Professional Documents
Culture Documents
Ajay Goyat
Steering and brakes department
As engine and gear box were given to us. Thus we had Second 18.70:1 1.109D 24.4 26.6
a little choice while working on transmission.
Configuration of our vehicle would be rear engine rear Third 11.40:1 1.82D 40 43.6
wheel drive. We decided to keep the maximum speed of
the vehicle at 45 km/hr as the vehicle is not about larger Forth 7.35:1 2.82D 62 67.7
speed but greater torque and stability. For attaining this
speed, the only thing we can vary was the outer Reverse 55.08:1 0.38D 10 9
diameter of the driving tire. For 45 km/hr O.D. of the tire
came out to be 16 inch. This diameter is too small as
ground clearance decreases.
Reverse orientation
Hence in order to counter this problem options available
were: Final Speed Speed (km/hr)
Gear (km/hr
1. Manipulation of power transmission outside the Ratios ) D=22 D=24 D=28
gear box using gears, sprockets and chain. inch inch inch
2. Engaging the reverse gear lever while driving in First 55.08:1 0.38D 8.3 9 10.5
all the forward gears and using the first gear in
forward as reverse gear. Second 32.75:1 0.63D 13.9 15.2 17.7
We decided to work on the latter option and so did Third 19.96:1 1.04D 22.8 24.9 29
reverse engineering process trying to find if the gears
would be able to transmit the increased torque. Also Forth 12.87:1 1.61D 35.45 38.7 45
following this method,
Reverse 31.45 0.65D 14.5 15.8 18.5
1. We were able to check the weight
Hence for maximum speed of 45 km/hr, we selected
2. Reduce the cost of the vehicle as we avoided tires of 28 inch outer diameter.
the use of additional gears, sprockets and
chains. Further, for better economy, we assume engine rpm to
be ranging from 2750 to 3250 as maximum torque
produced by the engine is at 3000 rpm. In between this
range the torque produced by the engine is almost
constant (from engine characteristics graph; fig e1). One of the most important parameter for the selection of
Thus, for better economy, the range of speed in each the outer diameter of the tires in rear was the maximum
gear, for the driving tires of O.D. 28 inches; operating in speed of the vehicle. The relation between outer
reverse orientation is: diameter of the tires and the vehicle speed is as given
below:
First - 6.7 to 9 km/hr
Second - 11 to 14 km/hr Velocity on road = Angular velocity × (Outer radius
Third - 18 to 24 km/hr of tire ÷ gear ratio)
Forth - 29 to 37 km/hr
Reverse - 12 to 15 km/hr For the reverse orientation of the transmission system
and maximum speed of the vehicle as 45 km/hr radius
Apart from this, for mounting the engine we are going to comes out to be 28 inches. Apart from outer radius of
use neoprene rubber mountings. the tire, other factors for the selection of tires include
tread width, tread design, side wall width, load handling
TIRES capacity, number of plies and treads on side wall etc
which define the traction ability, tire resistance to wear
Selecting the tires is one of the most important things as and puncture and performance of the tire on various
the whole vehicle is in contact with the road on these 4 terrains.
points or rather patches. Also for designing an all terrain
vehicle tires form the most important part. They should ADVANTAGES:
be such that they are able to provide enough traction on
all kind of surfaces so as to transmit the torque available 1. Built with a 6 ply rating and a reinforced casing
at the wheels without causing slipping. makes these one of the most puncture resistant
tires in the market today.
LAST YEAR:
2. Large shoulder knobs wrap down the sidewall to
Front and rear same tires provide excellent side to pull out of the ruts without
Outer diameter of tire – 24 inch causing sidewall failure.
Outer diameter of rim – 12 inch
Tread width – 6 inch 3. The deep tread and open wing design provides
Aspect ratio - 1 excellent clean-out with each lug and an improved
Number of plies – 6 traction.
Tread design – mud cutting
Side with – 210 mm 4. Special natural compound delivers added traction.
Outer diameter of tire – 24 inch 6. Use of the larger outer diameter tire at the rear
Outer diameter of rim – 12 inch helps to provide good ground clearance and also 10
Tread width – 8 inch inch treads provides good traction to the power
Aspect ratio - 1 wheels.
Number of plies – 6
Side with – 198 mm BRAKES
REAR The criterion for designing the brakes stated as per the
rule book is that all the four wheels should lock
Outer diameter of tire – 28 inch simultaneously as the brake pedal is pressed.
Outer diameter of rim – 12 inch
Tread width – 10 inch LAST YEAR‘S BRAKING SYSTEM:
Aspect ratio - 1
Number of plies – 6 Front Disc brake of Maruti800 (91 mm)
Side with – 231 mm Rear Drum brake of APE (180×30mm)
Rear axle dynamic load Where the parameters shown above are as under:
= w2 – (α ÷ g) ×W× (H ÷ L) F=Pedal force required for braking (kg)
Pr = Pedal ratio
Where, D1=Diameter of the TMC (mm)
W1=Weight on the front axle in the static condition. D2=Diameter of caliper cylinder for the disc (mm)
W2=Weight on the rear axle in the static condition. D3=Diameter of the wheel cylinder for the drum (mm)
g = Acceleration due to gravity. R1= Radius of the disc (mm)
W= Total weight of the vehicle. R2=Radius of the drum (mm)
H=Height of center of the gravity. R3=Outer radius of the front tires (inch)
L= Length of the wheel base. R4=Outer radius of the rear tires (inch)
Deceleration of the vehicle is α.
The above highlighted specifications have been
We planned to use disc brake in front and drum brakes selected for our vehicle. These are the standard
in rear. Initially we thought of using disc brakes for all specifications of Maruti Zen’s braking system with
four wheels but disc with parking brakes have higher vacuum booster. We selected these as per our design
cost and we found it necessary to use the parking of the braking system for 5.9 m/s^2 deceleration. The
brakes to increase the all terrain capabilities of the pedal force would decrease further by a factor 3 due to
vehicle. the use of booster. So the force on pedal would be 9 kg
Some formulas that we used for designing our brakes: approx.
T (disc) + T (drum) = m × f ×R
COMPARISON WITH PREVIOUS YEAR
T (disc) = µ×R1× (P × A) ×2
BRAKES:
• Reticulating ball type, pitman arm 2. Reticulating ball type steering has lower wear and
• 4 tie rods used tear as compared to rack and pinion steering.
• Steering ratio 19.53:1
• Turning radius - 9 feet 3. It can withstand 25000 cycles at the constant load of
• IBJ to IBJ - 50 mm 250N/m, at the pitman arm speed of 20 to 25 RPM.
• OBJ to OBJ - 1090 mm
• Column inclination from horizontal - 40 degree Further, apart from keeping the steering ratio to be 17:1.
• One flexible coupling is used in column Our main concern in the design of the steering
• One universal joint was used. mechanism, using reticulating type steering, is to reduce
• Two pivots were used as shown in fig above the weight of the mechanism and to incorporate as
minimum joints as possible which would help to reduce
THIS YEAR: the human force required to steer the vehicle.
For example, in the case when the vehicle is falling on Total weight with driver 360 kg approx.
ground after jumping from a speed breaker, just the two
wheels support the vehicle as it lands on the ground. Unsprung mass 75 kg approx.
But if we design our springs according to this situation,
our spring will be a lot stiffer and hence the ride will not Sprung mass 300 kg (at max. with driver)
be comfortable. Also if we choose stiffer springs, they
would not be able to facilitate tire traction. On the other
hand softer spring mean that a larger spring travel
should be more otherwise they would reach to their solid The spring design is to be for the total weight of around
length. Hence the suspension system would fail. 300 kg now.
This criterion can be fulfilled by the 2 alternatives: Since the major components of the sprung mass(in
terms of weight) like engine, transmission, driver etc….
1. By putting a spring of gradually changing pitch and are at the back only, the weight distribution is taken as
hence stiffness. This is the best method to 50 kg on each suspension in the front and 100 kg on
encounter this problem but we could not find a each suspension at the back. Also, this was the
vendor who could manufacture for us a approximate ratio of distribution of the vehicle weight of
continuously varying spring. last year vehicles.
2. By putting a very long soft spring which has enough FRONT SUSPENSIONS
uncompressed length left so that it would remain in
its working range without reaching its failure limit. The spring damper would be placed at the centre of the
This method was used by one of the team last lower wishbone.
year. But the main problem is that the spring
might buckle. Even with a damper, the spring- Taking ground clearance to be around 8 inches and
damper system might buckle. We might be able load of 50 kg on each tire. Thus static load on each
to solve the problem using guides but this is spring would be 100 kg as spring is mounted at the
making the system unnecessarily complex. centre of the wishbone
In here, we keep the mounting point of the spring on the ROLL CAGE AND MATERIALS
upper wishbone and at its end. The rear suspension
system is as shown in fig sus3. The kind of body we are required to manufacture is a
unitized body. The roll cage is of utmost importance for
For the smaller half drive shaft, the distance between us as it would be the one which would provide safety to
spring mounting point and shaft hinge point is 12 inch the driver, mounting points for various systems and
approximately. Thus, for 15 degree spring movement is even ergonomics and looks to the vehicle.
80 mm as calculated by the formulae:
It should be strong enough to bear the laden load and
LENGTH OF ARC = RADIUS * ANGLE SUBTENDED should be designed against impact load that it might
encounter. The failure criterion for the roll cage is
So for 1 degree movement of shaft deflection of spring yielding.
is 5.3 mm
Our design of the roll cage started with ergonomic and
Now, driver comfort study. We also studied the rules and
safety instructions as per Baja SAE INDIA 2009
Length of spring = 230 mm rulebook. This was followed by study of compatibility of
various other systems with the roll cage, as these
Total length (spring + damper) = 490 mm systems were developed in the process. Based on
these, we designed a layout which was modified again
Wire diameter (d) =11.1 mm and again to take the present shape as shown in fig r1.
Adjacent to fig r1 we also have the roll cage of last year
Mean coil diameter (D) = 80 mm vehicle as fig r2. The software used by us is Pro-E for 3-
D modeling and design and Auto-CAD for 2-D drafting.
Allowed travel of the spring = 72 mm
Initially I assumed the ratio of total height of driver to
Maximum travel of the spring = 96.8 mm length of driver below waist as 1.65 (considering myself
as standard) and designed a roll cage model for a
Spring stiffness (K) = 30 N/mm person of height 6 feet 3 inches. Then slowly as the
other systems of the vehicle were developed, the roll
Pitch = 19 mm cage design got modified.
No of active turns = 10 Dimensions of the roll cage are see (fig r3):
Total no of turns = 12 Length – 2300 mm
Springs are squared and grounded Width – Max - 870 mm
At front end - 540 mm
Initial compression (after driver is seated) = 33.3mm
At rear end - 720 mm
From initial compression we conclude that the
Height – 1440 mm
movement of shaft required is 6.3 degrees
The FEM analysis of the roll cage is still pending and Odometer, speedometer, fuel indicator, oil pressure
would be included in the final design report. lamp, brake switch, brake lights, reverse alarm
The material that we are going to use is mild steel, IS: We are going to use a separate reversing lever
1239 (part 1):2004. The material has chemical
composition as: We also worked on a gear shifting mechanism which
would be available near the steering wheel
MANGANES
CARBON SULPHUR PHOSPHORUS
E CONCLUSION
0.2 1.30 0.040 0.040 As discussed earlier, our approach is to design for the
worst and still optimize so that we avoid over designing.
This would help us to reduce the cost.
The pipe we are using is of electric resistance welded The approach that we followed is iterative in nature and
type, heavy duty pipe with the following specifications: processes like reverse engineering are adopted in order
to select various systems from the ones, existing in the
Bore – 20 mm market. This step would ensure standardization and
reliability would follow as a by part.
Wall thickness – 3.2 mm
Our top priority would always be the safety of the driver
Outer diameter - 26.5 to 27.3 mm and working in this direction, we will strive to add
aesthetic value and a sense of ergonomics to the
Weight per meter – 1.87 kg vehicle.
Fig t1
Steering mechanism
(Tie rods to steering knuckle)
Fig s1
Fig sus1
Fig sus2
Fig sus3
THIS YEAR ROLL CAGE LAST YEAR ROLL CAGE
Fig r1 Fig r2
Fig r3