1

TEAM

NEW TEAM ID 18130

OLD TEAM ID 17382

CAR NO 143

ENDURANCE SCORE 0

TOTAL 264.2
 LESSONS LEARNT AND INFERENCES 2
KEY FEATURES OF NEW
PARAMETER LESSONS LEARNT METHOLODOLOGY FOR NEW DESIGN
DESIGN
EXCESS WEIGHT OVERALL REDUCED VEHICLE  CUSTOMIZED LIGHT  WEIGHT REDUCTION
PERFORMANCE WEIGHT GEAR BOX i. T7 7050 ALUMINIUM
 CUSTOMIZED ALUMINIUM BILLET FOR HUB &
HUB KNUCKLE KNUKLES.FOS COMES
 HANGING SEAT NEARLY TO 2
 REDESIGN OF CVT COVER ii. CUSTOMIZED GEAR BOX

 ROLL CAGE
GEARBOX FAILURE KEY FAILURE  REPLACEMENT OF KEY BY i. CHANGE IN DIMENSIONS
STRAIGHT SIDED SPLINE OF PIPE
AND REDESIGN OF ii. WEIGHT OF ROLL CAGE
COUPLER REDUCED TO 20KG
ENGINE MOUNTING LOWERING CG AND REDUCED  REDESIGNING OF iii. PRIMARY MEMBER –
WEIGHT POWERTRAIN MOUNTING CHROMOLI AND
ASSEMBLY SECONDARY MEMBER –
 REMOVAL OF FRAME MILD STEEL (PREVIOUSLY
MEMBER BY MOUNTING CHROMOLI)
DIRECTLY ON CHASIS

BENDING OF WISHBONE POOR MOTION RATIO OF  APPOPRIATE MOUNTING  POWER TRAIN

DAMPER & LONGER WISHBONE. OF DAMPER i. MAXIMIZED POWER TO
 REDUCED WISHBONE SIZE REAR WHEELS FOR ALL
 MOTION RATIO OF 0.8 IN PRACTICAL SPEEDS
ACC. WITH DESIGN
 ADVANCEMENT FROM LESSONS LEARNT 3

PREVIOUS
NEW ANALYSIS
MODEL 3
MODEL

INNER VIEW
OF SPLINE

WELDABILITY REPORTS
MOUNTING SOLVED

OLD MODEL
NEW MODEL
 OVERALL DESIGN OLD Vs NEW 4
OLD VEHICLE PARAMETERS PROPOSED NEW VEHICLE
84”x64”x61” OVERALL DIMENSION 82.5”x60”x58” OLD PROPOSED
VEHICLE
FRON 56 in TRACK WIDTH FRONT 52 IN
205.5 KG WEIGHT 165KG
T
Rs4,39,500 COST Rs.4,96,500
REAR 54 in REAR 50 IN
58 IN WHEEL BASE 60 IN
Features:
305cc-10bhp Briggs &Stratton ENGINE 305cc-10bhp Briggs & Stratton
• Safe & Reliable
CUSTOMISED GEAR BOX TRANSMISSSION CUSTOMIZED GEAR BOX • Fast & Aggressive
FRON DOUBLE WISHBONE SUSPENSION FRONT DOUBLE WISHBONE • Stylish &Powerful
T • Comfortable &
Fun to drive
REAR 3 LINK SUSPENSION REAR PURE TRAILING ARM
WITH TRAILING ARM
FOX FLOAT AIR DAMPERS DAMPERS FOX FLOAT AIR DAMPERS
 DECREASED WEIGHT & MORE
DISC BRAKES ON ALL WHEELS BRAKES DISC BRAKES ON ALL WHEELS
COMPACT VEHICLE WILL HELP US
TO ACHIEVE HIGHER ACCELERTION,
MORE GRADE ABILITY, AND LESS
LIGHT ABS PLASTIC BODY PANEL CARBON FIBRE
TURNING RADIUS,THERE BY
INCREASING OVERALL VEHICLE
FRON 22*8*10 TIRE SIZE FRONT 22*7*10 PERFORMANCE
T
REAR 23*8*11 REAR 23*7*10
2.2m TURNING RADIUS 1.9m
59KMph TOP SPEED 59KMph
32 degrees GRADABILITY 35 degrees
 ROLL CAGE DESIGN AND ERGONOMICS 5
Parameters Driver Ergonomics
• Safe & Compliant with the rulebook • Comfortable seat
• Spacious yet compact • All angles are in optimum ergonomic range
• Weight • Lowered dashboard - Better vision
• Driver Ergonomics • Ease of egress SIM at 12“
• Proper foot space
• Steering placed at optimum distance
Roll cage tubes material dimensions • All switches easily accessible
Primary Chromoli 29.2mm X
1.65mm Design Methodology
Secondary Mild steel 25.4mmX1.2mm • Preparing a basic design
• Material Selection by comparing c/s area, Bending
stiffness and Bending strength
• Looking for available options

Comfort Optimum Range Value kept

Positions
Seat Angle 95o – 110 o (For Alert) 96o
Knee Angle 105o – 135o ( For 110o
Strength)
Ankle Angle 90o – 105o (For 95o
Comfort)
Elbow Angle 80o – 165o (For 99◦
Comfort)
Upper Arm 0 – 80o (For Comfort)
o 49o
Angle
 Needs for CAE
6
 Confidently identify acceptable design of

CAE material
 Less time required
 Material & Composition for which FOS
comes in range 1.5-2 is selected
FRONT ADVANTAGES OF SHELL METHOD
IMPACT  Captures the geometry properly & gives LIMITATION OF SHELL METHOD
better result on joints  Suitable for thin structure
 Are of appropriate stiffness which gives  Cannot be used where all 3
better result dimensions are comparable

Impacts Force Max Max FOS MODE FREQUENCY

Stress(MPa) Deformation (Hz)
REAR (mm)
IMPACT 1 39.5719
FRONT 6G 343.7 0.89 1.92
REAR 4G 264.0 1.29 1.77 2 64.6760

SIDE 4G 332.4 3.13 1.985 3 82.5107

ROLLOVER 2G 318.2 3.49 2.07 4 91.1291
TORSIONA 3G 388.6 3.97 1.996
L 5 94.4695

SIDE
IMPACT
ROLL
OVER
MODAL
 SUSPENSION 7
DESIGN CONSIDERATION
 LOWER CAMBER CHANGE WITH HIGH WHEEL TRAVELS.
 LESS STIFF DAMPERS WITH OPTIMUM MOTION RATIO FOR BETTER RIDE.

FRONT DOUBLE LINKAGES FRONT DOUBLE WISHBONE

WISHBONE

REAR 3 LINK SUSPENSION REAR PURE TRAILING ARM ANALYSIS OF

WITH TRAILING FRONT LOWER
WISHBONE
ARM

FRONT 11.5’’ RIDE HEIGHT FRONT 11’’ FOS=1.87

REAR 11’’ REAR 10’’
FRONT 8’’ WHEEL TRAVEL FRONT 9’’
REAR 6’’ REAR 6.5’’
FOX FLOAT AIR DAMPERS SPRING&DAMPERS FOX FLOAT AIR DAMPERS
FRONT 52.2lb/in SPRING RATE FRONT 52.2lb/in

REAR 72.4lb/in REAR 72.4lb/in

FRONT 0.6 MOTION RATIO FRONT 0.8

REAR 0.7 REAR 0.85
-2 DEGREES CAMBER -1 DEGREE
2 DEGREES TOE OUT 1 DEGREE
FRONT 7 ROLL CENTER HEIGHT FRONT 7.5IN STATIC ROLL ANALYSIS
REAR 8.2 REAR 9 IN
25 in CG HEIGHT 21 in
DAMPING VALUES ELONGATION 338 LBS
COMPRESSION 152 LBS
Design Considerations for Disc Brakes:
Performance
BRAKES CALCULATIONs 8
Wheel lock capability Stopping distance
Heat dissipation work done by friction = change in kinetic energy
Reliability & Durability µ*mg*d=0-1/2mv² :d=10.49m.
Ease of replacement of damaged parts Weight transfer on each wheel = .5*Wᵼ =.5*m*a*h/l
Response and flexibility Wᵼ = 217N.
 Pressure on the caliper = pedal ratio × pedal effort
BRAKE SPECIFICATIONS FRONT REAR
Area of TMC piston
Split type and locking F/R Split with simultaneous locking . = 206.21N/cm²
Configuration Disc Disc

Pedal Effort / Travel 200N / 10cm

Pedal Ratio 4 :1

MC Bore size X Stroke 2.235cm X 2.5cm

Calliper Piston diameter X no. 1.123cm 1.123cm

Mean Braking Radius 7cm 7.5cm

Structural analysis of Break Disc Structural analysis of break pedal
Mean Braking Area 34.5 cm2 34.5 cm2

Coefficient of friction 0.4 0.4

PROBLEM CAUSED BY ACTION
Brake Fluid DOT 4
The brake pedal goes to the Leak in the Check fluid level; check
Static Rolling Radius 27.3cm 28.57cm floor system system for leak
Friction Coefficient For road 0.6 0.6
Spongy brake pedal Air in brake System is drained,
Brake Torque 119.12 Nm 105.50 Nm system refilled and bled

Force Required By Calliper 6974.76N 9207.35 N Car pulls to one side when Frozen Replace the caliper
Caliper Specification Wilwood PS-1
braking caliper
 DESIGN COSIDERATION STEERING AND WHEEL GEOMETRY 9
 MINIMUM BUMP STEER
 EASE OF OPERATION
 QUICK STEERING RESPONSE
 MINIMUM TURNING RADIUS

STEERING TYPE RACK & PINION

CASTER 8 DEGREES

KPI 10 DEGREES

% ACKERMAN 63.2

TURNING RADIUS 1.9m

STEERING RATIO 9.6:1

WHEEL LOCK ANGLE 41.2 DEGREES

CUSTOMISED HUB WITH SOLID
STEERING COLUMN COLLAPSIBLE
THINKING INSPIRE
TURNS LOCK TO LOCK 2.2

LENGTH OF TIE ROD 15.395in

TOE OUT 2 DEGREE

ROLL ANGLE WITH
CAMBER ANGLE
STEERING WHEEL DIA. 12.5”

STEERING WHEEL 4.3N-m

TORQUE
Design Considerations: POWERTRAIN 10
 Sufficient torque
 Competitive top speed CVTech CUSTOMIZD AISI 4130 WITH
 Minimum no. of parts 10HP B&S S.R.=6.97 GEAR BOX CV JOINTS TYRE
 Compact and light
 Compatible CVT for B&S
Engine REDUCTION
FRONT 22*7*10

11.63:1 REAR 23*7*10

Parameters max
Good ground clearance
V(Km/h) 59 COMPONENT MATERIAL DESIGN
FACTOR  low moment of inertia
 Weight price and availability
FZA(KN) 1.96 Maximum Acceleration formulae
SHAFT EN24T STEEL 2 λ ×a b ah
= µ× + gL -fr
Q’ max 35 g L
GEAR EN24T STEEL 1.5
Maximum gradability
amax (m/s2) 5.06 CASING Aluminium 2.5
Powertrain assembly
RPM (at Tn) = 3580 rpm RPM (at Tmax)=2800 rpm

Analysis of
Gear box
gearbox casing Structural Analysis of gears
 COST AND WEIGHT ANALYSIS 11
COST ANALYSIS OLD Vs NEW
Weight Estimate Components/ Cost Estimation (₹) FASTENERS
(kg) parts ELECTRICAL
Old New Old New SAFETY EQUIPMENT NEW VEHICLE
BRAKE OLD VEHICLE
28 28 Engine 34,500 45,500 BODY
30 20 Transmission 70,000 110000 FRAME + MOUNTING
40 35 Driveline 80,000 85,000 STEERING
BRAKE
18 15 Steering 30,000 32,500
DRIVELINE
19.5 12 Suspension 90,000 1,11,000 TRANSMISSION
40 26 Frame + mountings 65,000 42,000 SUSPENSION
6 6 Body 4,500 5,000 ENGINE
5 4 Brake 30,000 30,000 0 40000 80000 120000
7 7 Safety equipment 27,200 27,200
6 6 Electrical 6,000 6,000
6 6 Fasteners 2,300 2,300
PROPOSED PROPOSED
205.5 165 Total 4,39,500 4,96,500
NEW COST NEW WEIGHT
 Considerable reduction in weight this year is due to ENGINE
expensive use of Aluminium 7075-T7 in place of cast TRANSMISSION
steel in manufacturing of Knuckle & hubs, use of light
weight Dampers and optimum analysis of Roll cage. DRIVELINE
 Use of Chromoly 4130(Primary) along with Mild steel
AISI 1018 (Secondary) in Roll cage to increase STEERING
flexibility and reduce net cost and weight.
SUSPENSION
 Use of Willwood Brake calliper which is compact,
light weight and minimise heat transfer from thick FRAME AND
pad to brake fluid MOUNTING
PROJECT PLAN 12
 DFMEA 13
Component Potenti Potential S Potential O Current D R Actions Resp S O D R
al Failure Causes controls P Recommende P
Failure Effects N d N
mode

Hub Knuckle Distorti Tendency 7 Overloadi 4 Proper 6 168 Proper Susp 7 2 3 56

on in to roll ng & lack lubrication method of ensio
geomet over of & analysis adjusting & n
ry Lubricatio preloading
n bearings
Wishbone Bending Lack in 7 High 5 Proper 7 245 Proper Susp 7 3 2 42
Performan Bending material to designing & ensio
ce Moment be used, analysis n
having
good
fatigue life
Gear box Shearin Power 8 Unpredicta 3 High 9 216 Taking high Powe 8 1 8 64
g or Transmissi ble strength factor of r
dynamic
crushin on Not material safety and train
conditions
g of Possible. and used proper
splines. inherent consideration
manufactur of dynamic
ing defect conditions.
Axle Detach Transmissi 8 Excess 5 Taking high 6 240 Hollow tube Powe 8 2 3 48
ment of on torque in factor of of ANSI 4130 r
CV joint interrupte critical safety of to be used train
from d weld zone tube
Axel material.
 DESIGN VALIDATION PLAN 14
Sl no. Test Test Description Part Acceptance Criteria
Description

1. Weld Strength Weld samples are destructively tested Roll cage No distortion at HAZ
Test

2. Wheel Travel The maximum displacement of the wheel Suspension Height difference is greater than
Test centreline is noted 10 inch

3. Turning circle Vehicle is steered to the maximum lock angle Steering TCD is less than 4 meters
diameter at a speed of 5 km/hr

4. Wheel lock The vehicle is driven at maximum speed and Brake Stopping distance is found to be
test brakes applied less than 10.5 metres

5. Gradability The vehicle is driven uphill upon various Power train Greater than 50%
test different slopes

6. Drop test The vehicle is lifted up to 3-4 m and then Suspension No failure
released
 15
TEAM STRUCTURE AND WORKSHOP FACILTIES
WORK
Prof. SANJAY ALLOCATION
(FACULTY ADVISOR)
ABHISHEK KUMAR WORK COMPLETED
(TEAM CAPTAIN)
WORK REMAINING
NEHA 25 75
SUSPENSION POWER MARKETING & PR ROLL CAGE & CAE ELECTRICAL &
TRAIN BREAKES AYUSH 30 70
& STEERING
KARAN KULDEEP 25 75
JISHAN SHENEWAJ ANINDITA ANAND(V.C.) A N I N D I T A 40 60
SANJEET ANAND 35 65
MAINSH SHUBHAM JAY SHEKHOR RAHUL 20 80
VISHAL SAIM ARIZ JEESHAN 40 60
PAWAN RAHUL
KULDEEP SHUBHAM 50 50
AYUSH SONAL NEHA TOMAN
VISHAL 42 58
SANJEET 40 60
ABHISHEK 60 40

WORKSHOP &FACILITIES AVAILABLE

EARLIER NOW
 DRILLING MACHINE  CNC LATHE MACHINE
 MIG & TIG WELDING  SELF MADE TESTING
EQUIPMENT TRACK
 MILLING,SHAPING
etc.