Design Report

Sudhanshu Sharma, Samriddha Sharma

Undergraduates of Mechanical Engineering at Institute
of Engineering & Technology (IET, DAVV)

Abstract Table1 . DESIGN OF RACK AND PINION

e-BAJA is a competition organised by SAE INDIA for all the

engineering students around the country. In this competition, Rack Travel 1.93”
students of different engineeering colleges designs and bulids
C-factor 7.64inch /rev
a fully functional All Terrain Vehicle and vehicle is majorly
divided into 5 subsytems named as Power transmissin, Lock to Lock angle 180 degree
Steering, suspension, brakes and Rollcage. Team Elektronin
Ackerman% Approx. 0%
Racers of IET DAVV, Indore is also taking part in this
competition and is designing, analysing, building and testing Turning Radius 1.67m
an ATV as per the guidelines given by SAEINDIA.This report
PCD of pinion 30.89mm
highlights the significant design aspects of our Electric Buggy.
Pinion material AL7075 T-6

Introduction Module 2mm

Rack Material AL7075 T-6

We are are designing this Electric Buggy to endure the
roughest terrains with safety, comfort, and stability. The Column Material AL7075 T-6
components were designed with considerations of security,
stability, manufacturing simplicity, ergonomics, and aesthetics.
Simulation and analysis were done to validate the adherence Suspension
of vehicle performance and structural integrity of each
component to the pre-determined benchmarks. The parts Objective - To achieve the best possible balance between comfort, and
were optimized for minimum weight and durability. The handling by achieving a damping ratio of 0.75 for the front and 0.752 for rear
vehicle was tested and tuned for Gradeability, Stability, with wheel travel around 12 inch for the front and 11 inch for rear and
Maneuverability, Acceleration, and Traction over different optimum camber, castor, and KPI changes to ensure stability.
terrains. Computer-aided design was done using Solidworks
22®, and Catia V5®, ADAMS Car 16® was used for simulation, Design- Geometry - Design initiated by benchmarking performance
and multibody dynamics, ANSYS 18®, was used for the analysis parameters and design goals, taking into consideration various suspension
of components under different loading conditions. system and selection was done using Pugh chart . Ride frequencies of 1.35 Hz
and 1.45 Hz were selected, and consecutively wheel rates, motion ratios, and
Steering spring stiffnesses for the front and rear suspension were determined by
judicious iterations against SAG requirements.AFCO 63 series® coil-over and
Fox evol R were selected as the front, and rear dampers, respectively. Carlisle®
OBJECTIVE: To achieve a turning radius less tha 1.7m, to Semi lug pattern 23X7- 10 tires for the front as well as the rear were selected
minimize the steering effort and play while turning, and to with due consideration of power train, brakes, and steering requirements. 3D
2pprox.2 the bump steer as the terrain is going to be rough. geometry was eventually constructed, which was simulated in Lotus Shark®,
and MSC ADAMS 16®, and verified for camber, castor, KPI, Roll center height
DESIGN: A Top view geometry was made on solidworks by changes as summed up in Table given below.
considering track width, wheel base, position of CG, 2pprox.
offset, steering arm length, steering arm angle and size of TABLE 7. KINEMATIC PARAMETERS OF THE FRONT AND REAR
rack. 2pprox. parallel geometry was chosen in which the rack SUSPENSION
is placed 5 inches in front of the line joining the wheel centre
such that t the angle made between tie rod and steering arm PARAMETERS FRONT REAR
(when the front wheels are not steered) is 90 deg. After Track Width 51” 50”
validating the geometry from Lotus software, Rack and pinion Wheel Base 54”
were designed using inputs of lock to lock rack travel and C- CG Height 21”
factor. Casing for rack and pinion was also designed using KPI 11 deg 9deg
AL6061 T-6 as its material. AISI 1018 was chosen as the Scrub Radius 1.76” 0.18”
material for the track rod case hardened at 20-25 HRC. Fig Rollcentre Height 8.97” 6.76”
below shows the Rack and pinion assembly. Castor 0 0
Camber 0 0
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Wheel travel 12” 9” selection of EP 90 asgearbox fluid. Table given below highlights the
Ride Frequency 1.35Hz 1.45Hz design parameters of gears and Table below gives the dimensions of
Wheel Rate 4316.96N/m 7470.30N/m driveshafts
Spring Stiffness 15068N/m 20941N/m
Table. DESIGN OF GEARBOX
Motion Ratio 0.5 0.577 Particulars Pinion Gear Pinion Gear
Critical Damping 381.70 710.62
Teeth 20 40 20 60
coeff.
Ride Rate 863.39 1869.65 Module 2 2 2 2
Roll Rate 63.2N/m 105.146N/m Pitch diameter(mm) 40 80 40 120
Damp Force 114.51N 171.52N
Hardness(HRC) 40-45 40-45 40-45 40-45
Damper stroke 5.40 4.35
Critical Damping 508.93 947.50
Battery-
We did a thorough market analysis and studied a lot of research
paper and came to conclusion that we are going to use NMC cells of
Power Train Li ion Battery having a capaacity of 80 Ah with a nominal voltage of
48 volts . It is rechargable, swappable, has charging rate of 1C and
OBJECTIVE: - To generate and transmit power and torque to the discharging rate of 3C, has significant capacity with less weight and
wheels with maximum possible efficiency , and a top speed of small size and has good temperature tolerance. we are also use BMS
60 kmph. The power train was engineered to obtain an to avoid overcharging.
acceleration time of 4.9m/s^2 for a rough track with a
gradeability of 40%. Motor-
After doing the market analysis we choose brushless PMSM motor
DESIGN : Design methedology starts by defining constraints of having Rated Power of 5 kW, Peak Power 7.2 kW, Rated Torque
top speed, acceleration, and gradeability requirements. The 25Nm, Peak Torque 75Nm, and having a RPM of 3900 to 4500. the
total reduction ratio was calculated as 30.6 using a tractive reason behind choosing this are that it has high torque with
limited acceleration method. Table given below summarizes efficiency of 90% - 95%, has high acceleration and it doesn't
calculations of acceleration and speed. produces high noise.

Table. DESIGN OF RACK AND PINION

Mass of Vehicle 250kg
Brakes
The front view projection 0.8m^2
area
Rated Power 5kW OBJECTIVE: To design an efficient braking system for a BAJA SAE
Max Speed 57KMPH vehicle that can produce an adequate braking force that meet all
Air density 1.12kg/m^3 competition regulation as well as, be as light weight as possible and
Rolling Resistance 0.014 to lock all four wheels simultaneously, and halt the vehicle within a
Coefficient stopping distance of 4 metres.
Gradebility 57.7%
DESIGN: The design proceeds by taking inputs like Vehicle weight,
required stopping distance, and power train torque. T split circuit
Continuously Variable Transmission-
was selected to minimize intricacies in upright assemblies. The
student built variable diameter pulley with high and low-end
geometry of the vehicle, weight transfer and friction coefficient of
ratios 0.8, and 3.83 was designed. The previous design of CVT
tire bore a required braking torque of 412Nm for the front wheel
was optimized to reduce weight up to 700gm, and cost using
and 265Nm for the rear. The master cylinder was selected as
material optimization. Progressive helix with dual cam angle was
Wilwood 15.875mm (0.625") bore, tandem master cylinder. The
designed to facilitate the desired use of torque and speed at
pedal ratio of 6:1was fixed due to cockpit clearances and owing to
different motor rpm. Spring and Flyweights of Primary clutch
constraints of rim diameter, front disc diameter of 160mm and rear
were also customized to obtain engagement at desired rpm for
disc diameter 180mm were selected, and thus calliper piston
different vehicle maneuvers.
diameters were calculated. Due to market availability, 35mm piston
diameter for front and 27mm for rear was selected. Table given
Gear Box-
briefs the calculated parameters.
2-step reduction gearbox was made to meet the requirement of
torque. The overall reduction ratio of the gearbox was
calculated to be 6.0. Involute profile spur gears were designed
with a module of 2. Consecutively shafts were designed, and
bearings were selected. CFD analysis of gearbox was done for
the selection of gearbox fluid, and iterations converged to the
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 Table Calculation Trail of Brakes separate ansys was done for separate components respectively.the
forces for different components were calculated by taking
T Front Rear knowledge from blogs and study resources.
Clamping force 1450N 525N
Rotor diameter 160mm 180mm
Weight Transfer 193kg Roll Cage
Bore Diameter 35mm 27
Required braking 412Nm/Wheel 132Nm/Wheel
Front Impact
torque

Roll Cage
OBJECTIVES - To improve the safety and comfort of the driver
with due consideration of subsystem constraints, and rulebook
guidelines roll cage was engineered to optimize weight as much
as possible with respective 2WD and RULA scores of 3 Roll cage
satisfies rulebook constraints ensure driver’s safety and
ergonomics and is consistent with other subsystems.

DESIGN - design began with taking drivers measurements and

building the cockpit using them. after selecting the motor and Stress = 579.27 MPa
battery we built the rear portion of the vehicle. The front Deformation =1.6mm
portion was built by taking suspension points. To improve
ergonomics, the firewall was inclined to an angle of 10 degrees. Rear Impact
Material Selection was made according to the standard material
specimen provided in the guidelines. Designing was done in
Solidworks, Multi-body dynamics were done on MSC ADAMS Car
16 for various forces. Analysis during Frontal impact, Rear
impact, side rollover, was done using ANSYS 18.

Testing and Tuning

The objective of testing is to make sure that the vehicle lives up

to its desired performance. Design Validation plan (documented
separately) was created to organize the validation process Avg Stress = 25.413MPa
according to Risk Priority Number in DFMEA. To name some Deformation = 2.9mm
parameters - Material testing, Angle Verifications i.e., steering
angles, Camber, Toe, Knee angle of driver, RPM testing of CVT. Roll Over
Tuning was done to optimize vehicle performance on different
track and terrains. Tuned parameters include Tyre pressure,
Suspension spring rate, rebound and compression adjustor of
damper, camber angle, spring and flyweight of primary clutch
and helix angle of the secondary clutch.

CAE

OBJECTIVE- To achieve the best possible solution among various

design alternatives for every customized component and to
ensure satisfactory performance under specified conditions Stress = 753.23 MPa
minimizing the risk of failures, while optimizing weight, cost, and Deformation = 3.28mm
reliability of the overall vehicle.

PROCEDURE- most of the simulation was done using Ansys 2023.

For different components, we studied mainly from the internet.

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 Bump Impact

Stress = 102.7MPa
Deformation = 14.8mm

Front Knucle

Stress = 93.28MPa
FOS = 4.06

Conclusion-
Team Elektronin Racers has designed and manufactured an All-
Terrain Electric Buggy, which adheres to prescribed guidelines

References-
Bhandari V.B., “Design of Machine Elements”,
McGraw-Hill Education, India Pvt. Ltd.
Aaen, Olav “Clutch Tuning Handbook.” © “Olav
Aaen” 2003
Dixon C John, “The Shock Absorber Handbook”
Milliken W.F., Milliken D.L.,” Race Car Vehicle
Dynamics.”

Acknowledgement-
We would like to thank Dhawal More, Shubhangi Baghel,
Piyush Somkuwar, Karan Thakre, Mayank Gharde, Abhishek
Somkuwar for their valuable contribution.
We would also thank our other team members and faculty
advisors for their valuable inputs

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710.62

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 Figure. STEERING ASSEMBLY EXPLODED VIEW

Figure. FRONT WHEEL ASSEMBLY EXPLODED VIEW

Figure. GEARBOX ASSEMBLY EXPLODED VIEW

Figure. FRONT KNUCKLE