mount of the wheel hub with a ball bearing and the strut mounted on the
top mount of the wheel hub. This provides a large amount of travel without
endangering the legs of the driver. A disadvantage to this set up is that the
shock now becomes a structural member, and not just a damping mechanism.

4.4 Design Selection

Our team has chosen the MacPherson Strut for the front suspension, because it allows us to have
a long A-arm type suspension without being in the way of the driver’s feet. This will give us
more travel in the front suspension, which will make for smoother landings when coming off a
jump. This type of suspension is very well trusted and is currently used in many cars, trucks, and
ATVs.

5.0 Frame

Since several of the main systems are being redesigned, the frame will need to be modified to
incorporate all the changes.
5.1 Material

After analyzing the current frame design, the following material was selected for use in the
frame:

Material: AISI 4130 Chrome Moly

σyeild = 360.6 MPa, σultimate = 560.5 MPa
E = 190 GPa to 210 GPa, Poisson’s Ratio = 0.27 to 0.30
Density = 7700 kg/m3 to 8030 kg/m3, Form Factor: Round Tubing
Outside Diameter: 34.925 mm, Wall Thickness: 0.889 mm
Cost: $22.15/m

AISI 4130 - Chrome Moly steel is a relatively lightweight, yet strong steel. With a high yield
and ultimate strength, coupled with its excellent welding characteristics, no other financially
feasible material was found for our application. It should be noted that this material is the most
commonly used by teams on the SAE Mini Baja circuit.

The local price for Chrome Moly has also decreased significantly in the last two years from
roughly $28.22/m to $22.15/m (current quoted price) making it financially appealing.

5.2 Design

The new frame design will be based on last year’s design with the following modifications:

 Increased headroom – Last year’s design almost failed SAE regulations due to a lack of
driver overhead clearance. To avoid this, the top of the frame will be raised by 50 mm.
 Front modifications – Modifications to the front of the frame will be made to suit
changes in steering and suspension systems only. Analysis and testing has proved that
the front of the current Mini Baja performs well under situations we expect to encounter
at the SAE Mini Baja competition. Once steering and suspension system designs have
been completed, the geometry of the front of the frame will be finalized to comply with
any changes made.
 Rear modifications – Modifications will be made to suit changes in the power train and
rear suspension. It is our intent to shorten the wheel base in the direction of drive by
roughly 300mm–380mm in order to improve maneuverability. When the power train
components and orientation have been finalized, rear frame geometry will be re-designed
to comply with any changes made.