SAEINDIA BAJA TEAM BLITZKRIEG

Apoorv Gupta
Senior Undergraduate Institute Of Technology Banaras Hindu University

Vibhor Jajoo
Junior Undergraduate Institute Of Technology Banaras Hindu University
Copyright 2009 SAE International

ABSTRACT
The team Blitzkrieg of Institute of TechnologyBanaras Hindu University is committed make an all terrain vehicle with teams objective of making a car with best performance following the motto of Go Green and also the most economical and rugged vehicle which can easily sustain all kinds of terrains without causing any trouble to the driver. The Team Promise its name meaning till end and will turn out as a conqueror the team focused on improving every single system on the car to enhance performance and drivability. We promise the driver incredible experience of FUN ON THE RUN.

VEHICLE SPECIFICATIONS Feature Gross Weight Engine Transmission Steering Wheel Base Track Width Ground Clearance Specification 270 kg+ 115 kg (Driver) Lombardini LGA 340 engine Ball Type Transmission Rack and Pinion 1.8 m 1.4 m 40 cm 2.3 m x 1.5 m x 1.5 m Double Wishbone (Independent) Double Wishbone (Independent) Hydraulic Disc Brakes 145/80-R12

INTRODUCTION
The challenge we were posed while making this ATV designing a responsive roll cage (chassis) and a Transmission system to sustain extreme conditions and work best of any terrain. The Roll Cage of the vehicle is designed by us. The overall objective is to have a vehicle that will trek through outdoor terrain with ease. Our team focused on minimizing cost and weight, while maximizing strength and optimizing effectiveness under restraint of cost and limited power source. The basic design of the vehicle has been made keeping in mind the drivers requirement and comfort. The Roll Cage is made very robust along with a commendable suspension system. The required strength is acquired without compromising on the aesthetic aspect of the vehicle to the maximum. Independent Double Wishbone Suspension is specially considered and values are taken within safe limits to ensure long term life. Total weight of vehicle including Driver is 385 Kg which is less weight seeing the advantages and thus car is eco-friendly. Special Poly solid ions are used to reuse emission gases and thus indirectly reducing the emission. More number of such vehicles in the market will ensure increase in the economic status of the country and boost such innovative ventures further.

Dimensions of Vehicle Front Suspension Rear Suspension Brakes Rims

DESIGN PROCEDURE
ROLL CAGE The design of the Roll Cage was done in Catia V5. A preliminary design was made first and then tested to meet strength requirements. Additional members were added to improve its strength and the design was finalized. A 3D view of the Catia Roll Cage model is shown in Fig 1.1.1. The model was optimized such that it had better mechanical strength, was lighter in weight and had better aesthetic looks. The drivers visibility and seating conditions while being seated in the car was also verified to see if the ergonomics were satisfactory.

Roll cage has to been designed to meet the requirements of the vehicle and is also in accordance to rules 31.2.2 through 31.2.9. The RRH is 87 cm wide at 27 above the seat. The LDB for RRH is more than 20 with the vertical. The RHO is 120cm above the drivers seat. Point C is 32 cm in front of the drivers seat.SIM is 13 above the above the drivers seat. A gusset has been provided at the junction of the FBM and RHO. Stress analysis was done in Catia. Four types of analysis was done :- (a) Bump on one of the wheels causing an acceleration of 3g ; (b) Bump on either both front / rear wheels causing an acceleration of 3g (c) Bump on both left or right causing an acceleration of 3g; (d) Bump on wheels that are diagonal to each other with an acceleration of 4g.(Figs 1.1.2-1.1.4)

Different cases of bump analysis are considered like bump on one wheel (eg, Front left wheel, Front right wheel) on two wheels ( two front and back wheels, diagonally opposite wheels) and positive and negative bumps. Combination of both cornering and bump analysis was done using different road profile in ADAMS. By considering the results of other four analysis final suspension geometry was decided. STEERING Between Reverse Ackerman and Ackerman steering geometries, Reverse Ackerman is favorable for high speed vehicles having low centre of mass and higher cornering stiffness. Since vehicles in BAJA operate below 50kmp, it is preferable to use Ackerman steering geometry. Rack and Pinion steering system is the best to use because of its ease of fabrication and design modification and its low cost implementation. All commercial vehicles have steering systems to suit driver sitting on one side. Various geometry parameters are being modified and then simulated in Adams to find the best performing geometry. Later , depending on the geometry suited , it would be decided if it would better to modify a commercially available system or to fabricate new one. The following are the parameters and the range in which various simulations are being made to find the best value of the corresponding parameter POWERTRAIN Engine Lombardini LGA 340 engine will be used as per SAE BAJA 2011 rules and regulations. Transmission An ideal Engines torque range is not wide enough that a simple gearing can be used to match the torque requirement. Hence a Transmission system is used to match the engines torque / rpm to suit the required torque / speed of the vehicle. From experience of previous teams, the performance of Mahindra Alphas transmission (MAT) was found not very satisfactory (details provided later). On testing, the MAT was found not to best suit the purpose of use. For best results, a suitable transmission has to be used. Transmissions of vehicles in the market also did not suit the vehicle. Hence either performance has to be compromised or a suitable Transmission has to be made. We chose to do the later. Continuously variable transmission (CVT) and conventional synchromesh transmission (CST) were considered as options but CVTs high slipping problems and CSTs cost of professional fabrication and complexity was out of scope of available time and funds

SUSPENSION Suspension is a necessary part because it is necessary to damp energy due to irregularity in a track. A rigid suspension design help while smooth but its disadvantage is that while facing bumps and independent suspension system is desired Cornering is low due to low speed of car. Among Double AArm, Single A-Arm, McPherson Strut, Swing Arm, Double Wishbone (Independent) is best as it is easily fabricable, replaceable, and best in off course vehicle. Suspension design parts

1. 2. 3. 4.

Analysis while Cornering XXXXX Bump analysis Combination of Bumps while cornering Vibration analysis

The frequency of vibration of the car and of the road profile or terrain profile should not super impose or have constructive interference. Through Various Reference vibration frequency of the road profile was found to be in the range of XXXXXX Frequency. The frequency of vehicle driven should be in this range- XXXXXX frequency. The actual frequency of the vehicle can be related to the frequency of the force required. a Matlab program was created considering natural frequency of the spring and that of the road and damping coefficient of the spring shock absorber and a vibration graph depicting vibration vs displacement variation from this range of spring of and damping coefficients were obtained. We consider under shear and driver comfort using analysis of tire cornering stiffness, camber thrust, roll steer, lateral force compliance steer, aligning torque, lateral load transfer, steering system. Critical radius vs velocity plot analysis was done such that rollover doesnt occur. Design of spring Design of spring was done considering mechanical strength which meets above vibration requirements, the complete details of which is being provided in Calculation section. Bump Analysis

.However an new transmission design, called Ball Type Transmission (BTT), with its simplicity and its ease of fabrication seems to serve all problems and suit the purpose. DESIGN, SIMULATION TRANSMISSION Stage 1 1. It is necessary to check the maximum acceleration supported by the track. Considering vehicle dynamics like longitudinal weight transfer due to acceleration and assuming other unknown parameters logically and statistically a graph of acceleration vs. coeff. of friction was plotted.(Fig 3.22) 2. The acceleration supported by the track at different gradients and different coefficients of friction were simulated and 3d plot of the same is shown in fig 3.23. The gear ratios (first , last and reverse ) were decided depending on possible maximum acceleration at different gradients, the maximum gradient of track and top speed. Maximum gradient and coefficient of friction were decided using handbooks and Statistics . 3. Intermediate gear ratios were calculated using progressive gear step. 4. Acceleration Vs. Time, Velocity Vs. time ,Displacement Vs Time graphs were simulated considering parameters like rolling resistance, driver response to engines rev, time taken for shift due to clutch slipping ,etc. Simulations were compared between MAT and BTT. The ratios were then tuned according to requirements, better performance and were finalized. (Fig 3.24 and Fig 3.25). Stage 2 1. The design of shafts and balls were done on CATIA and their mechanical strengths was tested (Fig 3.26) 2. The range of gear teeth size was estimated using (a) the bending stress resisted by it,(b) the strength of material and (e) size of gears . Also the minimum number of teeth it should have for avoiding interference was considered AND ANALYSIS OF

sizes which satisfied permissible specifications were obtained.

physical

4. Gear sizes which were found to be most suitable for above discussed parameters were selected from the options previously obtained. 5. Simulation of the transmission is being made in Catia and Adams. 6. The vibration analysis of the transmission is being made in Adams

BRAKES Brakes are an important part of the vehicle. Without brakes , it becomes difficult to bring the vehicle to a stop. While Comparing disc brakes and drum brakes , though drum brakes and cheaper and have self adjusting property , it is preferable to use disc brakes due to its high braking torque and efficiency . According to BAJA 2011 rules, the brake system must be capable of locking ALL FOUR wheels in a static condition and dynamically. The braking torque required for a acceptable constant deceleration is around 2000Nm for the vehicle . Brake proportion ( Biasing ) would be calculated in the later stages depending on weight distribution .Size of the disc should be decided such that it fits inside the wheel on the dead stud assembly. Apache and Fiero F2 brakes are among the options available..However this is not the final. TIRES AND RIMS Large rim size implies large tires and hence need large torque requirement . Large wheels lead to an increase in height of the Centre of mass and Roll centre of vehicle. But also increased the ground clearance and helps negotiate positive bumps . The effect of negative bumps can also be minimized by using large wheels. Large wheels also means more weight and inertia of the wheels and hence the efficiency of drive train is reduced due to inertia losses of the drive train. Rims size should be big enough that entire stud assembly can be fixed inside the wheel and a good choice of tires is available. Hence considering all these , we chose 145/80-R12 as a optimum rim size. The large choice of tires depends deeper properties of tires which is being done for the right choice of tire. If a template of the tire is available , then a simulation of properties concerning tires would also be simulated in Adams.

3. Gear sizes were determined using a program that predicted the values of suitable gear ratios for a particular range of gear sizes so that there would be negligible interference .Also the ,gear ratio was taken in the acceptable range. This gave the optimum distance between shafts for a range of gear sizes along with the other physical specifications. Hence a number of options for gear

Calculations Pitch (p) DESIGN OF SPRINGS Deflection = (64*P*R*R*R*N)/ (G*d*d*d*d) Where N= Active spring coil G= Modulus of Rigidity d= Tube diameter R= Coil radius K = P/Maximum Deflection K= stiffness of spring Front suspension coil spring: k = spring stiffness = F(max)/max. deflection also, * 4 3 k =(G d )/(8*D *n) where n = no. of active coils putting k = 50 N/mm,d =10mm,D=60mm, we get n = 9.21 taking n =9coils n* = no.of total coils = 9 + 2 = 11 Ls = solid length of the spring = (n*)d = 11*10 = 105 Lf = free length of the spring = Ls + max. deflection + clearance = 110+25+65 = 200mm p = pitch between the adjacent wire. Lf = pn+2d Therefore, p = 20mm Rear suspension coil spring: d=10mm therefore, final wire dia. d = 10mm final mean coil dia. D = 60mm also, k =(G* d4 )/(8 D3*n) where n = no. of active coils putting k = 50N/mm, d =11mm,D=70mm, we get n = 8coils n* = no.of total coils = 8 + 2 = 10 Ls = solid length of the spring = (n*)d = 10*11 = 110mm Lf = free length of the spring = Ls + max. deflection + clearance = 110+25+60 = 195mm p = pitch between the adjacent wire. Lf = pn+2d Therefore, p = 21.625mm If we use same suspension spring front as well as rear we have to choose rear wheel calculation so as stresses on front within safe limit Characteristics Mean coil diameter (D) Wire diameter (d) Number of active coils (n) Total number of coils(*n) Free length (Lf) Front coil 70mm 11mm 9 10 Rear coil 70mm 11mm 8 10 195mm Design of Brakes

195mm 21.625 mm

21.625mm

Weight of the vehicle = 265 Kg Weight of the driver = 115 Kg (As per SAE BAJA rule book) Total Weight = 380 Kg Taking an approximate deceleration of about 2g for drivers comfort, The braking force is: Fb=D*M; Fb =2*9.81*380; = 7456N Taking the tyre radius of about 0.25m, The braking torque comes out to be = 7456*0.25Nm = 1864 Nm Hence braking torque required for one wheel =1864/4 =466 Nm

GO GREEN A New catalyst is used to absorb CO2 and this absorbed CO2 can be desorbs at a later stage and reuse again. Novel sorbent and membrane materials for CO2 separation, poly(ionic liquid)s made from ionic liquid monomers, poly[pvinylbenzyltrimethyl ammonium tetrafluoroborate] (P[VBTMA] [BF4]) and poly[2(methacryloyloxy)ethyltrimethylamnonium tetrafluoroborate] (P[MATMA][BF4]) have absorption capacities 7.6 and 6.0 times of those of room temperature ionic liquids, e.g. [bmim][BF4], respectively, with reversible and fast sorption and desorption. Ionic liquids are organic salts that are liquids at low temperatures. CO2 has been shown to be remarkably soluble in imidazolium-based ionic liquids. For instance, at 15 bar of CO2 pressure, the CO2 solubility in 1-butyl-3methylimidazolium hexafluorophosphate ([bmim][PF6]) is about 23 mol%.3 The CO2 solubility can be tuned by choice of cations, anions, and substituent of the ionic liquids, and anions play a major role. Ionic liquids are also impregnated on porous supports to develop supported liquid membranes (SLM). These membranes have high CO2 selectivity and permeance. it was found that simply making the ionic liquids into polymeric forms significantly increased the CO2 sorption capacity compared with ionic liquids. Especially, the polymers of tetraalkylammonium- based ionic liquids have CO2 sorption capacities 6.07.6 times of those of room temperature ionic liquids. The CO2 sorption and desorption of the polymer solids are very fast, and the desorption is

completely reversible. These polymers are very prospective as sorbent and membrane materials for CO2 separation. These CO2 sorption capacities are also significantly higher than other polymer solids such as polymethacrylates, polystyrene and polycarbonates.1517 the anion, cation and polymer backbone affect the CO2 sorption capacity, but the type of cation plays a major role. It took only several minutes for the polymers to reach their 95% sorption capacities. In contrast, it took more than 400 min for room temperature ionic liquids [MABI][BF4] and [bmim][BF4] to reach their equilibrium. The fast sorption rates of the polymers is not solely because of their small particle sizes

The sorption capacity increased with the increase of the CO2 pressure. For example, P[VBTMA][BF4] absorbed 44.8 mol% of CO2 (in terms of its monomer units) at 12 atm. of CO2 pressure, much higher than that of room temperature ionic liquids. The CO2 absorption of the polymers is very selective. There was no weight gain when the polymers were exposed to N2 or O2 under the same conditions. Moisture could slightly decrease the CO2 absorption capacity. For example, wet P[VBTMA][BF4] with 13.8 mol% water had a CO2 absorption capacity of 7.9 mol%, lower than that of dry P[VBTMA][BF4].