ABSTRACT

Efficycle SAE-INDIA is an intercollegiate competition organized by SAE-INDIA on

national level. The competition is organized to design, analyze, fabricate (manufacture) and
race an energy efficient, low cost, eco-friendly, two passenger hybrid (human powered +
electric) tricycles.
Vehicle performance depends on acceleration, maneuverability and Gradeability, so
performance can be enriched by keeping low weight, better gear ratios, high transmission
efficiency and accurate C.G. of vehicle. A balance must be found between strength and
weight of roll cage to ensure safety of drivers.
All the limiting parameters are decided by SAE and design of vehicle is optimized in
compliance with the guidelines set by EFFICYCYCLE 2012 Rulebook. Initially a prototype
model of roll cage was designed in 3D model with the use of software like CATIA V5R19,
ANSYS 10.0, COSMOS (Solid Works). Then after analyzing roll cage in ANSYS 10.0 by
generating static and dynamic conditions (Roll over impact, Side impact) we modified design
of roll cage with some improvements.
To study the effects of stress and deformation on the frame members, linear static
analysis was carried out by using FEA techniques for different loading conditions on the roll
cage model in Solid Works simulation and ANSYS 10.0. The roll cage design also presents
the techniques involved in fabrication of roll cage such as SMAW and aligned processes. To
validate the chosen welding technique we have also performed process failure mode and
effect analysis.
Power train is designed by taking considerations of many practical conditions like
aerodynamic, weather, road tracks, and dynamic resistances. Then suitable range of gear
ratios is decided by taking care of availability in market. Other departments like brakes,
steering, and suspension have been focused simultaneously while designing roll cage and
power train.
The project also focuses on ergonomic considerations, cost reduction, carbon
footprint, problems faced during manufacturing etc. Our project also contents design
validation plan, marketing strategies, expected market survey and owners manual.
Keywords: - Rollcage, powertrain, steering, suspension, ergonomics
Chapter 1 INTRODUCTION

1.1 Background

Efficycle SAE-INDIA is an intercollegiate competition organized on national level for
undergraduate engineering students.
The objective of competition is to design and manufacture an energy efficient eco friendly
tricycle. This competition helps students to face real world engineering problems in design
and manufacturing of automobile.
Categories on which vehicle is judged are as follows:
1. Knowledge of rulebook
2. Project Plan
3. Extent of completion of vehicle design
4. Design Methodology
5. Materials Used
6. Compliance with rulebook
7. Finite Element Analysis
8. Safety
9. Innovation
10. Design Validation Plan

All the teams are required to follow the rules set by Efficycle 2012 rulebook, vehicle
must be driven by two passengers (drivers) manually and simultaneously or alternately by
electric drive system having motor driven by dry batteries.
Low manual efforts and larger life of batteries (Endurance) are an important concern
in the design of vehicle. So vehicle is designed by splitting it in following departments.
1. Power train
2. Roll cage
3. Ergonomics
4. Steering & Suspension
5. Brakes & Wheels

1.2 Problem Definition

When two drivers seat together the total weight including vehicle increases
tremendously so main task is to design low weight vehicle so that it can be driven smoothly,
reliably and comfortably. Ride with less effort must be achieved by designing proper power
train, brakes, steering and suspension. Problems in safety and comfort can be tackled by
optimum size of roll cage and ergonomic considerations.

1.3 Objectives

The purpose of designing and manufacturing a Efficycle vehicle was to create a prototype of
an energy efficient hybrid human powered three wheeled electric vehicle, that could provide
safe, reliable and comfortable ride experience to the driver. We began the task of designing
by conducting extensive research of each main component of the Efficycle vehicle, different
design aspects of Efficycle vehicle were analyzed, and certain elements of the bicycle were
chosen for specific focus. There are many facts to an efficycle vehicle, such as the Roll cage,
suspension, steering, power-train, and braking, all of which require thorough design
concentration.
The vehicle should be aerodynamic, highly engineered and ergonomically
designed. The design must be commercially viable as a product and is attractive to the
consumers because of its visual appearance, performance, reliability and ease of operation.
For designing we should choose inside out approach i.e. keeping manikin
as reference and building entire structure around it so that it helps to design the vehicle as a
whole and optimality of each component was maintained. As many components are
interrelated we have to redesign components along the way in order to have a successful
design. With consumer interest as the primary focus we used innovative methods and
established techniques such as FMEA and benchmarking in our design process. We have
succeeded in developing a vehicle with great performance, excellent driver ergonomics and
efficient manufacturability. Technical report portrays the design methodology and analysis
used to design and manufacture the vehicle.
The vehicle must have:
1. Low efforts requirement
2. Safety provided
3. Ergonomically good
4. Smoothly operating
5. Low weight
6. Compliance with rulebook
7. Safe design
















Chapter 2 Power Train

2.1 Rules of Efficycle 2012 Power train Rulebook
400 watt motor
PMDC or BLDC only
No use of hub motor
Only dry batteries
Power input can be given to rear or front wheels
No use of solar or any other source than electric battery





2.2 Internal and External factors affecting development of automotive
transmission

Internal factors External factors
Roll cage Road profile
Battery (electrical & electronic) Driving style
Motor Pay load
Automotive transmission Weather conditions

Note: Manual and electric power can be used simultaneously or alternately.
As maximum power of motor is 400 watt tricycle comes in parallel hybrid passenger
car type. Power can be used to move vehicle in a motion on a road which is resisted by many
resisted forces like
1. Aerodynamic resistance
2. Rolling resistance
3. Gradient resistance
Dry
battery
Motor Auto-
transmission
Any wheel
Pedals Automotive Transmission Any wheel
4. Inertial resistance

Power = Force X Velocity
= Torque X Angular velocity
= Torque X 2 n

Vehicle need a range of torques and velocities for different situations i.e. grades / slopes
& road conditions. So it is necessary to use different gear ratios.
Gear Ratio = 1/2 = n1/n2 = z2/z1 where z2<z1
z2>z1
Gear ratio is defined as a relationship between output speed and input speed hence gear
ratio affects on both speed and torque.
Power = Traction effort X Velocity
Micro hybrid Mild hybrid Full hybrid
Power of electric
motor
2-10 KW 4-20 KW >20 KW
Torque of electric
motor
<90 Nm <500 Nm >500 Nm
Voltage 14-42 volt 42 volt 100-650 volt
According to table, vehicle comes in category of Micro hybrid type.
Hybrid drives are of two types:
1. Series hybrid power train
- No mechanical coupling of motor and wheels
- Gear set not mandatory



2. Parallel hybrid
- Both drives can be combined
- Mechanical gear set required
- Excess power of any drive can be added to charge other battery

2.3 Formulae and calculations
Total traction effort = Aerodynamic resistance
+ Rolling resistance
+ Inertial resistance
+ Grade resistance
Where,
Aerodynamic resistance = Cd A v2
Where,
= density of air in rainy season
= 1.2 kg/m^3
(Max air density is in rainy season)
Cd = coefficient of air resistance
= 1.2
A = projected frontal area
= 1.25 m^2
V = velocity
= 5 m/s
Rolling resistance = N
Where,
= coefficient of rolling resistance
N = weight in Newton(Body of vehicle)
Inertial resistance = m a
Where,
m = mass = Total mass
a = acceleration = 0.2
Grade resistance = mg sin [tan^-1 (slope in fraction)]
Ex- For 10% grade slope in fraction = 0.1
For 20%grade slope in fraction = 0.2
Note: According to rulebook mass of vehicle should be considered equal to 130 kg and each
drivers weight is considered equal to 75 kg. Hence total mass is 280 kg.
2.4 Motor selection
400 watt motor is selected to have a greater power in tasks like gradient, acceleration and
endurance. And another reason of selecting 400 watt is an availability of sprocket and
free wheels.400 watt motor needs 400 watt i/p from battery i.e. 400 watt.hr/supply for 1
hour.
2.4.1 Motor specification:
Power = 400 watt
Motor type =BLDC motor
Volt = 24 volt
Current = 20 ampere
Max. Rpm = 1500 rpm
Max. Torque =3.92 N.m
Steady torque = 2.55 N.m
2.4.2 Advantages of BLDC motor:
High speed
High efficiency
Minimum temperature rise
Smooth operation
Robust
Customization available

2.5 Battery selection
400 watt.hr can be got by taking voltage and current multiplication. i.e. Power= volt x
current.
We need torque as well as rpm hence optimum selection is required, so condition of
selection of battery as per rule-book is given
<48 volt
<36 A.hr
Therefore we have 2 dry EXIDE batteries connected in series of specifications 12 volt
20 A.hr.
BLDC Motor:- 400 watt; 24v; 1500rpm ;Max torque= 3.92 Nm ,Constant torque=2.55 N
So motor requires at least 400 watt supply from total o/p of battery. Hence we have
battery as follows

BATTERY: EXIDE (12V 20AH) x 2Battery efficiency = approx. 85%Power o/p
by battery = volt x current
= (12 x 20) x 2 x battery efficiency =480 x 0.85= 408watt
400 watt. So the battery is sufficient to provide a power to a motor so that motor is
able to give a max. Power. Our batteries are sufficient to give a power for 1 hour
(with max power).

2.6 POWER GENERATION AND BATTERY CHARGING: -For max and efficient
life of battery batteries must be charged at no more than AH/8 i.e.20/8=2.5 A 3 A
In the condition of starting of motor we need slightly greater speed of charging. Battery
charging must be 10% - 25% of ting hat of AH. At the 14volts output is required from for
12volt battery .Hence voltage requirement 28volt for two batteries in series. The charging
requirement is 28 volts & 3-5 Amperes so as to charge batteries with
th
rate. Hence
different circuit is designed for the charging so directly required V and I can be given
for the battery.

Calculation of max. Resistances:
Aerodynamic drag = * *1.25*5*5
=22.5 N
Rolling resistance=*N
=0.15*(280*9.81)
=412 N
Inertial resistance = m*a
=280*0.2
= 56 N
Grade
(degrees)
Aerodynamic
drag
Rolling
resistance
Inertial
resistance
Grade
resistance
Total
Resistance
1
22.5 412 56 48 598
2
22.5 412 56 96 656
3
22.5 412 56 144 740
4
22.5 412 56 192 752
5
22.5 412 56 239 800
6
22.5 412 56 287 847
7
22.5 412 56 334 884
8
22.5 412 56 382 939
9
22.5 412 56 429 986
10
22.5 412 56 477 1034







2.7 Motor performance curve






2.8 Selection of gear ratios:
Tractive effort =

in Newton
Velocity =

in km/hr
Selection of GR can be made by
1. Availability of different no. of sprockets & free wheels in the market
2. Need of total traction required
3. Velocity to be got
GR are selected by
1. Geometrical gear steps
2. Progressive
3. Market availability(trial & error)

So vehicle has a geometric gear steps where gear steps

1. 5.83
2. 5
3. 4.16
4. 3.33
5. 2.91
Where efficiency of hybrid drives consisting of chain transmission is 0.95.
2.9 Traction diagram:
1)The acceleration & climbing performance in the various gears of the transmission must be
ckecked.In the traction diagram the traction available in each gear the traction required at
various gradients are plotted as a function of vehicle speed using eqns.

Construction:
-Specifying initial dynamic operating parameters. The following calculations are based on
engine & transmission data given.
-Selecting some characteristics points on full load curve .The full load curve & values at max.
Torque max. Power provides the first entries.
-Calculating associated gear dependant speeds &traction for different GR.
2) Determining the driving resistance lines:
-The initial values for calculating the driving resistance lines are vehicle data.
-Calculating the traction required at several speeds & gradients.
-Entering Traction required speed values on diagram.
3) Reading of relevant data:
The max. Speed of vehicle on a level surface is achieved on which gear is determined at
intersection of traction available &driving resistance for grade=0 %.

TRACTION MAP

2.10 Transmission stages: -
2.10.1 MOTOR TRANSMISSION


2.10.2 PEDAL TRANSMISSION
*Mechanical energy is used in the pedal transmission hence pedal force will directly affect
the required tractive effort.
The maximum pedal force applicable by a human is 800 N.
* Maximum gear ratio will give max tractive effort and minimum gear ratio will give
maximum velocity.




GEAR RATIO MAXIMUM VELOCITY (km/hr)
0.33 20.56
0.28 24.2
0.24 28.27
0.21 32.31
0.17 39.9










Chapter 3 ROLLCAGE
3.1 Introduction
This chapter outlines the summary of the design requirements of roll cage from various SAE
technical papers. The purpose of the frame is to rigidly connect the all the components while
providing attachment points for the different systems of the car. The frame must also provide
attachment points which will not yield within the cars performance envelope.
3.2 What is ROLLCAGE?
There are many different styles of frames; space frame, monologue, and ladder are examples
of race car frames. The most popular style for BAJA is the Roll Cage Frame. Roll Cage is a
series of tubes which are joined together to form a structure that connects all of the necessary
components together. However, most of the concepts and theories can be applied to other
chassis designs. It has found that in most cases, a chassis that is stiff enough for competition
will not yield. However, some care should be taken to ensure that the attachment points of the
frame do not yield when subjected to design loads. For example, the engine mounts should be
made stiff enough to reduce the possibility of failure. Torsional stiffness is the resistance of
the frame to torsional loads. Obviously, torsional rigidity is not the only measurement for
analyzing the stiffness of a chassis. Bending stiffness can also be used to analyze the
efficiency of a frame design. However, bending stiffness is not as important as torsional
stiffness because deflection due to bending will not affect wheel loads. The area moment of
inertia has a large influence on the stiffness of a structure. Therefore, the farther material is
from the axis of twist the stiffer the frame will be in bending and torsion. This concept is
implemented by adding structural side pods to the basic frame.
Further section will discuss regarding the frontal impact testing which is essential for
dynamic analysis.


3.3 Frontal Impact Testing
The research indicates that most of the automotive fatalities or deaths occur
due to head on or frontal crashes. In order to reduce traffic related fatalities and
injuries, all the vehicles must pass frontal crash test. In the frontal impact or crash
testing the vehicle crashes head-on into a rigid concrete barrier at certain specified
speed. Federal law requires all passenger cars to pass a 12.58 m/s (45.28 kmph) frontal
crash test. Instrumented anthropomorphic dummies are placed in the driver and passenger
seats for the test. Accelerometers are also placed on the vehicles to record response of
structure during the crash. These tests are conducted to measure how well occupants
are protected in a head on collision. During the test, instrumented dummies are placed
in the fully belted position to measure the force of impact to the chest, head and leg.
The test program deals only with crashworthiness and indicates how well an
automobile can protect its occupants in a frontal collision.

There are two types of fixed barrier tests performed to measure the
crashworthiness differences of the vehicles. They are full width rigid barrier frontal
crash test and offset rigid barrier frontal impact test. Figure Full width and frontal
offset crash test Fixed rigid barrier collisions can represent severe automotive
impacts. This test is conducted on automotive vehicles to obtain information of value
in reducing occupant injuries and in evaluating structural integrity. The barrier device
may be of almost any configuration, such as flat, round, offset, etc. The primary
objective of this standard test method is to provide realistic simulation of the forces
which act on vehicles and occupants during collisions with fixed objects.
Measurements of structural loads and deflections, determination of occupant
dynamics, and photographic and post-collision observations of pertinent special
events may be useful in establishing design criteria.
Full-width and offset tests complement each other. Crashing the full width of a
vehicle into a rigid barrier maximizes energy absorption so that the integrity of the
occupant compartment, or safety cage, can be maintained well in all but very high-
speed crashes. Full-width rigid barrier tests produce high occupant compartment
decelerations, so they're especially demanding of restraint systems. In offset tests,
only one side of a vehicle's front end, not the full width, hits the barrier so that a
smaller area of the structure must manage the crash energy. This means the front end
on the struck side crushes more than in a full-width test, and intrusion into the
occupant compartment is more likely. The bottom line is that full-width tests are
especially demanding of restraints but less demanding of structure, while the reverse
is true in offsets. The three factors evaluated in the frontal offset crash test
structural performance, injury measures, and restraints/dummy kinematics
determine each vehicle's overall frontal offset crashworthiness evaluation.
a) Structure/safety cage: Structural performance is based on measurements
indicating the amount and pattern of intrusion into the occupant compartment
during the offset test. This assessment indicates how well the front-end crush
zone managed the crash energy and how well the safety cage limited intrusion
into the driver space.

b) Injury measures: Obtained from a 50th percentile male Hybrid III dummy in
the driver seat, injury measures are used to determine the likelihood that a
driver would have sustained injury to various body regions. The measures
recorded from the head, neck, chest, legs, and feet of the dummy indicate the
level of stress/strain on that part of the body. Thus, greater numbers mean
bigger stresses/strains and a greater risk of injury.

c) Restraints/dummy kinematics (movement): Significant injury risk can result
from undesirable dummy kinematics for example, partial ejection from the
occupant compartment in the absence of high injury measures. This aspect
of performance involves how safety belts, airbags, steering columns, head
restraints, and other aspects of restraint systems interact to control dummy
movement. There are different set of rules and test procedures to evaluate the
test results for passenger vehicles. Although, there are no well defined set of
rules for estimating the crashworthiness of the off-road vehicles, the test
methods are evaluated based on the existing rules and procedures.



Figure: Full width and frontal offset crash test

3.4 FINITE ELEMENT ANALYSIS
In engineering problems there are some basic unknowns. If they are found, the
behaviour of the entire structure can be predicted. The basic unknowns or the Field
variables which are encountered in the engineering problems are displacements in
solid mechanics, velocities in fluid mechanics, and electric and magnetic potentials in
electrical engineering and temperatures in heat flow problems. In a continuum, these
unknowns are infinite. The finite element procedure reduces such unknowns to a
finite number by dividing the solution region into small parts called elements and by
expressing the unknown field variables in terms of assumed approximating functions
(Interpolating functions/Shape functions) within each element. The approximating
functions are defined in terms of field variables of specified points called nodes or
nodal points. Thus in the finite element analysis the unknowns are the field variables
of the nodal points. Once these are found the field variables at any point can be found
by using interpolation functions.
After selecting elements and nodal unknowns next step in finite element analysis is to
assemble element properties for each element. For example, in solid mechanics, we
have to find the force-displacement i.e. stiffness characteristics of each individual
element. Mathematically this relationship is of the form
[K]e {} e = {F} e
Where [k]e is element stiffness matrix, {} e is nodal displacement vector of the
element and {F} e is nodal force vector. The element of stiffness matrix kij represents
the force in coordinates direction i due to a unit displacement in coordinate direction
j. Four methods are available for formulating these element properties viz. direct
approach, variation approach, weighted residual approach and energy balance
approach. Any one of these methods can be used for assembling element properties.
In solid mechanics variation approach is commonly employed to assemble stiffness
matrix and nodal force vector (consistent loads). Element properties are used to
assemble global properties/structure properties to get system equations
[k] {} = {F}. Then the boundary conditions are imposed. The solution of these
simultaneous equations gives the nodal unknowns. Using these nodal values


additional calculations are made to get the required values e.g. stresses, strains,
moments, etc. in solid mechanics problems.
Thus the various steps involved in the finite element analysis are :
1. Select suitable field variables and the elements.
2. Discritise the continua.
3. Select interpolation functions.
4. Find the element properties.
5. Assemble element properties to get global properties.
6. Impose the boundary conditions.
7. Solve the system equations to get the nodal unknowns.
8. Make the additional calculations to get the required values.
FEA is a powerful design tool that has significantly improved both the standard of
engineering designs and the methodology of the design process. The introduction of
FEA has substantially decreased the time to take products from concept to the
production line. It is primarily through improved initial prototype designs using FEA
that testing and development have been accelerated. In summary, benefits of FEA
include increased accuracy, enhanced design and better insight into critical design
parameters, virtual prototyping, fewer hardware prototypes, a faster and less
expensive design cycle, increased productivity, and increased revenue. The following
section includes FEA tools used in the present research and describes briefly the
features and the capabilities of each tool.
3.4.1 Solidworks Simulation
Solidworks Simulation provides a complete range of tools for analyzing the
structure, motion, and multi-physics of your parts and assemblies, or exploring fluid
dynamics and heat flow around and through your design. As part of the Solidworks
suite of product development solutionscovering design, simulation, sustainable
design, technical communication, and data managementSolidworks Simulation is
easy to use, yet powerful enough to tackle the most complex design issues. You can
predict the performance of your design under real-world operating conditions to
detect problems and correct them before prototyping, tooling, and production.


Some of its capabilities are listed here





-Drive your design with optimization technology to improve product
performance
-Determine the structural impact of thermal loads on your design
-Virtually prototype the most challenging machines with event-based motion
simulation
-Estimate component life based on calculated or SolidWorks Motion loads
-Study nonlinear problems that involve large displacement and complex
material models


3.5
3.5.1
STATIC IMPACT ANALYSIS
Design Methodology
The purpose of this section is to give a basic knowledge of the methodology that
was used to analyze the SAE Efficycle frame member. The Figure shows a generic
illustration of the major steps involved in the design optimization process.
1. Considering the objectives, functions, design considerations and the rules laid
by the SAE Efficycle, preliminary design of the frame structure was developed.
2. Once the design was established, a CAD model was created using Solidworks
with the preliminary design. The model created was fully parametric to ensure
that future changes could be made easily. This model is the basis for creating
complex FE model.
3. A finite element (FE) model was created using beam mesh in Solidworks
Simulation on which structural analysis was performed. The element quality
has been ensured for optimum analysis results.
4. The next step in the analysis was selection of parameters for setting
simulation. The parameters include material properties, section properties,
constraints, loading conditions and other simulation related parameters.
5. After setting the parameters, the simulation was run using Direct Sparse
Solver. A static analysis was run for the current problem in the initial stages to
find out the optimum parameters for the dynamic analysis.
6. The results of the simulation were interpreted to determine the intensity and
the areas of the highest Von Mises stresses and the deformations that the
frame members are subjected for the applied loads.
7. If the stresses generated in the chassis member were above the yield/tensile
limit of the material and/or the deformation of the frame members were more,
then existing frame has been modified for the improved performance.
8. The new design has been subjected to the structural analysis with definite
input parameters and the process will go on till the stresses and deformation
were within the desired limit.


9. Finally, design engineers who consider all manufacturing and cost issues in
order to develop a final design should interpret the results of the structural
analysis.
Figure 4.1 Flow Chart for generic design process
3.5.2 Development of a Preliminary Design
The vehicle frame is used to provide a basis on which to mount the various
peripherals necessary for self-propulsion. The frame is the skeleton of any vehicle.
The roll cage provides a framework to protect the operator from hazards and injuries.
In the event of a rollover accident, the roll cage is designed to absorb as much of the
inertia as possible to lessen the force of the collision on the operator. It means that the
chassis was designed to maximize strength and durability, while minimizing weight
and retaining manufacturability. It has to support all operator control systems, front
and rear suspension systems, and engine and drive train. 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 overall attractiveness. Other design factors include durability and
maintainability of the frame.
To begin the initial design of the frame, there first must be set some design
guidelines. These include not only design features and manufacturing methods, but
also the tools to be used in the design. From that point, the areas of the design that
may show weakness or high loading should be analyzed for stress concentrations
should be identified for analysis.
3.5.3 Design Guidelines
Before beginning the design of the frame it was important to make several
global design decisions. These include such details as intended steering and
suspension design and also intended fabrication methods. While these decisions are
not important to the analysis of the frame, they are important to understanding the
design. The rules regarding the frame geometry and driver safety must be considered
as well.
The intended fabrication is important due to the limitations of the abilities and
skills of the build team as well as design directives. The objective is to minimize the
number of welded joints on the frame in favour of bent members. Bending is less time
consuming and when properly done show a much lower stress concentration. As the
design progressed the manufacturability was constantly reviewed with the build team.
This ensured that there were no impossible features in the design, and that the team
felt confident with its construction. As with the material type, the overall frame
geometry is guided by strict rules. These rules were constantly referenced throughout
the design of the frame to ensure compliance. As mentioned above the rules change
yearly, for this reason they are attached in Appendix A. The interactions of the frame
and the strict safety rules required that the frame be designed with a solid modelling
software package.






3.5.4 Rollcage specifications: -

1. THICKNESS= 1.75 mm
2. INNER DIAMETER= 1.12 inches
3. OUTER DIAMETER= 1.25 inches
4. VOLUME=0.005 m^3
5. TOTAL SURFACE AREA= 5.09 m^2
6. LENGTH= 27 m
7. NO.OF JOINTS= 66
8. STEEL TYPE= AISI 1018 steel
3.6 Driver ergonomics : -
Ergonomics (or human factors) is the scientific discipline concerned with the
understanding of interactions among humans and other elements of a system, and the
profession that applies theory, principles, data and methods to design in order to
optimize human well-being and overall system performance . The overall goal was
to provide vehicle designers with tool that will allow them to accurately predict how
occupants, particularly drivers, will be position in the vehicles. All consideration
regarding human being like seat position, driver eye location and headroom comes
under ergonomics.
The interior must be design in such a way that it should make the driver no
matter whether coming from East or west feel well. The design machines and the
workplaces must meet not only the norms and requirements of safety and hygiene
regulation but also the ergonomics . By using analysis tools one may check the
interior as regard ergonomics and visibility on the basis of such model. Proper
ergonomic design is necessary to prevent repetitive strain injuries which can develop
over time and can lead to long-term disability.
3.6.1 Objective:-
The objective is to improve the efficiency of racing car operation by taking
into account a typical person's size, strength, speed, visual acuity, and physiological
stresses, such as fatigue, speed of decision making, and demands on memory and
perception.
3.6.2 Design of vehicle:-
Ergonomics of a vehivle includes several elements:-
The drivers line of sight: -
Visibility is of prime importance. Our goal keeping in mind the aspect of design is
to ensure that the race track in front is visible and enough of the action to the side (i.e.
left and right is visible) through peripheral vision. Thus we chose a car seat and
positioned it inside the role cage



The steering wheel:-
The steering wheel is a tool of leverage. The steering wheel is should be at an
optimum distance from the driver such that while operating on it the driver may not
experience fatigue or difficulty. So the proper distances is whole and sole a matter of
comfort and clearance. The arms are bent at elbow when driving straight, yet still
comfortable while taking turns.
Some positions which reflect proper position of steering with respect to the driver





Elbow angle - 115
Distance between chest and steering wheel - 10"
Steering wheel leaning angle - 80
Wheel clearance - 6.5"
Diameter of steering wheel- 14


The pedal:-
The pedal like the steering wheel is a leverage item. The driver's leg will get
tired if it is not given a position of leverage to be the most effective the driver's leg
should be bent slightly when the pedal are fully engaged and should be bent
somewhat more when the pedal are not engaged.
The Manikin
We chose a manikin of 95 percentile and max weight of 120 kg.
So according we assemble the manikin with our vehicle seat and take the entire
dimension as per standard.



Figure: Seating position with hands on steering wheel










3.8 Geometry Development
After so many prototypes were developed, finally team selected a roll cage which has all the following features:
1. 2 seat arrangement
2. Aerodynamic shape
3. Motor and battery mounting space
4. Space for 2 stage transmission
5. Body stability and balance
6. Higher ground clearance
7. Spacious roll cage
8. Lower C.G. of vehicle body
9. Better look

Since Computer Aided Design (CAD) model is the basis to create a complex FEA model, there began a quest
to develop a CAD model. There is no CAD data exists for the preliminary design. To create the CAD, we
referenced some of older roll cages of other universities and proceeded with the
design. With operator space requirements we approached with inside out methodology where in manikin was
taken as reference and model was developed around it. The design was done utilizing the Solid works package
and CATIA software. Some of the critical designs like chain sprockets,etc are designed on CATIA. .
Solidworks was chosen over other packages because of its simple interface for creating three dimensional
sketches, checking interferences, and simulating motion. The three dimensional sketching ability was extremely
important, due to the number and
complexity of bent members in the intended design. Solidworks interference check
and motion simulation are as simple as point and click. Where many packages require
the user to redefine the position, Solidworks allows the user to drag the part or
assembly through its intended motion. The function also has an interference tool built
in that allows the user to choose between multiple notification methods. Upon the completion of CAD model as
shown in figure 4.5 we proceeded with FEA in Solidworks Simulation package which to helped to create our
FEA model with beam mesh because the calculation time is very short and it allows for multiple iterations very
quickly as CAD & CAE are integrated in one single package.
Figure: Seating position in which the driver disengaged the break paddle

Rollcage








The material
used in
vehicle must
fulfill the SAE Efficycle
requirements [1]. The material selected must ensure a balance between design requirements, product cost and
weight to deliver an unbeatable design. The available materials that fulfill the requirements are AISI 1018, 1020,
and 4130. A comparison was done to select the material by considering various properties and cost of each material
as shown in table 3.
Material Yield
strength
(MPa)
Bending
stiffness
N/m2
Cost /
Kg
Rs
Elongation
(%)
Weight/100
kg
AISI
1018
365 2790 120 15 50
AISI
1020
539 3640 160 36 40
3.8 Material Selection
The materials used in the cage must meet certain requirements of geometry as
set by SAE, and other limitations. The main criteria we took into consideration when
choosing the material for the roll cage are safety, cost and durability. In a situation
where the Efficycle would roll over, the material used has to be sturdy enough to protect
the driver from fatal injuries. As the frame is used in a racing vehicle, weight is a
crucial factor and must be considered. The proper balance of fulfilling the design
requirements and minimizing the weight is crucial to a successful design.
AISI
4130
670 3640 210 25.5 38
Table 3 (comparison of roll cage material)
AISI 4130 and 1020 have good yield strength and allow the use of tubes with smaller wall thickness. This will in
turn reduce the weight of roll cage. Also, 4130 and 1020 are more ductile than other materials so it will deform
more before its ultimate failure. But cost of per kilogram of 4130 is about 2 times more than AISI 1018. Even the
weld ability of AISI 4130 was difficult with our chosen choice for welding i.e. SMAW. So considering economy
and availability we have built our roll cage with AISI 1018 pipe with OD 1.25 inches and thickness 1.25 mm.
3.9Properties of AISI 1018 steel:
Chemical Composition
Element Content
Carbon, C 0.14 - 0.20 %
Iron, Fe 98.81 - 99.26 % (as remainder)
Manganese, Mn 0.60 - 0.90 %
Phosphorous, P 0.040 %
Sulfur, S 0.050 %
Physical Properties
Physical Properties Metric Imperial
Density 7.87 g/cc 0.284 lb/in
3

Mechanical Properties
Mechanical Properties Metric Imperial
Hardness, Brinell 126 126
Hardness, Knoop (Converted from Brinell hardness) 145 145
Hardness, Rockwell B (Converted from Brinell hardness) 71 71
Hardness, Vickers (Converted from Brinell hardness) 131 131
Tensile Strength, Ultimate 440 MPa 63800 psi
Tensile Strength, Yield 370 MPa 53700 psi
Elongation at Break (In 50 mm) 15.0 % 15.0 %
Reduction of Area 40.0 % 40.0 %
Modulus of Elasticity (Typical for steel) 205 GPa 29700 ksi
Bulk Modulus (Typical for steel) 140 GPa 20300 ksi
Poissons Ratio (Typical For Steel) 0.290 0.290
Machinability (Based on AISI 1212 steel. as 100% machinability) 70 % 70 %
Shear Modulus (Typical for steel) 80.0 GPa 11600 ksi
Electrical Properties
Electrical Properties Metric English Comments
Electrical resistivity @0C
(32F)
0.0000159 W-
cm
0.0000159 W-
cm
annealed
condition
@100 C/ 212 F
0.0000219 W-
cm
0.0000219 W-
cm
annealed
condition
@ 200 C/392 F
0.0000293 W-
cm
0.0000293 W-
cm
annealed
condition
Machining
The machinability of AISI 1018 mild/low carbon steel is graded at 78% of B1112.
Weldability
AISI 1018 mild/low carbon steel can be instantly welded by all the conventional welding processes.
Welding is not recommended for AISI 1018 mild/low carbon steel when it is carbonitrided and carburized.
Low carbon welding electrodes are to be used in the welding procedure, and post-heating and pre-heating are not necessary.
Pre-heating can be performed for sections over 50 mm. Post-weld stress relieving also has its own beneficial aspects like
the pre-heating process.
We have to define bending strength and stiffness by:
Bending strength is given by M= y * I/c,For 1018 steel the values are:
y = 370 MPa; I = 17732.41 mm4; c= 12.7mm
Thus bending strength M = 516.6 Nm
b= M*y/I
b = 370 MPa
Bending stiffness = E*I
= 205000*I
= 3635 Nm2
3.10 Front Impact Analysis
Linear static analysis is carried out on the chassis to test different loading

conditions and to find out the resulting stresses and deformation on the frame
members. Knowing how the current design reacts to different loading conditions
would allow designers to make changes prior to physical prototyping. In addition, a
linear static analysis is a base for dynamic or non-linear FEA analysis. If a design
cannot survive a linear static stress analysis it has to be fixed before moving on to
more complex, time consuming and expensive dynamic or non-linear analysis.
Table 4.3 Material Property of AISI 1018 steel
Sr.No
1
2
3
4
5
6
7
8
9
10
Property
Material
Outer diameter
Inner diameter
Section thickness
Tensile Strength, Ultimate
Tensile Strength, Yield
Area Moment of Inertia
Elongation
Density
Poissons ratio
Value
AISI 1018
1.25 inches
1.12 inches
1.75 mm
440 MPa
370 MPa
17732.41 mm4
15 % in 50mm
7870 Kg/m3
0.3
The next stage in the design process is to perform a finite element linear static
stress analysis, review the stress and deformation pattern on the frame members and
modify the frame members to reduce the stress and deformation so as to withstand the
applied load.
Assumptions for frontal impact simulation:
1. The chassis material is considered isotropic and homogeneous
2. Chassis tube joints are assumed to be perfect joints
3. The impact barrier is not deformable.

3.10.1 Loading / Boundary Conditions of front impact analysis
Frontal impact is a dynamic event but it is easier to do preliminary analysis using linear elastic quasi-static
analysis. Therefore we need to determine a force value to use in the static analysis that is roughly equivalent
to the peak dynamic force or average dynamic force observed during an impact. One way to estimate a
maximum allowable force is to start with a simplified injury criterion For the static frontal impact analysis, a
deceleration of 3 Gs was assumed for the loading which is equivalent to a static force of 9810 N load on the
vehicle, assuming the weight of the vehicle is 300 Kg.
To calculate these forces we used, Newtons second law was used. The force calculation was shown below
in equation.
F = ma
m = 300 Kg
a = 10 * 9.81 m/s = 32.7 m/s2
F = 300 * 32.7 = 9810 N
3.10.2 Analytical Calculation for Impact Force
The vehicle for SAE Efficycle is designed for a maximum speed of 12.58 m/s for the competition. The total
weight of the vehicle including the driver is estimated to be 300 kg. For a perfectly inelastic collision, the
impact force can be estimated using the below equation
Wnet= 0.5*m*v2 final 0.5*m*v2 initial
Wnet = f*d
This equation states that the change in kinetic energy is equal to the net work done, and the work needed to
stop the car is equal to the force times the distance.
f*d= - 0.5 *m*v2 initial
It is considered for the static analysis that the vehicle comes to rest 0.1 sec after the impact. For a 12.58
m/s2 speed, the travel of the vehicle after the impact is 1.67 m.
Impact force = 0.5*300*12.58*(1/1.67) = 1886 N
3.10.3 Results of front impact: -The frame does not need to survive the crash load so long as it protects the
driver in this situation. Here, we have three different types of loads i.e. 9810 N (3G force), 1886 N
(analytical value). In the initial stages, the current frame design is aimed to withstand the impact load of
9810 N. If not, it is made sure that the frame withstands an impact load of 1886 N minimum, with a design
factor of safety of 1.25.

The frontal impact analysis was run for different mesh sizes and the effect of Von Mises stress and
displacement was reviewed for each case for the chassis members. Changes or modifications were done
accordingly to the chassis members to withstand the impact load (i.e. Generated Von Mises stress should be
less than the tensile stress of the material)
3.11 Side Impact Analysis
For this case it was assumed that the vehicle underwent a collision on one of its side. The right side was
arrested completely and a powerful load of 3G was applied on the other side.
3.11.1 Loading/boundary conditions of side impact analysis
As shown in figure, one side members are constraint i.e. zero DOF and force applied at four key points of
other side of SIM members. Load values were similarly calculated as in case of front impact, in this case it
is total force is 9810 N.
3.11.2Results of side impact analysis
Side impact analysis is important as driver is not protected by bumper as in case of front collision, here we
got the stress and deformation well within permissible limits and good factor of safety i.e. 2.

3.12 Roll over Impact Analysis
For this case it was assumed that the vehicle underwent a roll over.Force of 2.5 G was applied at frontal
members at two keypoints/nodes.
3.12.1 Loading/boundary conditions of Roll over impact analysis
As shown in figure loads are applied at two key points with combination vector sideways and downward.
Load values were similarly calculated as in case of front impact, in this case it is total force is 9810 N.
3.12.2 Results of Roll Over Impact analysis
Roll Over analysis is important as while climbing cliff the vehicle can topple backwards as rear part of
vehicle is heavier than front, here we got the stress and deformation well within permissible limits and good
factor of safety i.e. 1.5.




The 3D roll cage model was created using CATIA and Solid-Works and the FEA was performed
using the complementary soft-wares and Ansys.

Prepossessing-

In order to account for and minimize the possible inaccuracies, the mesh size was refined as small as
possible. The boundary conditions for the roll cage simulations were defined by constraining all
opposite to the end being loaded.

Analysis of the Roll cage was performed on the platform:

i. ANSYS V11.0:-The FEA process required a sound wireframe design on which the appropriate
type of elements could be assigned. Thus, based on the points coordinates obtained from the
model in Solid- Works.The wireframe was painstakingly generated in the ANSYS modeling
interface. All key points were defined and connected with lines and meshed with element PIPE16
type and 3D beam in Ansys.

Loading Analysis-

Frontal impact is a dynamic event but it is easier to do preliminary analysis using nonlinear static
analysis. Therefore we need to determine a force value to use in the static analysis that is roughly
equivalent to the peak dynamic force or average dynamic force observed during an impact. The
analysis is focused to obtain maximum Strength to weight ratio for the roll cage. Modifications
were done to the existing design to withstand the applied load based on the analysis results for the
optimum mesh size. The design was
considered to be safe as the generated roll-cage Von Mises stresses were less than the ultimate
tensile strength
of the material and the deflections of the members were small enough to ensure the safety of the
driver.

Type of
loading
Force Max stress (
N/mm2)
Max.
deformation
(mm)
Front
impact
3G 353.72 207.646
Side
impact
3G 197.102 6.743
Roll over 3G 348.215 55.048
3.13 STATIC ANALYSIS
3.13.1 Static Analysis in Ansys Workbench
Solidworks Simulation gives results in no time but we suspect that results wont be same rather
accurate as one conducted in a more heavy duty solver such as ANSYS. We saved our Solidworks
CAD model in IGES file format and imported in Ansys Workbench and performed above all four
liner static analyses. In order to account for and minimize the possible inaccuracies, the mesh size was
refined as small as possible. The loading and boundary conditions were kept same. Results were rather
different from Solidworks Simulation, the equivalent Von Mises stress values were well within limit
leaving the members which can be called as most sensitive members. We also calculated the safety
factor via equivalent stresses; principal stress and maximum tensile stress the values enough to grade
the frame safe. The following figures show the analysis results carried in Ansys Workbench.


3.13.2 Experimental Method for Torsional stiffness measurement :
The experimental method to determine torsion stiffness is similar to the simulation method described
above. In this method linear jack-screw actuators are used to apply vertical deflections at the front
suspension mounting locations in gradual increments [10]. The rear mounting locations are held fixed
and load cells are placed at each location under each jack stands in order to determine the force
applied. Dial indicators are used to measure the deflections at various points along the chassis. The
torsion stiffness is found from the following equations:
T =[{ |Rr | + | RL|}/2]* Ls
= [{|r | + | L|}]/ Lr
KT= T/
In the above equation the torque, T, is based on the reaction forces (Rr and Rl) for the right and left
sides respectively, as well as the lateral distance between scales. The angular deflection, , is again
based on the vertical deflections at the right and left wheels respectively (r and l) which are found
from the measurements on the jack screw actuators. The torsion stiffness, K is based on the torque and
angular deflection and is found at several increments of the jack screw actuators as shown in figure
5.3. An average value representing the actual torsion stiffness is then found using a least squares
regression.
3.13.3 Validation
As the linearity of the torsional stiffness is evident by graph we can fairly say the results are accurate.
But blindly accepting the FEA method wont do we have to compare its results with the experimental
method. From experimental method we can the graph applied torques vs. angle of twist in the same
manner as in FEA and if both the graphs are approximately similar we can say that stiffness values are
accurate. But this is beyond our scope and budget thus we have validated results partially by linearity.







3.14 Fabrication
3.14.1 Summary from all analysis
After performing static impact analysis, torsional stiffness analysis and modal analysis in Ansys
Workbench and Solidworks Simulation we were in situation that we can grade our roll cage as
favourable enough for safety of driver from design point of view. By analysing the sustainability of
roll cage we have marched towards correct choice of material keeping in environmental prospect in
mind but it we have to comprise for extra weight as of tight project budget. But environmental aspect
of chosen material is defiantly helpful for higher product life cycle. After analysis we ordered AISI
1018 steel tubes from Mumbai and started the fabrication process.
3.14.2 Welding
Welding is a fabrication or sculptural process that joins materials, usuallymetals or thermoplastics, by
causing coalescence. This is often done by melting the work pieces and adding a filler material to
form a pool of molten material (the weld pool) that cools to become a strong joint, with pressure
sometimes used in conjunction with heat, or by itself, to produce the weld. The main criteria we took
into consideration while choosing the type of weld for the roll cage fabrication are safety, cost and
durability. To select the appropriate welding process we have compared different welding processes
which are stated below:


Parameter SMAW TIG MIG
Versatility More Less Less
Adaptability to
confined spaces
Most Less Less
Requirement of
shielding gases
No Yes Yes
Suitability for job
production
Yes No No
Number of
equipments required
Less More More
Cost less High High
Availability in shop Yes No No
Skills required Medium High Low
We have chosen Shielded metal arc welding (SMAW) and to validate it more accurately we had done
(FMEA) Failure Mode and Effect Analysis Technique.
3.14.3 Failure Mode and Effects Analysis
The FMEA methodology is one of the risk analysis techniques recommended by international
standards. It is a systematic process to identify potential failures to fulfil the intended function, to
identify possible failure causes so the causes can be eliminated, and to locate the failure impacts so the
impacts can be reduced. The process of FMEA has three main focuses: The recognition and
evaluation of potential failures and their effects; The identification and prioritization of actions that
could eliminate the potential failures reduce their chances of occurring or reduce their risks; The
documentation of these identification, evaluation and corrective activities so that product quality
improves over time.

3.14.3.1 Process Failure and Effects Analysis
Our aim of the work was to maximize the total process quality, reliability, maintainability and
productivity while optimizing expenses and Identify critical and/or significant characteristics, which
help in developing control plans. We took brake, suspension & steering and roll cage for PFMEA. As
per the rule book only students will perform welding on as built vehicle [1], so the study of
manufacturing engineering prioritize. We have chosen between shielded arc welding and TIG, but we
are restricted by constraints like cost, availability. By PFMEA we found shielded arc welding with
proper filler material and current would give comparable strength as of TIG. Failure modes were
rectified and control plan for controlling, improving and/or handling changes were made. These
control plans help how to improve product quality and meet design requirements.
3.14.4 Shielded Metal Arc Welding
Shielded metal arc welding (SMAW), also known as manual metal arc (MMA) welding, flux shielded
arc welding or informally as stick welding, is a manual arc welding process that uses a consumable
electrode coated in flux to lay the weld. An electric current, in the form of either alternating current or
direct current from a welding power supply, is used to form an electric arc between the electrode and
the metals to be joined. As the weld is laid, the flux coating of the electrode disintegrates, giving off
vapours that serve as a shielding gas and providing a layer of slag, both of which protect the weld area
from atmospheric contamination. Because of the versatility of the process and the simplicity of its
equipment and operation, shielded metal arc welding is one of the world's most popular welding
processes. It dominates other welding processes in the maintenance and repair industry. We have
chosen SMAW process which gives us sufficient strength required for welding of roll cage and we
had tested welded joint with SMAW which fulfils strength properties of our roll cage. We choose E-
6013 electrode with 1/8 dia. Size which is best suited for AISI 1018 pipe welding (which has
thickness of 3 mm) because as the size of electrode increase current increases. We have done welding
with setting of 100 to 120 ampere current as too low current may cause poor weld penetration and also
high current may cause burning of pipe. We have confirmed our electrode selection from ADOR
Institute of Welding Technology and selection of electrode is right for our material. We have chosen
electrode made by ADOR. The end of the analysis evokes positive results in the roll cage design with
optimization of strength and weight in accordance to competition requirements. The design and
analysis validation of the various components proves the design stability, driver safety with reduced
weight of 65kg. The process uses an open electric arc, which presents a risk of burns which are
prevented by personal protective equipment in the form of heavy leather gloves and long sleeve
jackets. Additionally, the brightness of the weld area can lead to a condition called arc eye, in which
ultraviolet light causes inflammation of the cornea and can burn the retinas of the eyes. Welding
helmets with dark face plates are worn to prevent this exposure.




Figure SMAW process
3.14.5 Fabrication Process
Team worked for fabrication of Roll Cage which involved different set of skills of all members. We
made sure that we roll cage is fabricated as per 3D model and weld quality is maintained throughout
the entire build.
3.14.5.1 NOTCHING
Notching is a metal-cutting process used on sheet metal or thin bar stock, sometimes on angle sections
or tube. Notching is a low-cost process, particularly for its low tooling costs with a small range of
standard punches. There are mainly 3 types of notching.
1. Tube Notching
Tube notching is commonly performed before joining light-gauge tubes to make a Tee or similar joint,
as by welding. Either one or both tubes may be notched before Assembly. A familiar example of tube
notching is in the manufacture of bicycle Frames.
2. End notching
End notching works the end of the tube, such as a semicircular concavity to make the base of a tee, or
a convex vee to fit into a mitre.


3. Side Notching
Side notching (also called offset notching) works the side of a tube with a vee notch for bending,
semicircular or vee notches for tee joint. We used Tube notching as it was more accurate, cheap and
easily available. We had done it by using a special milling cutter called end mill. The stock to be
notched is clamped into a vise and can then be fed slowly and accurately into a rotating, hardened
metal, end mill. This method of end notching is much faster and thus greatly minimizes the chance of
damaging the stock either by warping due to heat buildup or by squashing as can still happen with a
hole saw.
3.14.5.2 Bending
Bending is a process by which metal can be deformed by plastically deforming the material and
changing its shape. The material is stressed beyond the yield strength but below the ultimate tensile
strength. The surface area of the material does not change much. Bending usually refers to
deformation about one axis. To construct the space frame chassis it was necessary to bend the tubes
very precisely in order to achieve the proper geometries. This was accomplished by using the manual
bender. To increase manufacturability, maximum possible bends were used. By implementing bends
into the design of the cage, the number of cuts and welds were decreased. Decreasing the number of
cuts and welds lowers the production cost and increases overall Roll cage strength. Because of the
minimal wall thickness of cage members, localized tube buckling occurred when bending them to
angles typically above 45 degrees. To avoid this for high angle bends in these tubes, we put sand in
tubes before doing bending. To ensure that the tubes were bent to the proper angle, we made full scale
drawings of the bent tube geometry and matched with bended material. In some frame members
containing compound bends it was necessary to ensure that the tube remained level in the bender
throughout the entire bending process and thus an angle finder was magnetically attached in order to
measure and correct any rotational deviations.
3.14.5.3 Destructive Testing
3.14.5.3.1 Tensile Test
This test is widely used to determine strength, ductility, resilience, toughness, and several other
material properties. A test specimen of circular cross section of a suitable size is prepared from the
material to be tested. During preparation of this specimen care was taken to avoid sharp in section to
reduce stress concentration. This reduces the chances of failure of specimen at low stress value. The
specimen is held by suitable means between the two heads of a testing machine and subjected to a
progressively increasingly tensile load until it fractures. A record of load acting on specimen is
obtained. The most commonly machine used for tensile test is Universal testing machine. Tensile
testing is done on fixed lengths called as gauge lengths. Before commencement of the test, two
permanent marks were made on the specimen at appropriate distance called as the original gauge
length. The results of tensile test are shown in figure .
3.14.5.3.2 Weld Penetration Test
Weld penetration is the distance that the fusion line extends below the surface of the material being
welded. Weld penetration is directly related to welding current. An increase or decrease in the current
will increase or decrease the weld penetration respectively.











3.14.6 Metallography of AISI 1018 Steel Tubes
Metallography is the science and art of preparing a metal surface for analysis grinding, polishing, and
etching to reveal micro structural constituents. The properties and performance of materials are
controlled by the structures studied by
3.14.6.1 Metallography.
To prepare the specimen we have to do grinding, polishing and etching on the specimen.
I.Grinding: - The purpose of the grinding step is to remove damage from cutting, planarize the
specimen, and to remove material approaching the area of interest. The most common metallographic
abrasive used is Silicon Carbide.It is an ideal abrasive for grinding because of its hardness and sharp
edges.
II.Polishing: - Polishing is the most important step in preparing a specimen for micro structural
analysis. It is the step which is required to completely eliminate previous damage. Ideally the amount
of damage produced during cutting and grinding was minimized through proper blade and abrasive
grinding so that polishing can be minimized.
III.Etching: - The purpose of etching is two-fold. Grinding and polishing operations produce a highly
deformed, thin layer on the surface which is removed chemically during etching. Secondly, the
etchant attacks the surface with preference for those sites with the highest energy, leading to surface
relief which allows different crystal orientations, grain boundaries, precipitates, phases and defects to
be distinguished in reflected light microscopy.
3.14.6.2 Microscopical Examination
To perform this we did above three steps and specimen is observed under microscope in our college
metallurgy laboratory. This is performed on samples cut to size. These samples were polished to a fine
finish, normally one micron diamond paste, and etched in an appropriate chemical solution prior to
examination on a metallurgical microscope. Metallurgical microscope in college provides test results
directly with high resolution images.


3.14.6.3 Conclusion
In Microscopical examination the fundamental is to study the characteristic or constitution of a metal
in relation to its physical and mechanical properties. In microscopy, microscope used and structures
check and decided which belong to sources. This examination revealed the material has revealed that
it had less percent of ferrite it means carbon percentage is less i.e. about 0.18%, material has fine grain
size and material is tough enough for off road conditions.

















Chapter 4 Steering
4.1 Principles of steering
The steering system provides control over direction of travel, maneuverability, smooth recovery from
turns and minimum transmission shocks.
4.2 Objective:-
To select appropriate type steering system for
1. Effective handling,
2. Simplicity,
3. Reduced space and cost,
4. Reducing turning radius and improved maneuverability.
4.3 Design Methodology:-
The steering system for the vehicle has to be designed to provide better control, good ergonomics and
be easy to Operate. Direct steering is employed because there is no urge requirement of rack & pinion
steering system. All the steering requirements are fulfilled by the direct steering system as per graph.
4.4 Mechanism:-
Here we are employed direct steering mechanism. It consists of a handle instead of steering wheel
which is directly linked with fork of the RHS wheel looking from rear end. This direct steering
system consists of Ackermanns steering mechanism, which consists of one centered track rod both
ends of which are connected with two tie rods as shown in fig. In case of steering to RHS, looking
from rear end, when the steering handle is turned anti-clockwise, the RHS wheel will turned right,
the respective tie rod makes the relative angular motion, which is
Transferred to relative linear motion of track rod. This linear motion is transferred to relative angular
motion of LHS tie rod, which ultimately turns the LHS wheel in same direction as that of RHS wheel.
And aim of RHS steering of wheels is achieved. Same procedure is applicable in LHS steering of
wheels.

4.4.1 Ackermann steering mechanism:
Ackermann steering geometry is a geometric arrangement of linkages in the steering of a car or
other vehicle designed to solve the problem of wheels on the inside and outside of a turn
needing to trace out circles of different radius.
4.4.2 Advantages
The intention of Ackermann geometry is to avoid the need for tires to slip sideways when following
the path around a curve. The geometrical solution to this is for all wheels to have their axles arranged
as radii of a circle with a common centre point. As the rear wheels are fixed, this centre point must be
on a line extended from the rear axle. Intersecting the axes of the front wheels on this line as well
requires that the inside front wheel is turned, when steering, through a greater angle than the outside
wheel.
Rather than the preceding "turntable" steering, where both front wheels turned around a common
pivot, each wheel gained its own pivot, close to its own hub. While more complex, this arrangement
enhances controllability by avoiding large inputs from road surface variations being applied to the end
of a long lever arm, as well as greatly reducing the fore-and-aft travel of the steered wheels. A linkage
between these hubs moved the two wheels together, and by careful arrangement of the linkage
dimensions the Ackermann geometry could be approximated. This was achieved by making the
linkage not a simple parallelogram, but by making the length of the track rod (the moving link
between the hubs) shorter than that of the axle, so that the steering arms of the hubs appeared to "toe
out". As the steering moved, the wheels turned according to Ackermann, with the inner wheel turning
further. If the track rod is placed ahead of the axle, it should instead be longer in comparison, thus
preserving this same "toe out".
4 bar chain mechanism
4.4.3 Working:
Steering of vehicle is designed in such a way that A, B are forks holding respective wheels. Hence as
one link is rigid in motion hence whenever we give an input through one link, the other two links get
in motion.
So, we rotate steering handle hence through the arm which is connected to the track rod gets a
motion, therefore both wheels rotate within Ackermann steering mechanism limits.
4.5 Specifications:-
1. Track rod=905 mm
2. Tie rod= 184 m
3. Wheel base = 163 cm
4. Track width = 108 cm

The axis of the inner wheel makes a larger turning angle than the made by outer wheel
TURNING RADIUS=TRACK WIDTH/2 +WHEEL BASE/sin (STEERING ANGLE)
_ _ _ _ _ Where steering angle= (+)

Chapter 5 Brakes
5.1 Introduction
A bicycle brake is used to slow down or stop a bicycle. There have been various types of brake used throughout
history, and several are still in use today. The three main types are: rim brakes, disc brakes, and drum brakes.
Most bicycle brake systems consist of three main components: a mechanism for the rider to apply the brakes, such
as brake levers or pedals; a mechanism for transmitting that signal, such as Bowden cables, hydraulic hoses, rods,
or the bicycle chain; and the brake mechanism itself, a caliper or drum, to press two or more surfaces together in
order to convert, via friction, kinetic energy of the bike and rider into thermal energy to be dissipated.
5.2 Rim brakes
Rim brakes are so called because braking force is applied by friction pads to the rim of the rotating wheel, thus
slowing it and the bicycle. Brake pads can be made of leather, rubber or cork and are mounted in metal "shoes".
Rim brakes are typically actuated by the rider squeezing a lever mounted on the handlebar.
5.2.1 Advantages and disadvantages
Rim brakes are inexpensive, light, mechanically simple, easy to maintain, and powerful. However, they perform
relatively poorly when the rims are wet. This problem is less serious with rims made of aluminium than on those
with steel or chromed rims. Because the rims can carry debris from the ground to the brake pads, rim brakes are
more prone to clogging with mud or snow than disc brakes (where both braking surfaces are high off the ground),
particularly when riding on unpaved surfaces. The low price and ease of maintenance of rim brakes makes them
popular in low- to mid-price commuter bikes, where the disadvantages are greatly alleviated by the unchallenging
conditions. The light weight of rim brakes also makes them desirable in racing bicycles.
Rim brakes require regular maintenance. Brake pads wear down and have to be replaced. Over longer time and
use, rims become worn. Rims should be checked for wear periodically as they can fail catastrophically if the
braking surface becomes too worn. Wear is accelerated by wet and muddy conditions. Some type of rim brakes
e.g. dual pivot, require that the rim be relatively straight; if the rim has a pronounced wobble, then either the
brake pads rub against it when the brakes are released, or apply insufficient or uneven pressure to the rim.
Rim brakes also heat the rim because the brake functions by converting kinetic energy into thermal energy. In
normal use this is not a problem, as the brakes are applied with limited force and for a short time, so the heat
quickly dissipates to the surrounding air. However, on a heavily-laden bike on a long descent, heat energy is
added more quickly than it can dissipate and temperature at the rim and its enclosed tube can increase
tire pressure so much that the tire blows off the rim. If this happens on the front wheel, a serious accident is
almost inevitable. The risk can be reduced by using both brakes or by fitting a drag brake.
Although rim brakes are being superseded by disc brakes on off-road machines, rims with a hard, rough ceramic
coating on the braking surface are available. This coating significantly reduces rim wear and can also improve
both wet and dry braking provided appropriate pads are used. It also reduces heat transfer to the air in the tire
because the ceramic coating, although thin, is a thermal insulator.
5.2.2 Centre-pull caliper brakes


Centre-pull caliper brakes have symmetrical arms and as such centre more effectively. The cable housing
attaches to a fixed cable stop attached to the frame, and the inner cable bolts to a sliding piece (called a "braking
delta", "braking triangle", or "yoke") or a small pulley, over which runs a straddle cable connecting the two brake
arms. Tension on the cable is evenly distributed to the two arms, preventing the brake from taking a "set" to one
side or the other.
These brakes were reasonably priced, and in the past filled the price niche between the cheaper and the more
expensive models of side-pull brakes.
5.3Disc brakes



]A disc brake consists of a metal disc attached to the wheel hub that rotates with the wheel. Callipers are attached
to the frame or fork along with pads that squeeze together on the disc. As the pads drag against the disc, the wheel
- and thus the bicycle - is slowed as kinetic energy (motion) is transformed into thermal energy (heat). (In basic
operation, disc brakes are identical to rim brakes.) A bicycle disc brake may be mechanically actuated, as with
a Bowden cable, or hydraulically actuated, or a combination of the two.
Disc brakes are used mainly on mountain bikes ridden off-road, but sometimes on hybrid bicycles and touring
bicycles. A disc brake is sometimes employed as a drag brake.
5.3.1 Advantages and disadvantages
Disc brakes tend to perform equally well in all conditions including water, mud, and snow due to several factors:
The braking surface is farther from the ground and possible contaminants like mud which can coat or freeze
on the rim and pads. When riding a mountain bike with rim brakes in thick mud, the first point that the mud
builds up is usually on the rim brakes. A mountain bicycle with disc brakes is usually less susceptible to mud
buildup provided the rear frame and front fork yoke have sufficient clearance from the wheels.
Disc brakes are less prone to fading under heavy or prolonged braking compared with rim brakes, and the
heat is not dissipated into the tire.
Disc brake pads when fully retracted ride much closer to the braking surface than rim brake pads. This better
prevents a buildup of water or debris under the pad.
There are holes in the rotor, providing a path for water and debris to get out from under the pads.
Wheel rims tend to be made of lightweight metal. Brake discs and pads are harder and can accept higher
maximum loads.
Disc brakes do not create wear on the rim unlike rim brakes, especially if grit becomes embedded in the brake
pads.
Disc brakes permit a bicycle with a buckled wheel to be ridden, which would not be possible with a rim brake
since the buckled wheel would bind on the brake pads.
The use of very wide tires favors disc brakes, as rim brakes require ever-longer arms to clear the wider tire.
Longer arms tend to flex more, degrading braking. Disc brakes are unaffected by tire width.
Unlike some rim brake designs, disc brakes are compatible with front and rear suspension.
Disc brake assemblies are heavier than rim brakes, and are generally more expensive.
Disc brakes require a hub built to accept the disc. Front hubs designed for discs often move the left hub's flange
inward to make room for the disc, which causes the wheel to be dished. A dished wheel is laterally weaker when
forced to the non-disc side. Other hubs use conventional flange spacing and provide a wheel without dish, but
require a less common wide-spaced fork.
A rim brake works directly on the rim and the attached tire; a disc brake applies a potentially large torque moment
at the hub. The latter has two main disadvantages:
1. The torque moment must be transmitted to the tire through the wheel components: flanges, spokes,
nipples, and rim spoke bed. Engineering for this moment inevitably leads to a heavier wheel.
2. A front disc brake places a bending moment on the fork between the caliper anchor points and the tip of
the dropout. In order to counter this moment and to support the anchor points and weight of the caliper,
the fork must be thicker and heavier.
The heavier fork and wheels compound the weight disadvantage of the brake assembly itself.
Disc brakes are sensitive to lateral play or "slop", so careful manufacture and adjustment is required. Hub bearing
wear is an issue with disc brakes.
While all types of brakes will eventually wear out the braking surface, a brake disc is easier and cheaper to
replace than a wheel rim or drum.
Heat build-up can lead to failure with disc brakes. Disc brakes heat discs in the same way as rim brakes heat rims,
but discs provide an inherently smaller surface to dissipate heat. Excessive heat leads to boiling hydraulic fluid,
resulting in brake fade or total failure. Overheating is more common in road cycling due to longer steeper
descents, higher speeds, and fewer opportunities to release brakes and cool pads and discs than is typical in
mountain biking. If brake friction exceeds convection and radiation losses, the temperature of the disc can quickly
rise to where the metal weakens, causing the disc to warp or crack.
The design and positioning of disc brakes can interfere with pannier racks not designed for them. For this reason,
many manufacturers produce "disc" and "non-disc" versions.
Since about 2003, riders have reported a dangerous problem using disc brakes: under hard braking, the front
wheel comes out from the dropouts. The problem occurs where the brake pads and dropouts are aligned so the
brake reaction force tends to eject the wheel from the dropout. Under repeated hard braking, the axle moves in the
dropout in a way that unscrews the quick release. Riders should make sure the skewers are properly tightened
before riding. Forks that use different brake/dropout orientations or through-axles are not subject to this problem.
5.4 Brake levers


Brake levers are usually mounted on the handlebars within easy reach of the rider's hands. They may be distinct
from or integrated into the shifting mechanism. The brake lever transmits the force applied by the rider through
either a mechanical or hydraulic mechanism.
Bicycles with drop handlebars may have more than one brake lever for each brake to facilitate braking from
multiple hand positions. Levers that allow the rider to work the brakes from the tops of the bars are
called extension levers or safety levers.The modern equivalents are called interrupt brake levers and are
considered superior.
The mechanical advantage of the brake lever must be matched to the brake it is connected to in order for the rider
to have sufficient leverage and travel to actuate the brake. Using mismatched brakes and levers could result in too
much mechanical advantage and hence not enough travel to properly actuate the brake (v-brakes with
conventional levers) or too little mechanical advantage, requiring a very strong pull to apply the brakes hard (v-
brake levers with other types of brake).
Mechanical (cable) brake levers come in two varieties based on the length of brake cable pulled for a given
amount of lever movement:
Standard pull levers work with most brake designs, including caliper brakes, traditional cantilever brakes, and
mechanically actuated disc brakes branded for "Road".
Long pull levers work with "direct-pull" cantilever brakes, such as Shimano "V-Brakes", and mechanically
actuated disc brakes branded for "Mountain". Direct-pull levers are generally unsuited for use on drop
handlebars.
Adapters are available to allow the use of one type of lever with an otherwise incompatible type of rim brake.
Some brake levers have adjustable leverage that can be made to work with either type of brake. Others vary their
mechanical advantage as the lever moves to move the pad quickly at first, then provide more leverage once it
contact the brake surface.
5.5 Braking technique
There are several techniques for efficient braking on a standard, two-brake bicycle. The one most commonly
taught is the 25-75 technique. This method entails supplying 75% of the stopping power to the front brake, and
about 25% of the power to the rear. Since the bicycle's deceleration causes a transfer of weight to the front wheel,
there is much more traction on the front wheel. Therefore, the rear brake can exert less braking force than on the
front before the rear wheel starts skidding. For a more-detailed analysis, see bicycle and motorcycle dynamics.
If too much power is applied to the front brake, then the momentum of the rider propels him/her over the
handlebars, thereby flipping the bicycle. The skidding of the rear wheel can serve as a signal to reduce force on
the front brake; a skillful cyclist in effect becomes a human anti-lock braking machine, thus they must use both
front and back brakes
Some front brakes have a spring that limits the applied force; this is easier to use but limits the braking force and
cannot compensate for changes in brake effectiveness due, for example, to a wet rim or overheated brake disc.
On tandem bicycles and other long-wheel-base bicycles (including recumbent and other specialized bicycles), the
lower relative centre of mass makes it virtually impossible for heavy front braking to flip the bicycle; the front
wheel would skid first.
A skillful bicyclist often will use the front brake alone for moderate braking when riding on a good, paved
surface. As the front wheel does not skid in those conditions, the front brake poses less risk of loss of control, and
does not cause rapid tire wear.
In some situations, it is advisable to slow down and to use the rear brakes more and the front brake less:
When unfamiliar with the braking characteristics of a bicycle. It is important to test the brakes and learn how
much hand force is needed when first riding it.
When leaning in a turn (or preferably, brake before turning).
Slippery surfaces, such as wet pavement, mud, snow, ice, or loose stones/gravel. It is difficult to recover from
a front-wheel skid on a slippery surface, especially when leaned over.
Bumpy surfaces: If the front wheel comes off the ground during braking, it will stop completely. Landing on
a stopped front wheel with the brakes still applied is likely to cause the front wheel to skid and may flip the
rider over the handlebar.
Very loose surfaces (such as gravel and loose dirt): In some loose-surface situations, it may be beneficial to
completely lock up the rear wheel in order to slow down or maintain control. On very steep slopes with loose
surfaces where any braking will cause the wheel to skid, it can be better to maintain control of the bicycle by
the rear-brake more than one would normally. However neither wheel should stop rotating completely, as this
will result in very little control.
Steep descents: the slope angle makes the front flip more easily reached, and moreover a front-wheel skid
would be very difficult to recover (crash highly probable), whereas a rear skid does still drag the bike without
losing too much control.
Wet weather conditions, when the road surfaces are generally more slippery.
Long descents: alternating the front and back brake can help prevent hand fatigue and overheating of the
wheel rims which can cause a disastrous tire blow-out, or boiling of the hydraulic fluid in case of hydraulic
disc brakes.
Flat front tire: Braking a tire that has little air can cause the tire to come off the rim, which is likely to cause a
crash.
It is customary to place the front brake lever on the left in right-side-driving countries, and vice versa because the
hand on the side nearer the centre of the road is more commonly used for hand signals, and the rear brake cannot
pitch the bicyclist forward. However, a skillful bicyclist does better with the front brake on the side that is less
often used for hand signals. In an emergency situation, operation of the brake has to be second nature; an
unskilled bicyclist could find reversed brake levers confusing. Fortunately, it is usually easy to switch brake
cables.

5.6 DESIGN CONSIDERATION FOR BRAKES: The most important safety feature of any vehicle is its
braking. The basic principle of brake operation is converting vehicle momentum into heat by creating friction
in wheel brakes. The heat is then dissipated to air. Our first consideration is all wheel must be locked at same
time so we try to design the system with this consideration. The brakes have been designed to fulfill the
following requirements.

1. More braking forces 2. Less stopping distance
3. Better anti- fade characteristics 4. Water and dust resistant
DISC BRAKES AT FRONT: We use disc brake in front because during braking the momentum is transferred in
the
Front and more braking effort is required in the front.

CLAMP BRAKE AT REAR: Rear wheel is driving wheel and there is a gear set arrangement on this wheel and
there was no space available to mount disc brakes. Hence we have provided standard clamp brakes on the rear
wheel.
5.7 Brake calculations and graphs

Front Disc brakes
Rear Pad/clamp brakes
Braking force 1800N
Braking torque 558Nm
Rotor diameter 160mm
Rotor thickness 2mm












Velocity Stopping
distance
(meters)
Braking force
(Newton)
Deceleration
(meter/sec
2
)
Stopping
time
(sec)
Braking
torque (N-m)
Braking
power
(Watts)
2 0.33 1800 6 0.33 558 1800
4 1.33 1800 6 0.67 558 3600
6 3 1800 6 1 558 5400
8 5.33 1800 6 1.33 558 7200
10 8.33 1800 6 1.67 558 9000
12 12 1800 6 2 558 10800
velocity stopping
distance
stopping
time
braking
power
braking
force
braking
torque
deceleration
0 12 - - 0 0 0
1 12 24 6.25 12.5 4.6875 0.04167
2 12 12 50 50 18.75 0.167
3 12 8 168.75 112.5 42.1875 0.375
4 12 6 400 200 75 0.67
5 12 4.8 781.25 312.5 117.1875 1.0417
6 12 4 1350 450 168.75 1.5
7 12 3.4 2143.75 612.5 229.6875 2.0417
8 12 3 3200 800 300 2.7
9 12 2.67 4556.25 1012.5 379.6875 3.375
10 12 2.4 6250 1250 468.75 4.17
11 12 2.18 8318.75 1512.5 567.1875 5.0417
12 12 2 10800 1800 675 6

















0
2000
4000
6000
8000
10000
12000
1 2 3 4 5 6 7 8 9 10 11 12 13
velocity
stopping distance
stoping time
braking power
braking force
braking torque
deceleration
Chapter 6 ERGONOMICS
6.1 Objective:
The objective is to improve the driver ergonomics of the tricycle by taking into account a typical person's size,
strength, speed, visual acuity, and physiological stresses, such as fatigue, speed of decision making, and
demands on memory and perception. The driver should have a clear line of sight and quick and comfortable
ingress and egress.
6.2 Leg Room

Driver's Seat Adjustment - Leg Room

Adjusting the Driver's seat in your car for proper leg room is rather easy. Your legs should not be scrunched up,
nor should you have to reach with them to use the pedals. Slide the seat so that you can operate the pedals with
just your foot and your thigh is relaxed and supported. You should also be able to pick up your foot when
operating the pedals without any discomfort.
Your knees should be slightly bent. Locking your knees can cause reduced circulation and may lead to you
becoming woozy or even passing out.
Your legs and pelvis should have ample ability to move and shift position without detracting from your driving.
This will relieve pressure points and keep blood circulating during long drives. Staying in a cramped position for
too long may lead to Deep Vein Thrombosis





6.3 Seat Tilt

Driver's Seat Adjustment - Seat Tilt

One area that is often overlooked when adjusting the Driver's seat is the tilt of that seat. Proper adjustment
increases the ergonomics of your driving posture and makes things a lot more comfortable.
Tilt the seat so that it supports your bottom and your thighs evenly. You don't want pressure points at the end of
the seat. Make sure your thighs extend passed the seat so that the back of your knees do not make contact if at all
possible.
Your legs and pelvis should have ample ability to move and shift position without detracting from your driving.
This will relieve pressure points and keep blood circulating during long drives. Staying in a cramped position for
too long may lead to Deep Vein Thrombosis









6.4 Seat Angle

Driver's Seat Adjustment - Back Angle

6.5 Seat Height

Driver's Seat Adjustment - Seat Height

You may not realise that you can actually adjust the height of the driver's seat. This can dramatically improve
your driving ergonomics and comfort.
Raise the seat so that you have a good view out the windshield, but not so high that your legs will interfere with
the steering wheel. You may need to re-adjust your leg room.

While most people do actually adjust the angle of the seat back when in the driver's seat, not many do it properly.
It is easy to become to laid back or uptight in the driver's seat.
Recline the back between 100-110 degrees. This angle supports your upper body while maintaining and upright
and attentive posture.
If you don't have a huge protractor handy then recline the seat so that your shoulders are no longer in line with
your hips but are solidly behind them.
Driver line of sight: Keeping our goal in mind the aspect of design is to ensure that the race track in front is
clearly visible and significant portion at sides must be visible(i.e. left and right is visible) through peripheral
vision. Accordingly we chose the optimum position of the seat inside the roll cage.The following three
important areas in cycling and positioning are considered.

1. The strain on arm and shoulders
2. The work of proper pedaling
3. The muscle support and position of lower back
4. The vehicle is considered for journey of long distances so reference is taken of cruise bike.
Leg Room: Legs should not be scrunched up, nor should we have to stretch them too far to operate the pedals.
The seat is adjusted such that one can operate the pedals with just his foot and thigh is relaxed and supported.
Also one is able to pick up foot when operating the pedals without any discomfort. Knees are to be slightly bent
because locking knees causes reduced circulation and may lead to you becoming woozy or even passing out.
Legs and pelvis have ability to move and shift position without detracting from driving. This will relieve
pressure points and keep blood circulating during long drives.
Seat: Seat is soft cushion pads and springs are avoided because it causes angle closure. Flat surface for sitting
and lumber supported surface for back is used. The lumbar support can be a saving grace during long drives and
it avoids
back pain.
The lumbar support is given to seat so that the curve of spine is evenly supported. The care is taken that S-curve
is not pushed out. Just a nice, gentle, even support is given.
Seat Angle: The back support of seat is adjusted between 100-110 degrees i.e. 105 degrees. This angle supports
upper body while maintaining an upright and attentive posture.



























Chapter 7 SUSPENSION
7.1 Objective:-
The suspension is what links the wheels to the vehicle body and allows relative motion.
Reacts with drive and braking forces
Reacts cornering and other lateral forces
Reacts with vertical loads

The main focus of team was to design suspension system for structural integrity under static and
fatigue loads. In addition to that, other characteristics considered in design process are cost, weight, package size,
ease of assembly and manufacturability.
7.2 Design Methodology:-
First step was to estimate design loads which closely linked with suspension geometry. For estimation of these
loads we used basic physics e.g.: Newtons law of motion etc. Before beginning with analysis we have choose
proper wheel base, front & rear track widths, sprung &unsprung mass, ride height . Track width important for
cornering since it resists the overturning moment due to the inertia force at the center of gravity and the lateral
force at the tires. We choose wider track at rear for more lateral weight transfer on front axle as vehicle is RWD.
The springs were designed for stiffness & dampers for damping vibrations to get well performing ride
rate/frequency.
7.2.1 Front suspension:-
Here we are employing telescopic suspension at the front. The main functions of front suspension are:
to guide the front wheel, to steer, to spring, to dampen,
to provide support under braking.
General features:-
By design, telescopic forks have a tendency to dive, twist or bend under braking forces.
Forks not only weigh a significant portion of the vehicle, they also place much of that weight as far
from the center of gravity of the vehicle as possible.
When suspension demands are placed on forks in addition to braking, the limits of traditional forks
are obvious.
Often road irregularities coupled with flexible, heavy forks create dangerous oscillations in the
forks and frame.
7.2.2 Bicycle fork
A bicycle fork is the portion of a bicycle that holds the front wheel and allows the rider to steer and balance the
bicycle. A fork consists of two fork ends which hold the front wheel axle, two blades which join at a fork crown
and a steerer or steering tube to which the handlebars attach (via a stem) allowing the user to steer the bicycle.
The steerer of the fork interfaces with the frame via a set of bearings known as a headset mounted in the head
tube.

Front suspension is often implemented using a telescopic fork. The specifics of the suspension depend on the type
of mountain biking the fork is designed for .Other advances in design include adjustable travel, allowing riders to
adapt the fork's travel to the specific terrain (e.g. less travel for uphill or paved sections, more travel for downhill
sections). Many forks feature the ability to lock-out the fork. This completely eliminates or drastically reduces the
fork's travel for more efficient riding over smooth sections of terrain. Shock absorbers usually consist of two
parts: a spring and a damper. The spring may be implemented with steel or titanium coil, compressed air, or even
an elastomer. Air springs work by using the characteristic of compressed air to resist further compression. As the
spring itself is provided by the compressed air rather than a coil of metal it is much lighter; this makes their use
popular in cross country designs. Another advantage of this type of fork design is that the spring rate can easily be
adjusted by changing the air pressure within the fork. This allows a fork to be effectively tuned to a rider's weight.
As the fork compresses, the air held inside is compressed. Towards the end of the fork's travel, further
compression of the fork requires ever greater force. This results in an increase in spring rate and gives the fork its
progressive feel. Increasing the volume of the air inside the spring reduces this effect but the volume of the spring
is ultimately limited by the need to be contained within the fork. To prevent water and dirt from damaging the
suspension, gaiters have been used to cover the fork's stanchions. However even when properly sealing the
stanchions and sliders, the gaiters have to have small openings in them to allow air to move in and out of the
cavity between gaiter and stanchion as the fork moves through its travel. Some water and grit may find its way in
through these holes, staying trapped inside and accumulating over time. Since modern dust wipers and seals keep
out water and dirt adequately enough by themselves, and since 'Naked' stanchions are generally regarded as more
aesthetically pleasing, gaiters have fallen out of favor.


7.2.3 Rear suspension:-
Vehicle is not having any suspension because due to any type of suspension there may be rise of chances of
slacking of chain not in the human pedal system but in the motor system at the rear. But if somehow problem is
tackled by any solution then vehicle may be employed by mono shock at the rear. The purpose of any shock
absorber is to stop a moving load with minimum load rebound. The general principle on which shock absorber
works is that it converts the kinetic energy of a load into heat. The heat so generated gets dissipated into the
atmosphere.
7.2.4 Mono-shock:-
General Features:-
The mono-shock is ideal for motorcycles with a lack of space.
A single shock absorber connects the rear swing arm to the vehicle's frame, in front of the rear
wheel &uses a linkage to connect to the swing arm.
Such linkages are frequently designed to give a rising rate of damping for the rear.
Eliminate torque to the swing arm and provide more consistent handling and braking.
Easier to adjust than twin-shock systems.
Can be adjusted to the desired damping.
Good handling, Durable and easy to replace
Cost effective.

Calculations of spring:-
1. Wire diameter (d) :- 10 mm
2. mean coil diameter (D):- 80 mm
3. no. of active turns (N) :- 14
4. total no. of coils (N
t
) :- 16
5. suspension travel :- 102.05 mm
Images:-


Fig. Front suspension Rear suspension















Chapter 8 Diagnosis of bike problems by symptom
8.1 Symptoms only while pedaling
Chain suck (while pedaling, the chain stays stuck on chain rings underside and either locks up or jams over top
of the chain stay):
Check chain rings for wear (should have perfect semi-circle between symmetrical teeth)
Replace ring with widened circle between teeth, low teeth, or dolphin-fin teeth, and chain also.
Check chain for wear or bent links (12 links = exactly 12 inches). Remove bad link.
Is chain rusty and stiff? Replace vs. lube-work-and-lube
Is chain cruddy with mud or has dust built up within excess lube?
If rings and chain seem OK, clean and apply light lube to chain (be sure to wipe off extra lube!!!)
Sudden "scrunch" sound and chain slip as pedal jerks forward, usually in middle ring while pedaling hard:
Usually caused by chain stretch plus worn front chainrings, even if you think they're not that worn
Check chainrings for wear (widened circle between teeth, dolphin-fin teeth)
Check chain for wear or bent links (12 links = exactly 12 inches). Remove bent link. Replace worn chain.
Check cassette (cogs) on rear for wear. Replace worn cassette.
If chain/rings/cogs seem fine, remove cassette and freewheel to check pins, springs, and slots (usually a bike
shop job)
"Clunk" with each pedal stroke:
Usually means the crank is loose (or worn) where it attaches to bottom bracket tighten
If cranks tightening fixes things temporarily but problem recurs...
If crank attachment looks worn, replace cranks
Try thread-locker on bolt
Is pedal cage loose or cracked?
Check pedal for stripped threads
Check pedal for worn axle bearings, replace if loose
Skipping around in gears on rear (or "clunk" NOT at same spot in pedal stroke):
Quick look for weeds wrapped in cassette, around derailleur, or caught in cables
Make sure the rear wheel is correctly mounted in the dropouts! Loosen, re-tighten, and test again!
Check derailleur hanger carefully should be directly vertical to bike frame, with no twisting
Check cogs of cassette for bent teeth (and weeds, pebbles, or wood chunks between teeth)
Check chain for bent links
Check the derailleur pulley wheels. Are they warped? Do they rotate easily?
Check cable housing for bends, cracks, or floppiness where housing joins derailleur, frame ferule, or shifter
Check limit screw settings, then Tune rear shifting carefully. Replace rear derailleur if damaged.
If tuning doesn't solve problem, replace cables and cable housing. If supplies not available, try cleaning.
If it still skips, get help from your local bike shop
Rear cassette wont go into biggest cog:
Shift all the way to smallest cog and try clicking down again. Now, does it shift up 1 cog with one click?
If not, tighten cable until it shifts to 2nd cog with the first click, then tune shifting.
Does it shift correctly until you get to the big cog? Adjust low-gear limit screw until it barely shifts into big
cog.
Can't drop into smallest cog on rear:
Check derailleur hanger to see if it's bent inward.
Is the cable a little bit loose? Adjust the high-gear limit screw until the pulley falls under the smallest cog.
Is cable quite tight? Loosen the cable and see if will go to smallest cog. After cable loosens, adjust limit screw.
Front won't shift onto biggest ring:
Does the chain get physically jammed between derailleur cage and chainring?
The front derailleur may have slipped down. Loosen, raise a tad, tighten, and try again.
Go to tiny ring, click down again to be sure you're in 1st gear. Does it shift to middle ring with first click?
If not, tighten cable until it shifts to middle ring with the first click, then tune the front shifting.
Works correctly in small and middle, won't reach big ring? Adjust high-gear limit screw until big ring takes up
chain while you're turning pedal and pushing on shifter lever.
8.2 Braking Symptoms
Brake rub:
Rim brake
Make sure the wheel is correctly mounted in the dropouts! Loosen, re-tighten, and test again!
Check orientation of pads. Adjust pad position as necessary.
Does the wheel rim wobble side-to-side? True the rim
Are the pads too close to rim? Let cable out. Adjust lever to comfort.
Wide space between rim and opposite pad? Adjust brake tension screw (near mount of one brake arm).
Disc brake
Make sure the wheel is correctly mounted in the dropouts!
Check position of pads within disc brake housing
Is rotor bent or severely worn? Bent = field-straighten w wrench, replace ASAP
Cable-activated brake? If adjusting knob present on rubbing side, turn to move the pad out.
Center calipers as below
Hydraulic? Center calipers: Slightly loosen the 2 upward-facing bolts. Grip brake lever hard.
Tighten the 2 bolts while holding lever.
Not enough brake:
Lever hits fingers? Adjust cable tension to move pads inward.
Are the pads worn out? Replace.
Do rim-brake pads contact rim correctly? Adjust.
Oil on pads or rim? Clean with alcohol.
Cable-pull disc brake? Turn barrel adjuster on lever, or turn adjusting knob to move pad closer to rotor
Cracked cable housing or abnormal motion of housing when lever pulled? Replace cable and housing
Hydraulic disc? Clean rotors and sand pads.
May need bleeding to remove bubbles from line. Not a field operation!
Squealing brake:
Rim brake? Clean pads and rim with alcohol, buff with steel wool.
Consider "toe in" of pads.
Are the pads quite old? Replace pads
Disc brake? Buff rotor and clean pads. Some brands of replacement pads are less likely to squeal.
Is brake unit HOT? (Hot enough to boil a drop from your water bottle?) Take a break from the downhill.
Before your next trip, consider installing a bigger rotor.

8.3 Wobbles and creaks
Wheel wobble:
Is the wheel correctly mounted in the dropouts? Loosen quick-release, re-secure wheel into dropout, test again
Is the tire correctly seated within the bead of the rim all the way around?
Look for a broken spoke. Replace bent or broken spokes.
Is there a bulge or obvious tire damage? Let air out, see if rim still wobbles.
True rim; if rim won't stay in true, replace wheel.
Creaking:
Creaks when pedaling "hands-free"? Check crank attachment and pedals.
Still creaks? Consider Teflon tape to bottom bracket threads.
With pressure on handlebar? Check attachment of steerer to stem, and stem to handlebar.
When "bouncing" full-suspension bike? Lube shock and shock attachments to frame.
Plus rumbling when handlebars are turned? Service and lube headset, replace any headset with worn bearings!



Chapter 9 Safety features
Radium
Seat belts, Helmets, knee pads
Head lights
High ground clearance
Batteries and motor are mounted at bottom side so that any frontal impact cant damage them.
Mud-guards every wheel
Chain covers
Insulation to electric wires
FRP, acrylic sheet prevent motor & driver from foreign particles.
Horn, mirror






















Chapter 10 UNIQUE SELLING PROPOSITIONS

Ergonomics
Safety
Space
1. Vacant space to both at front & back side
2. Large space for seating
Practicality
Performance
1. Gradeability- with 9
0
at speed of 20 km/hr (approx.)
2. Max. velocity- 45.28 km/hr
3. min. turning radius- 3.25 m
4. 5 speed with motor & pedal
5. Stopping distance 12 m with max. velocity
Look

















Chapter 11 Marketing

We have designed our vehicle considering niche clients.
Large space market to travel with Snoopy is
Luxurious hotels, malls, etc.
universities, colleges
playgrounds especially golf courses,
tourist places ,historical places (as it doesn't affect anything by pollution)
global market (especially western countries)
mega factories
And many urban enthusiasts.
11.1 Blue Oceans strategy:
WE ARE NOT JUST SELLING PRODUCT BUT A BUSINESS MODEL.
There are many bicycles and tri-cycles present at the time.
But our model is totally different than others.
So, we are making our different market than other present companies.

11.2 Total no. of interested customers
PLACES NO.OF PLACES NO.OF SNOOPY
REQUIRED
TOTAL NO. OF
SNOOPY
REQUIREMENT
HOTELS 200 20 4000
MALLS 200 10 2000
UNIVERSITIIES 400 20 8000
TOURIST/
HISTORICAL
PLACES
50 20 1000
SPIRITUAL PLACES 10 50 500
PLAYGROUNDS 50 20 1000
TOTAL 17,000
11.3 Potential target cities:-
TIER 1:-Cities for hotels, malls, etc.
TIER 2 :-Cities for urban enthusiasts
TIER 3 :-Tourist places, historical places,etc
TIER 4:-Spiritual places, etc.
























Chapter 12 Design Validation Plan:-

ACCEPTANCE
CRITERIA
ACTIVITY REFERENCES/BOOKS REMARK/FINDIN
G
ROLL CAGE Max.stress less
than UTS
i.e. (440
MPA)
Optimization CATIA,SOLIDWORKS,ANS
YS
Rigidity
TRANSMISSION High torque of Market survey, Automotive transmission Max.greadability
3.92 Nm analysis yields 9 degrees
SPROCKET 5 speed sprocket Benchmarking
and
design
analysis
Automotive transmissions 1
st
gear overcomes
Tractive effort, 5th

gear
gives max.
velocity=45.28
km/hr
STEERING
Stability and
control with
Ackerman
n
mechanis
m
Steering
kinematics and
analysis,
market
survey
Solid
works,CATIA,ANSYS,Vehicle
Dynamics-Gillespie
35 degrees steer
angle, better feel
of vehicle
BRAKES Safe and
repeatabl
e
stopping
capabilit
y
Benchmarking,
Analysis
Engineering inspiration,
Fundamentals of vehicle,
Vehicle dynamics
Optimum braking
force=180 kg
TYRES
&WHEELS
Light weight,
high traction
Benchmarking Automotive mechanics-Crouse 28 Tire

Chapter 13 PFMEA:-
*As time is insufficient to check the occurrence for FMEA, it is taken as constant i.e. 5.


Failure mode and effect analysis (FMEA) is one of the first systematic techniques for failure analysis. A FMEA
is often the first step of a system reliability study. It involves reviewing as many components, assemblies, and
subsystems as possible to identify failure modes, and their causes and effects. For each component, the failure
modes and their resulting effects on the rest of the system are recorded in a specific FMEA worksheet. There
are numerous variations of such worksheets. A FMEA is mainly a qualitative analysis. A successful FMEA
activity helps to identify potential failure modes based on experience with similar products and processes or
based on common physics of failure logic. It is widely used in development and manufacturing industries in
various phases of the product life cycle.
Occurrence (O)
In this step it is necessary to look at the cause of a failure mode and the likelihood of occurrence. This can be
done by analysis, calculations / FEM, looking at similar items or processes and the failure modes that have been
documented for them in the past. A failure cause is looked upon as a design weakness. All the potential causes
for a failure mode should be identified and documented. This should be in technical terms. Examples of causes
are: Human errors in handling, Manufacturing induced faults, Fatigue, Creep, Abrasive wear, erroneous
algorithms, excessive voltage or improper operating conditions or use (depending on the used ground rules). A
failure mode is given an Occurrence Ranking.


Part Function Failure
Mode
Effect of
failure
Causes of
failure
Detection S O D RPN Action
Inter -
media
te
Shaft
Transfers
power
from one
gear
ratio to
the
second
Shaft,
bearing
and
misalign
ment
Different
relative
velocity than
required
Assembly
Error
Manufacturing
QC
5 5 3 75 Enforce QC
Motor To
accelerate
and
provide
power
Doesnt
work
Motor doesnt
Operate
Motor
shorted
Smoke-visual 8 5 2 80 Replacement
of
motor
windings
Motor To
accelerate
and
provide
power
Doesnt
work
Motor doesnt
Operate
Discharged
battery
Tricycle cant
move
with motor
8 5 2 80 Battery
charging
Batter
y
Gives
power
to the
motor
Doesnt
work
Fails to provide
adequate power
Battery plates
are
shorted
No working of
battery
dependent
equipment
8 5 2 80 Replacement
Batter
y
Gives
power
to the
motor
Insufficient
Output
Fails to provide
adequate power
Discharged
batteries
No working of
battery
dependent
equipment
8 5 2 40 Battery
charging or
replacement
Brake Decelerate
s
the
vehicle
momen
tum
Insufficient
functioni
ng of
brakes
Poor braking
Performance
Loosely
tightened
wires/brakes
Increased
stopping
distance. Brake
feel.
10 5 4 200 Repairing of
cables,
tightening
the
cables/Re
place
Roll
cage
To absorb
the
destruc
tive
forces
Bend or
Crack
Vehicle
Damage,
Safety
compromised
Wrong
welding
Visual
inspection
10 5 4 120 Re-welding
Chain To
transmit
the power
Loose
chain
Chain slipping Usage for
long
period,
insufficient
chain
tightening
Chain sagging,
Check
chain tension
6 5 2 60 Chain
tightening
Rating Meaning
A
Extremely Unlikely (Virtually impossible or No known occurrences on similar products or processes,
with many running hours)
B Remote (relatively few failures)
C Occasional (occasional failures)
D Reasonably Possible (repeated failures)
E Frequent(failure is almost inevitable)
Severity (S)
Determine the Severity for the worst case scenario adverse end effect (state). It is convenient to write these
effects down in terms of what the user might see or experience in terms of functional failures. Examples of
these end effects are: full loss of function x, degraded performance, functions in reversed mode, too late
functioning, erratic functioning, etc. Each End Effect is given a Severity number (S) from for example I (not
severe at all) to VI (Catastrophic), based on cost and/or loss of live or quality of live. These numbers prioritize
the failure modes (together with probability and detect ability). Below a typical classification is given. Other
classifications are possible.
Rating Meaning
I No relevant effect on reliability or safety
II
Very minor, no damage, no injuries, only results in a maintenance action (only noticed by
discriminating customers)
III Minor, low damage, light injuries (affects very little of the system, noticed by average customer)
IV Moderate, moderate damage, injuries possible (most customers are annoyed, mostly financial damage)
V
Critical (causes a loss of primary function; Loss of all safety Margins, 1 failure away from a
catastrophe, severe damage, severe injuries, max 1 possible death )
VI
Catastrophic (product becomes inoperative; the failure may result complete unsafe operation and
possible multiple deaths)
Detection (D)
The means or method by which a failure is detected, isolated by operator and/or maintainer and the time it may
take. This is important for maintainability control (Availability of the system) and it is especially important for
multiple failure scenarios. This may involve dormant failure modes (e.g. No direct system effect, while a
redundant system / item automatic takes over or when the failure only is problematic during specific mission or
system states) or latent failures (e.g. deterioration failure mechanisms, like a metal growing crack, but not a
critical length). It should be made clear how the failure mode or cause can be discovered by an operator under
normal system operation or if it can be discovered by the maintenance crew by some diagnostic action or
automatic built in system test. A dormancy and/or latency period may be entered.
Rating Meaning
1 Certain - fault will be caught on test
2 Almost certain
3 High
4 Moderate
5 Low
6 Fault is undetected by Operators or Maintainers
Risk Priority Number (RPN) is a measure used when assessing risk to
help identify critical failure modes associated with your design or process.
The RPN values range from 1 (absolute best) to 1000 (absolute worst).

















Chapter 14 COST SUMMARY:-

ROLL CAGE 6577
DRIVE TRAIN 17173
STEERING 286
SUSPENSION 1500
BRAKE 1395
WHEELS & TIRES 1350
DRIVER SEAT 1350
BODY PANEL 2618
MISCELLENEOUS 470
PROCUREMENT COST 29184
TOTAL COST 32719















Chapter 15 Summary, conclusion, Future scope:-
15.1 Summary
Vehicle Parts Specifications
Wheel base 60 (inches)
Front track 46 (inches)
Overall length 90 (inches)
Overall height 65 (inches)
Ground clearance 11 (inches)
Weight 55 kg(approximately)
Steering Ackerman steering
Suspension Telescopic
Brakes Disc and pad
Tyres Front -Atlas [28x 1(1/2)]
Rear Atlas (alloy) (28 tubeless )
Motor and transmission
Motor specification BLDC motor (400 watt, 1500 rpm, 24v dc )
Battery 24 volts, 20 Ahr.
Pedal Transmission 5 speed sprocket(STARLITE)
Gear shifting Derailleur
Performance parameter
Maximum Speed 45.28 km/hr.
Grade ability 9 Deg.
Braking 1800 N
Min.Turning radius 3.25 m

15.2 Conclusion
Hybrid cars are perfect solution to the increasing levels of pollution.
It is a very good substitute and replacement for a conventional vehicle.
15.3 Future scope:
Hybrid electric bicycles represent the future of electric biking. By combining human and electric power this
class of electric bikes can go farther than any other. Because they are much lighter and require the rider to
contribute to powering the bike they feel and handle much like a regular bike. The age of super heavy throttle
powered electric bikes is coming to a close.
The rate of future electric vehicle (EV) adoption remains unclear, but already impacts on the electric grid are
becoming increasingly well understood. Much stands to be gained, both economically and environmentally,
from the inevitable electrification of the transportation sector. But working with customers to determine the
pace and scope of electric vehicle purchases and usage will be critical to Canadian utilities. Recent pilot
programs have shown that there are significant impacts to the electricity distribution grid associated with
widespread EV adoption. If not properly managed, these impacts quickly become strains, undermining
reliability, power quality and the efficiency of the power system.

Chapter 16 Achievements

Cleared virtual round of SAEINDIA-Efficycle 2012
Completed all tasks successfully in main event
Got 37th rank in SAEINDIA-Efficycle 2012













References
Books referred- Automotive transmission by Springer publications
- Automotive mechanics-Crouse
-Vehicle dynamics by Gillespie
-Electric drives by Subramanian
-ARAI HANDBOOK for Ergonomics
The reference is taken of Atlas, Ranger, Hercules bicycles for the tires, paddles, and gears. We
used the available versions of gears as per our convenience. We have referred the Machine
Design text book for the material and steering mechanism.























Appendix A Efficycle Rulebook Rules

Vehicle Requirements

Vehicle Configuration
The vehicle must have three wheels that should not be in a straight line. The vehicle must be
capable of carrying two riders, of at least of 190.3 cm (63) height and weighing 115 kg.
The maximum seating height (H point located by joining the torso line with the line depicting the
thigh) is limited to 36 inches. The vehicle MUST be designed for 95 % population (5 percentile
95 percentile man)
Maximum vehicle dimension
Vehicles participating in the completion can have a maximum dimension of 90 inch x 50 inch (L
x B). Teams will have to pass the vehicle through a Go / No-GO Gauge at the main event.
Passenger Configuration
The vehicle MUST be capable of seating two passengers.
Vehicle Structure
The vehicle structure MUST protect the driver in case of a breakdown and must prevent the entry
of any debris / foreign particle during the dynamic events.
The vehicle structure MUST be made of steel or its alloy with a minimum diameter of 1 inch.
Vehicle Structure MUST protect the driver from any debris on the course of track, or at the side
of the track.
Power
Vehicles must be driven by human and electric power both.
Human Power
The vehicle MUST have the capability to be driven by human power. Both the passengers
MUST be provided with individual powertrains to power the vehicle in both single passenger
mode and dual passenger mode.
Electric Power
Use of PMDC/BLDC Motor is must and max power output of the motor should not be more than
400 WATTS. Teams can use a battery source of up to 48V and up to 35Ahr. Teams must not use
hub motor or any other type of motor. Teams are free to use any kind of controlling devices
(drive train, gear box, CVT or any electronic devices) to control the speed of motor. Teams can
install systems to charge the battery (Optional) while they are driving the vehicle. Teams have to
use charged batteries.
Internal Combustion engines and solar cells are excluded from the competition. During the safety
inspection each team must be prepared to explain the features of safety of the storage device,
especially in case of a high speed impact, and detailed specification chart of the motor. Teams
whose vehicles present an unacceptable risk in the perception of the judges will not be allowed to
utilize the energy storage device in the competition.
NOTE: Dry batteries should be used. The mounting of battery must prevent the battery from
coming loose during a roll over & must be properly insulated. Failing this, the technical
inspectors may debar the team from the dynamic events.
Clearances
There should be a clearance (gap) of minimum 3 inches between the driver and any component
of the vehicle, in static and dynamic conditions. Hands, torso, thighs etc, - body parts that make
contact with the vehicle in normal seating position are excluded from the rule.
Drive Train
Normal operating components involved in the drive train (chain sprockets, chains, or other
power transmission devices, wheels, etc.) are permitted. All moving parts such as belts, chain,
and sprocket, must be shielded, to prevent injury to the driver or bystanders, from the metal /
chips that may fly apart due to centrifugal force. These guards/shields must extend around the
periphery of the belt or chain. They must be mounted with sound engineering practice, in order
to resist vibration. All the wires and electrical systems should be well insulated to prevent any
shocks.
Wires and Harnesses
All wires and harnesses must be fastened securely to the vehicle structure that prevents coming
off in static and / or dynamic condition. Use of metal wires, synthetic threads and tapes as a
fastening device is prohibited.
Brakes
All vehicles are required to have functional, positive locking brakes on all wheels. Teams can
use both hydraulic and non hydraulic brakes that satisfy the minimum defined criteria of locking
of brakes in a static condition. The brakes MUST be mounted to the wheel and not on the drive
axle.
Brakes may be tested in the Brake Test by pushing the vehicle in forward direction, by the
volunteers. Drivers will be asked to apply the brakes. All wheels are required to be locked during
this test. Also, brakes may be tested by allowing the vehicle to stop within the predefined
distance after covering a specified distance in a set time.
NOTE:
If team is using hydraulic brakes then following conditions must be meet,
1. Rigid brake pipes must be mounted securely along the roll cage / other members as required to
prevent damage in dynamic condition. Loosely hanging / pipes located by using ties / tapes etc
shall not be permitted. to prevent damage in dynamic condition.
2. The bleed point location must lie on top of the caliper cylinders (vertically upward direction),
without exception.
3. Braking on a jackshaft or through an intermediate reduction stage is prohibited.

In the case of non hydraulic brakes:
1. The wire should have the proper plastic covering. No wire should be open throughout from
lever to the brakes. All the covering must be tied up with the roll cage. No loosen wires are allow

Steering system
Teams are free to use any type of the steering. All the rotating parts must be in the proper
covering fastened with lock nuts.
Drivers seat
The use of a driver seat is mandatory; cushioning or padding attached to the frame will not be
accepted as a seat. The seat shall be fastened to the frame. The seat MUST support the thigh and
the entire torso of the driver.
Kill switches
The kill switch is mandatory and should be accessible to both the drivers. The electrical system
must get dead by activating the kill switch.
Driver equipment requirement
All must wear the well fitted helmet with an integrated (one composite shell) belt to tighten the
helmet.
Also wear the knee and elbow pads during any event of the competition.
Electricals
All harnesses MUST be insulated from damage by sharp objects
Battery MUST be shielded from the driver in a sealed metallic enclosure, providing complete
sealing.
Battery MUST be fastened rigidly to the vehicle structure and be away from any contact with
ground or driver.
Maximum permissible rating of the battery is 48V, 35 A-Hr
Vehicle can be equipped with a functional recharging mechanism for the battery.

Aerodynamic Devices
Each vehicle shall include components, devices, or systems engineered specifically to reduce
aerodynamic drag. Front fairings, tail sections, and full fairings are encouraged. Other devices
may be permitted providing they clearly demonstrate that the device or system significantly
reduces aerodynamic drag. The effectiveness of such devices must be justified in the design
report. These should not at any point during the competition be hanging freely from the vehicle.
Fasteners
All fasteners used in the systems must be captive; defined as requiring NYLON locknuts, cotter
nuts or safety wired bolts (in blind applications). Lock washers or thread sealant do not meet this
requirement.
Fastener Grade Requirements
All bolts used in the system must meet SAE grade 5, metric grade M8.8 or AN military
specifications.

Thread Exposure
All threaded fasteners used in the system must have at least two (2) threads showing past the nut.
Compliance shall be checked and any vehicle failing to comply shall not be allowed to start any
dynamic event.
Socket Head Cap Screws
Socket head cap screws, also known as internal wrenching bolts or Allen head bolts used,
must meet one of the following requirements:
1. The bolt head is clearly marked with the letters NAS, 12.9, or 10.9 indicating a military
/ aircraft or high-strength metric fastener. No other markings will be accepted.
2. Proper documentation is supplied, which must include a purchase receipt, and manufacturers
documentation indicating the bolt strength.

NOTE: No vehicle discard any part after the vehicle is in motion. Any vehicle found with unsafe
part during judging will be disqualified for the event.



















Appendix B Project execution plan



Appendix C PFMEA REFERENCE

Appendix D CAD Drawings












APPENDIX E Fabrication images



APPENDIX F TOURNAMENT PICTURES