Report Cover Page & Vehicle Description Form

e-Human Powered Vehicle Challenge

Competition Location: PES University

Bengaluru, Karnataka, India
Competition Date: April 1 – April 2, 2023
This required document for all teams is to be incorporated into your design report.
Please Observe Your Due Dates; see the ASME e-HPVC website and rules for due dates.

Vehicle Description
University name: Delhi Technological University
Vehicle name: ERAWAT
Vehicle number:
Vehicle configuration:
Upright Semi-recumbent Yes
Prone Other (specify)
Frame material: Carbon Fibre and Titanium
Fairing material(s): Carbon Fibre and Honeycomb Matrix
Number of wheels: 2
Vehicle Dimensions (m)
Length: 2.894 m
Width: 0.840 m
Height: 1.193 m
Wheelbase: 1.432 m
Weight Distribution (kg)
Front: 45%
Rear: 55%
Total Weight (kg): 28 kg
Wheel Size (m)
Front: 0.410 m
Rear: 0.673 m
2
Frontal area (m ): 0.4736 m2
Steering (Front or Rear): Front
Braking (Front, Rear, or Both): Both
Estimated Coefficient of Drag: 0.06

Vehicle history (e.g., has it competed before? where? when?):

No, the vehicle has not competed in any event at the time of submission of the design
report.
 Delhi Technological University
2023 ASME Asia Pacific e-HPV Challenge

Introducing

ERAWAT
Team Advisor
Dr. Raghvendra Gautam
Department of Mechanical Engineering
[email protected]

Team Members

Abhinav Kumar Jha Aryan Gupta Mehul Agarwal Utsav Mittal

Aditya Singh Aryan Nigam Priyanshu Sinha Vishal Yadav

Aditya Yadav Dhruv Goel Rahul kumar Srivastava Yash Sharma

Aman Kumar Harsh Kumar Yadav Rhythm Aggarwal Yogender

Arko Sardar Harshit Chandna Shubhangam

Aryan Gupta Mahatva Anand Siddharth Garg

For more information contact,

Siddharth Garg Mehul Agarwal

Captain Vice-Captain
[email protected] [email protected]
THREE VIEW DRAWING

All dimensions are in millimeters.

Dimensioning and tolerancing as per ASME Y14.5 and related standards such as ASME Y14.24
and ASME Y14.3
ABSTRACT

The concept of Human Powered Vehicles (HPVs) has been around for centuries. From the
earliest bicycles to modern-day velomobiles, HPVs have evolved into a viable mode of
transportation that can offer numerous benefits over traditional automobiles. In recent years,
there has been an increased interest in HPVs, driven by concerns over environmental
sustainability and the need to find alternative forms of transportation that are both eco-
friendly and affordable. This report provides an overview of Team Raftaar’s 10th Vehicle
ERAWAT, as the team strives to raise the bar in the domain of human-powered vehicles.
Building upon the strong foundation, Team Raftaar, DTU designed, tested and fabricated
ERAWAT, a fully-faired lightweight, and efficient e-HPV to compete in ASME EFX India’s
Human Powered Vehicle Competition (e-HPVC) 2023.
ERAWAT was primarily designed using SOLIDWORKS 2021. ANSYS 22 was used for structural
analysis and aerodynamic analysis of the vehicle to ensure that all safety standards set by
ASME are met. MSC ADAMS was used for Suspension Analysis and MATLAB Simulink was used
for Electrical Analysis of the vehicle. Adequate physical testing was also performed at the
necessary stages for the RPS Testing. 3 Point Bend test was done for Frame Selection and Die
Penetration Test for Weld Quality check. Wind Tunnel testing of a scaled model was done to
verify the simulated results for drag.
The team decided to use Carbon Fibre and Titanium as the frame material. The Back wheel
hybrid drivetrain was designed, keeping in mind efficiency and space constraints. The vehicle
is engineered with an adjustable seat mechanism that permits the rider with different heights
to optimize his position accordingly. The fairing for Falcon was fabricated with Carbon Fibre
and Honeycomb matrix, acknowledging the adequate number of layers of both through 12-
piece moulds. Seat belt, carbon fibre reinforced polymer roll-bar, rider alert system,
emergency power off switch and all other safety equipment, as specified by ASME, are also
incorporated.
With a host of innovative and robust features to make rider’s experience safer and more
enjoyable, ERAWAT aims to better the preceding heights achieved by Team Raftaar and
continues to pursue the idea of incorporating HPVs in everyday life with the motto, “Ride with
purpose, ride with power”.
Table of Contents

Three View Drawing 2.5. Cost Analysis

Abstract 2.6. Other Analysis
2.6.1. Brakes Analysis
1. Design 2.6.2. Suspension Analysis
1.1. Objective
1.2. Background Research 3. Testing
1.3. Prior Work 3.1. Developmental Testing
1.4. Organizational TimeLine 3.1.1. Frame Developmental Testing
1.5. Design Specifications 3.1.2. Fairing Dimensions Testing
1.5.1. House of Quality 3.1.3. RPS Testing
1.5.2. PDS 3.1.4. Wind Tunnel Testing
1.6. Concept Development and Selection
Methods 4. Conclusion
1.6.1. Vehicle Configurations 4.1. Comparison – Design Goals
1.6.2. Frame Material 4.2. Evaluation
1.6.3. Drivetrain Alternatives 4.3. Recommendations
1.7. Vehicle Description 4.4. Conclusion
1.7.1. Frame References
1.7.2. Fairing
1.7.3. Drivetrain 5. Appendices
1.7.4. Practicality 5.1 Appendix A- Performance and testing of
1.7.5. Environmental Conditions braking system in HPVCs.
1.8. Innovation 5.2 Appendix B- Force, Static, thermal analysis
1.8.1 Accident Alert System SOS of Braking system.
1.8.2 Auto-cutoff System 5.3 Appendix C- Rider Logbook
2. Analysis 5.4 Appendix D- Placement of Suspension
2.1. RPS Analysis 5.5 Appendix E – Crash Detection Test
2.1.1. Top Load Modelling 5.5 Appendix F - Accident alert System SOS and
2.1.2. Top Load Results Auto cutoff system code.
2.1.3. Side Load Modelling
2.1.4. Side Load Results
2.2. Structural Analysis
2.2.1. Bottom Bracket Analysis
2.2.2. Head Tube Analysis
2.3. Aerodynamic Analysis
2.3.1. Front Wind Analysis
2.4. Electrical Analysis
1. Design
ERAWAT was explicitly designed for ASME e-HPVC 2023 session. The vehicle was designed
and manufactured in house during the academic year 2022-23.

1.1 Objective
The e-HPV Team of Delhi Technological University, Team Raftaar designed and fabricated
ERAWAT during the 2022-23 academic year, guided by the team's mission statements:
“Goal: To create a revolutionary electric-Human Powered Vehicle that defies convention,
blending cutting-edge technology with exquisite aesthetics.
Vision: To offer our team a stimulating and intellectually demanding project that pushes them
to expand their existing knowledge and capabilities.
Mission: To challenge the status quo and set a new standard in human-powered
transportation.”
1.2 Background Research
Extensive research was conducted by our team, incorporating various research articles, social
media content, and past reports from ASME-HPVC participants, to gain a comprehensive
understanding of the different types of bicycles and trikes. These efforts have enabled us to
identify areas of improvement and potential mistakes in the design of our recumbent cycle.
To further enhance our knowledge of vehicle design, suspension, and steering systems, the
team members also referred to esteemed publications such as "Race Car Vehicle Dynamics"
by F. Milliken & L. Milliken. Moreover, we explored a variety of blogs, research papers and
articles to optimize the rider's comfort, drivetrain efficiency, and to develop an extensive
electrical system that aligns with our vision for ERAWAT.
1.3 Prior Work
During the previous years, Team Raftaar had conceptualized and constructed several human-
powered recumbent cycles such as Aptera, Falcon, Eurus, Kaze, Mach-4, Pegasus, and many
others, to participate in HPVC. For the academic year 2022-23, our team's latest creation,
ERAWAT, draws inspiration from the best features and mechanisms of our past vehicles.
Some of them are:
a) The ground clearance has been increased, and the seat design has been enhanced to
optimize the rider's comfort.
b) To ensure that the vehicle is lightweight and easy to drive, carbon fiber has been utilized
for the fairing, and carbon fiber rods have been incorporated into the frame.
c) To maintain consistency and improve efficiency, the team employed the same software for
simulation and design, including SolidWorks and Ansys.
d) The design of the fairing was inspired by Falcon 2020 and Aptera 2021, resulting in a sleek
and aerodynamic aesthetic that maximizes the vehicle's performance.
 1.4 Organizational Timeline
The necessary tasks were stated and planned to maintain a smooth workflow. The Gantt Chart
was updated on a regular level to reflect the current and future status and also helped us in
improving productivity and making necessary changes to the speed of production.
(P1: Prototype 1) (P2: Prototype 2)

Figure 1: Timeline of the production of ERAWAT

1.5 Design Specifications

The ASME e-HPVC 2023 requirements and any measure to increase rider, team members, and
bystander’s safety without compromising the performance, stability, and ride quality of the
vehicle guided ERAWAT’s Design.

ASME CONSTARINS TEAM GOALS

PERFORMACE 1) Demonstrate stability at 5 km/hr for 30m 1) Total Weight less than 30kg 2) Top Speed of
(fast paced walking speed). 100 kmph (0-60kmph in less than 16 sec)
2) Brake from 25 to 0 km/hr in 6 m 3) Easy rider Ingress/Egress
3) Turn within an 8 m radius (26.2 ft) 4) Minimize the overall drag experienced by the
fairing
4) Clear a speed bump with maximum
height up to 5 cm 5) Create a more efficient drivetrain for
achieving higher top speed.
6) Install adjustable seat mechanism to optimize
the rider performance.
7) Have a range of more than 35km.
SAFETY 1)Have a Roll-over Protection System (RPS) 1) The RPS at all points has a reasonable FOS > 3
that will at all points and the von – misses stress is below
the maximum tensile strength.
• Produce less than 5.1 cm of total
deformation of application of 2) The safety attachment points stay intact in the
2670 N of top load (At an angle 12 event of emergency stop, and emergency cut off
degree away from the front) is easily accessible

• Produce less than 3.8 cm of total 3) The steering system remains intact in the
deformation of application of event of a crash (Doesn’t detach and hurt the
1330 N side load. rider)

• No body contact and adequate 4) The horn, brake lever and screen are easily
abrasion resistance in the event of accessible.
a fall and slide respectively.
5) No exposed wires and all batteries are located
2) Include safety harness that holds rider to away from the rider.
vehicle during a crash
6) Use commercially available seat harness
3) Include Head/Tail light, bell or horn,
front/rear/side reflectors.
4) Field of View of at least 180 Degree.
5) Free from sharp edges, open tubes,
protruding screws or any other potential
hazards.
6) Have a fire protective covering around
battery and BMS.
RIDER 1)Log a minimum of 30 minutes of vehicle 1) Daily cycling sessions of 30 min each either on
riding experience before the event. trainer or actual cycle to build stamina and
endurance.
2) The rider must wear appropriate
clothing and properly fitting helmets with 2) Buying all protective equipment’s from
fastened straps that CPSC Safety Standard authorized stores and products with security
for Bicycle Helmet (16 CFR Part 1203) marks.

1.5.1 House of Quality

Conclusion from House of Quality: The team considered factors such as Motor, Vehicle
weight and Rider satisfaction as the primary focus, followed by Suspension, ergonomics and
roll bar strength. This was decided based on the importance rating given to the metrics
analogous to the team requirements.
 Figure 2: House of Quality

1.5.2 Product Design Specifications

PDS for designing ERAWAT are obtained from the House of Quality and ASME Design
constraints as shown:
METRIC CONSTRAIN
Coefficient of Drag <0.1
Field of View 180 Degree
Turning Radius <6m
Cost <Rs. 5,00,000
Rider Satisfaction 8/10
Weight <30Kg
Rider Hight Range 15 cm
Braking Distance from 25 Km/Hr <6m
Low Speed Stability Stable at 5 Km/Hr for 50m
Range of Vehicle at 500W Driving Power >35Km
0-60 Km/Hr <16 sec
Table1: PDS for ERAWAT

1.6 Concept Development and Selection Methods

Based on the design criteria and QFD, the Pugh’s concept selection technique was adopted.
The team made the decision matrix with a weighted average given to each category for critical
design considerations. The team provided a score based on QFD and previous year experience
to each category according to the following scoring criteria:
Score Quality
5 Excellent
4 Good
 3 Average
2 Poor
1 Very Poor
Table 2: Scoring Criteria

1.6.1 Vehicle Configurations

The first significant decision to be made was the vehicle configuration. For the same, the team
considered various possibilities for vehicle geometry. The most likely possibilities were
enlisted and rated according to the criteria discussed in Table 2.

Upright
Weightage Fully faired Partially Tadpole
Metric Trike Partially
(%) recumbent Faired (Recumbent)
Faired

Frame weight 15 3 4 3 5 2
Aerodynamics 17 5 4 3 1 3
Rider Comfort 15 4 4 4 3 4
Speed 15 5 4 3 2 2
Manoeuvrability 11 3 4 4 5 4
Prior Knowledge 13 5 4 3 5 2
Drivetrain Efficiency 14 4 3 3 5 3
Total 100 4.19 3.71 3.26 3.57 2.95
Table 3: Vehicle Consideration Analysis

Finally based on all the above metrics a Fully Faired Recumbent configuration was selected.

1.6.2 Frame Material

Various different metrics were chosen and based on their importance a certain weightage
was assigned to them as shown in the table below. As strength to weight ratio is a crucial
element for frame, it was given the highest weightage of 40%. A total of 5 suitable materials
were compared using a decision matrix.
Metric Weightage Mild Steel Aluminium Titanium Gr 2 Carbon Carbon Fibre +
(%) AISI 1018 6061 ASTM B265 Fibre Titanium (for
Joints)

Strength to weight ratio 40 1 3 4 5 5

Ease of manufacturing 20 5 4 4 2 4

Cost of manufacturing 15 4 3 4 3 4

Availability of material 10 5 4 4 4 4

Weight 15 2 3 3 5 5
Total 100 2.8 3.3 3.85 4.4 4.55
Table 4: Decision Matrix for Frame Selection

As shown above, based on the results of the decision matrix a combination of titanium and
carbon fibre was selected as the frame material, using titanium at the joints and carbon fibre
for connections. The metric value of carbon fibre and the combination of carbon fibre and
titanium are close but due to the cost and ease of manufacturing in the combination, the
combination of the materials was chosen.

1.6.3 Drivetrain Alternatives

We considered the choice between a Rear Wheel Drive and a Front Wheel Drive, with various
possible combinations to consider. Ultimately, we carefully evaluated and selected the most
efficient and effective drivetrain components and system configuration to achieve the desired
performance and functionality of our recumbent bike.
S.No. Pedal Motor Selected (and Why?)
Powered Power
Directed to directed to

1. Back Wheel Front Wheel No, if the motor was switched at a different speed than the
rear wheel, at a turning point on track, the wheel would slip
and immediately lose traction. This could prove dangerous
for the rider's safety.

2. Front Wheel Front Wheel No, weight distribution of the components will be unequal.
Most of the weight will be focused on the front wheel which
will make it difficult to the steer the vehicle

3. Front Wheel Back Wheel Yes, we tried this model on the Prototype 2 of ERAWAT and
encountered issues which are mentioned below.

4. Back Wheel Back Wheel Yes, this model was selected as the most appropriate for the
safety of rider and efficiency.
Table 5: Various Possible Drivetrain Systems

Figure 3: Prototype 2

Prototype had a FWD system powered by Pedal and a RWD powered by an Electric motor.
The front wheel drive system was designed to provide the necessary power to propel the
bicycle forward while the rear wheel electric motor was intended to provide additional power
and assist the rider when needed. However, during testing, we encountered two major issues
with this system.
1) Front and rear wheels had different speeds, resulting in an unbalanced and jerky ride
experience.
2) Chain path in the FWD system limited the turn radius of the front wheel, making it difficult
to manoeuvre in tight spaces.

1.7 Vehicle Description

1.7.1. Frame
Based on the results of the decision matrix a combination of Titanium and Carbon fibre was
selected as the frame material.

Design of frame:
ERAWAT is a fully faired recumbent bicycle manufactured using Carbon Fibre and ASTM B265
Titanium Grade 2. A short wheelbase of length 1.474m was chosen to ensure good
maneuverability and a good turning radius. The ground clearance is kept as 0.19m, optimized
to have good stability and avoid breakers.
Manufacturing of frame
The manufacturing of frame involved three steps:
STEP 1: Welding of Titanium Joints.
STEP 2: Joining Carbon Fibre Rods (ID 38mm) by sliding in Titanium Joints (OD 38mm) and
using Araldite as adhesive.
STEP 3: Covering the joint with 2 Layers of Carbon Fibre Cloth (2 GSM) with Epoxy as
adhesive.
Figure 4: Various steps in the process of Frame Manufacturing
1.7.2 Fairing
The fairing of the Vehicle was made from Carbon Fiber using vacuum bagging and
conventional hand layup techniques. High emphasis was placed on the aerodynamic stability
of the Vehicle. The final fairing design was achieved after 8 iterations.
The designing process involved using a Java Applet named JAVAFOIL, on which NPL ECH and
NACA 6 series were considered for the sections of the vehicle. The ECH 2560 met the needs
of the team dimensionally for the top section of the fairing. These sections were further
modified to achieve close to the ideal fairing design as per various articles and reports that
were studied during background research.

Figure 5: JAVAFOIL modelling ECH2560

Rib placement was given a special emphasis to form a structural member throughout the
vehicle. Ribs made of Honeycomb matrix were strategically placed along the regions which
must be cut, e.g., the front wheel and windshield cutouts, and along the RPS, where the rider’s
movement is not obstructed, and where the rider is to be seated.
The fairing's removable top hatch is mainly for the ingress/egress of the rider. Even after the
removal of the top hatch, the rider is protected by the fairing RPS in the event of a crash.

12-Piece Mold
The Team decided to change the 10-piece mould we use to a 12-piece mould. Better surface
smoothness was one of the major benefits of smaller mould sizes that outweighed its other
drawbacks. Moreover, a smaller mould size permits the infusion meshing procedure to
produce superior results.
The team fabricated a fully-faired carbon fiber fairing using six female molds on the upper
half and six female molds on the lower half fabricated of Glass Fiber (1 layer Chopped
sandwiched between 2 layers of Woven) and Gel Coat Epoxy (for smoother surface) inside
which carbon fiber was laid up. The team considered the method of infusion meshing rather
than the usual hand layup because of its several advantages of it, including better quality,
good interior finish, faster cycle time, and lower cost. The justification of the twelve-piece
mold is supported by the fact that the larger molds may not get the epoxy binder distributed
equivalently using the infusion meshing technique. The above choice was made after the
layup testing was done, using infusion meshing on the test piece. CBF (car body filler) was
used at places with severe depressions, and the molds were sanded with different grit sizes
of sandpaper ranging from 120 to 1500 to get the perfect surface finish to the molds for
Carbon Fiber Layup.
 Figure 6: Shell Pattern for ERAWAT

1.7.3. Drivetrain
ERAWAT features a RWD system with a Hub Motor, replacing the BLDC motor mounted on
the cycle frame in our previous prototype. This change in design allowed for a more efficient
and streamlined system, with the motor and wheel working together seamlessly to provide a
smooth ride experience. As the rear wheel is the driven wheel, it can be powered by the pedal
and electric motor in a more synchronized manner, eliminating the speed difference issue
that was present with the front-wheel drive system. This also increased the turning radius of
the vehicle in turn increasing its manoeuvrability.
1.8 Innovation
ERAWAT has been equipped with a host of innovative features which the team
conceptualized and designed throughout the development phase. The Accident Alert System
employed in the vehicle is a low-cost solution to the problem of road accidents. The system
is designed to detect accidents and send alerts to emergency services and relatives/friends of
the victim(s) through SMS messages. The Auto Cut-off System is also incorporated in case of
a crash.
1.8.1 Accident Alert System (SOS)
The aim of this project is to design an Accident Alert System using Arduino MPU6050, GPS
and GSM module. The purpose of the system is to detect accidents and send alerts to
emergency services and relatives/friends of the victim(s) through SMS messages.

Working: [Refer to Annexure E for the working code of the system]

The system works by continuously monitoring the vehicle’s movements using the MPU6050
sensor. When an accident occurs, the MPU6050 detects the sudden change in the vehicle’s
acceleration and sends an interrupt to the Arduino. The GPS module is then used to get the
vehicle’s current location and the information is sent to the GSM module using the Arduino.
The GSM module then sends an alert SMS message to the emergency services and the victim’s
relatives/friends. The alert SMS message contains the location of the accident and a request
for immediate help.
The system also includes an LED and a buzzer that are used to indicate the status of the
system. When the system is turned on, the green LED is turned on and the buzzer sounds a
beep. If an accident is detected, the red LED is turned on and the buzzer sounds continuously
until the system is turned off.
 Figure 7: Circuit Diagram of the Accident Alert System

The system is easy to install and can be used in all types of vehicles. The system can save lives
and reduce the number of fatalities caused by road accidents.

1.8.2 Auto-Cut-off system

An auto cut-off system is used that detects the tilt of the bike and turns off the battery supply
if it tilts more than a specific angle. The system can be easily integrated into the bike's existing
electrical system, and it does not require any significant modifications to the bike. The system
uses an accelerometer sensor to detect the tilt angle and an Arduino microcontroller to
process the data and control the battery supply.
Methodology
The system uses an accelerometer sensor to detect the tilt angle of the bike. The
accelerometer sensor is connected to the Arduino microcontroller, which processes the data
and controls the battery supply. The Arduino microcontroller is programmed to read the data
from the accelerometer sensor continuously and compare it with a present threshold value.
If the tilt angle exceeds the threshold value, the microcontroller sends a signal to the battery
supply control unit, which turns off the battery supply. The system can be further improved
by adding additional sensors and integrating it with the bike's GPS system to provide real-
time location-based services.

2. Analysis
2.1 RPS Analysis
Objective Method Results
The analysis of the Roll-over This was undertaken in ANSYS The RPS meets the required
Protection System was aimed 2022 Composite Pre-Post and specifications with a top and
at the verification of design and subsequent FEA was side load deflection of 1.9166
ensuring rider safety in performed with the specific cm and 1.0271 cm respectively.
accordance with the ASME loading conditions as
HPVC guidelines. mentioned in the guidelines.
RPS Description and Attachment
Considering the safety of the rider to be of utmost priority, ERAWAT incorporates a
strategically designed roll bar to prevent the rider from direct contact with the road surface
and to reduce the impact of any accidental collision.
Finite Element Analysis (FEA) in ANSYS 2022 Composite Pre-Post (ACP) was used for roll bar
design in ERAWAT. The finite element model was developed using shell elements in the ACP
system. Due to the rollover protection system (RPS) being also supported by the fairing, the
analysis of the RPS was performed on ERAWAT’s fairing.

2.1.1 Top Load Modelling

A top load of 2670 N was applied to the top of the roll bar, directed downwards and aft at an
angle of 12 degrees from the vertical towards the rear of the vehicle with assumption that
the seat belt attachment point as a fixture and will be subjected to a reactant force. When
the vehicle is subjected to a top load, the load is distributed from the ground to the fairing
(Integrated RPS), then to the side rods and the bottom of the frame (both containing the seat
belt attachment point). Thereby, protecting body contact from the ground.

Figure 8: Top Load Modelling

2.1.1 Top Load Results

There is no indication of permanent deformation, fracture or delamination. The maximum
elastic deformation as per the analysis carried out is 1.9166 cm which is less than the
maximum allowable deformation of 5.1 cm, meeting ASME specification. This gives an FOS
value of 2.66.

Figure 9: Total Deformation under action of top load

2.1.2 Side Load Modelling

A load of 1330 N was applied horizontally to the side of the roll bar at shoulder height with
the assumption that the seat belt attachment point is a fixture and will be subjected to a
reactant force. When the vehicle is subjected to a top load, the load is distributed from the
ground to the fairing (Integrated RPS), then to the side rods and the bottom of the frame
(both containing the safety harness attachment point). Thereby, protecting body contact
from the ground.

Figure 10: Side Loading of RPS

2.1.3 Side Load Results

There is no indication of permanent deformation, fracture or delamination. The maximum
elastic deformation as per the analysis carried out is 1.0271 cm which is less than the
maximum allowable deformation of 3.8 cm, meeting ASME specification. This gives an FOS
value of 3.70.

Figure 11: Total Deformation under action of side load

2.2 Structural Analysis

Objective Method Results
Modifying the frame after Analysis of the Frame was done on The frame was successfully
considering various stress ANSYS 2022 to measure the stresses and optimized to withstand all
scenarios to make a safe the strain energy stored within the body the stress scenarios and to
and durable vehicle. under application of the specified loads. maintain a high Factor of
Safety.

Structural Analysis on the frame using ANSYS 2022 were carried out measuring the ability of
the frame to withstand various stress scenarios which the vehicle may undergo during its
normal operation. All the forces are assumed to be below the elastic limit of the material.
(Hooke’s Law in 3D). The material of frame considered for the analysis was Titanium Grade
E2 ASTM B265.
 2.2.1 Bottom Bracket Analysis
Various stresses considered on the bottom bracket include scenarios where the chain
experiences large tension force, where there is sudden obstruction leading to considerable
friction during the rotation of the pedals, etc. These situations were modeled on Carbon fiber
with titanium at joints. An automated mesh has been developed with an average orthogonal
quality of 0.856. A Remote force of 650 N was applied along the Z axis at the (0,0,150) mm
from the reference coordinate on the center of bottom bracket is shown below. The
maximum (Von-Mises) stress is 153.47 MPa was observed in the upper section of the Bottom
Bracket Coupler showing that there is a factor of safety (FOS) greater than 2.

Figure 12: Remote force on Figure 13: Von – Mises Stress

the Bottom Bracket Clamp on the Bottom Bracket Clamp

2.2.2 Head Tube Analysis

A significant step to integrate a human-powered vehicle is to ensure that rider comfort is
maintained even in rough terrains. The velomobile must be capable of withstanding minor
obstacles such as road bumps (with heights up to 9 cm), gravel, sinks and small puddles. An
automated mesh has been developed with an average orthogonal quality of 0.864. A
compressive force of 2802 N along head tube’s axis and a remote force of 1200 N at
coordinates (-2033.8, -6259.5, 0) from the global coordinates along x-axis considering center
of the head tube as the reference point. These forces were applied on the head tube and the
deflection produced was analyzed in the event of a road bump. The frame displays a total
deformation of 2.2 mm and has a factor of safety greater than 1. The loading conditions were
done according to ASTM F2273-11.

Figure 14: Total Deformation Figure 15: Equivalent (Von-Mises) Stress

2.3 Aerodynamic Analysis
2.3.1 Front Wind Analysis
Objective Method Results
To enhance the aerodynamic Analysis was done on Ansys 2022 The Cd of the final
stability of the fairing to achieve with multiple iterations iteration came out to be
greater overall results. incorporating every result into the 0.06
next iteration.

Using CFD, the front wind analysis of the draft fairing was done in Ansys Fluent and it yielded
a drag coefficient of 0.114 (First Iteration) when the maximum speed was assumed to be 20
m/s (72 kmph). An Ansys recommended guide towards domain sizing was followed.
For CFD, high emphasis was given on the mesh, every mesh metric was checked so that any
inaccuracy can be avoided so that the entire process shouldn’t be revisited again. RANS based
K-Omega Turbulence Model in Steady State, with all y+ wall treatment was chosen as it is not
very much memory-intensive and yields good convergence even with complex geometries.
The model also proved to be stable under high under relaxation factors which also helped us
in observing faster convergence without losses in accuracy.
In the final iteration, the drag coefficient came out to be 0.06 which was much lower than the
1st Iteration.

Figure 16: Cd v/s Iteration Figure17: Velocity contour in a 3D Analysis

curve

Figure 18: Pressure contour in 3D Analysis

 2.4 Electrical Analysis
When it comes to designing successful electric vehicles, one of the biggest challenges is
accurately determining their range. Fortunately, with the help of MATLAB Simulink, we have
been able to construct a comprehensive simulation environment that considers a variety of
easily accessible parameters to provide essential outputs and graphs.
Figure 19: MATLAB Simulink Model

Figure 19: MATLAB Simulink Model

Our Simulink model allows us to determine crucial parameters such as the range of the
vehicle, the driving power required to be extracted from the motor, as well as the vehicle's
velocity and RPM. These values are obtained through the use of variable input torque, the
mass of the vehicle (including the driver), the coefficient of drag, the frontal area of the faring,
and the coefficient of rolling resistance.
Functioning of Simulink Model
a) First, we calculate the net force required to propel the vehicle by subtracting the
aerodynamic drag and rolling resistance from the input rotating force (Torque *
Radius of the wheel).
b) Using the net force, we determine the velocity of the vehicle and connect this
velocity as an input to extract the aerodynamic drag, creating a closed loop system.
c) Next, we multiply the input force and velocity to determine the driving power
required by the motor. We operate this driving power with an auxiliary load and
derive the final power required by multiplying it with the optimum efficiency. In
our model, the auxiliary load is zero and efficiency is 1.
d) Finally, we operate the final required power with the product of battery capacity
and velocity to determine the range of the vehicle.
e) We also analyze various graphs and parameters to evaluate the performance of
the vehicle.
By following these steps, we are able to accurately determine the power and range of the
vehicle in a comprehensive manner.
(𝐵𝑎𝑡𝑡𝑒𝑟𝑦 𝐶𝑎𝑝𝑎𝑐𝑖𝑡𝑦 ×𝑉𝑒𝑙𝑜𝑐𝑖𝑡𝑦)
𝑅𝑎𝑛𝑔𝑒 = (𝐷𝑟𝑖𝑣𝑖𝑛𝑔 𝑃𝑜𝑤𝑒𝑟+𝐴𝑢𝑥 𝐿𝑜𝑎𝑑)× Driving Power=Input Force ×Velocity

𝑁𝑒𝑡 𝐹𝑜𝑟𝑐𝑒 = 𝐼𝑛𝑝𝑢𝑡 𝐹𝑜𝑟𝑐𝑒 − (𝐴𝑒𝑟𝑜𝑑𝑦𝑛𝑎𝑚𝑖𝑐 𝐷𝑟𝑎𝑔 + 𝑅𝑜𝑙𝑙𝑖𝑛𝑔 𝑅𝑒𝑠𝑖𝑠𝑡𝑎𝑛𝑐𝑒)

MATLAB Simulink Model and Graphs
1. Range calculator whole Simulink model
In this Simulink model input values are:
• Mass = 110 Kg (including driver’s weight)
• Frontal Area = 0.473m2
• Input torque = variable (in range 28.5 – 32)
• Aux load = 0
• Efficiency, = 1 Figure 20: 0-60km/hr in 16.151seconds

2. 0 – 60 Km/Hr in 16.151 seconds: From this graph

we try to obtain that at maximum instant torque our vehicle took 16.151 seconds to
attain 0-60 Km/Hr.
3. Output torque v/s RPM: It helps us to visualize and understand that, decrease in the
output torque due to increase in the aerodynamic drag causes to increase in the RPM
of the vehicle.
4. Net output Torque and RPM v/s Time: Here, we have presented the variations of
torque and RPM with respect to time on a scope. This enables us to determine both
values at specific intervals of time.
5. Acceleration and velocity v/s time: similarly, here also we depict that acceleration
and velocity on the scope which is varying with time. Here we may understand that
acceleration is constant, and velocity also becomes constant after achieving its
maximum value at a particular torque.
6. Input Torque v/s RPM v/s Range: At last, we have calculated the essential parameters
like RPM, driving power, Range, and velocity at variable torque and shown in the
below table. As well as we made a graph, in which we tried to show the trends of
Range and RPM w.r.t torque. In this we also determined that at the rated power of
the motor (500W) the range of the vehicle is around 38.21Km.

2.5 Cost Analysis

 Objective Method Result

To determine The Team kept track of all their incurring expenses The cost of manufacturing of
the cost of using a Money Management Software called Buxfer. vehicles (excluding student
manufacturing labour) is INR 4,99,300.

All the incurring expenses in the development of the vehicle were segregated and tabulated
as shown.

Figure 26: Cost Analysis of ERAWAT

2.6 Other Analysis

2.6.1 Brakes Analysis

Our objective is to make a type of braking system, which will store the energy which is dispersed
or lost while braking, that is Regenerative Braking. Apart from that the team used Disc Brakes on
both brakes instead of V-Brakes as used in previous years. [Refer Appendix A]
For Regenerative Braking, Regenerative supporting Motor controllers along with connecting wires
are used. During Braking, when brakes are applied microcontrollers disconnect the battery from
motor, and make the motor as generator, momentum of the wheels provide energy to the motor
thereby storing energy to battery.
Regenerative brakes analysis was done on Simulink MATLAB (Graph 1 shows speed, Graph 2
shows Current, Graph 3 shows Power)

Force, Static and Thermal Analysis

For force analysis on brakes refer Appendix B.
 2.6.2 Suspension Analysis
Our primary objective was to ensure rider’s safety and enhance the comfort. We aimed to
provide a stable structure to the vehicle by deciding a suitable place for back suspension.
Moreover, we have used Ansys and MSC Adams software for the analysis part. We have
installed two thin carbon fibre plates in between the frame and the supporting rods. The seat
stay is now not directly connected to the frame but instead connected to the carbon fibre
plates through the suspension. By doing so, we made this a three bars structure at the bottom
which provides stability. One of the bars containing suspension is having variable length due
to which angle at hinge changes resulting in low stress formation. Suspension was also
incorporated into Front folks (Refer Appendix D) for the first time to increase riders’ comfort
over rough terrain.

Figure 30: Optimized placement of suspension

incorporated

To optimize the placement of suspension for maximum shock absorption research and
analysis was conducted on our previous vehicle’s frame. Refer Appendix D for this work.

3. Testing
3.1 Frame Developmental Testing
3.1.1 Dye penetration test
This test was performed to check welding surface defects such as cracks and porosity which
may be regions of stress concentration and may lead to failure in the long run. (as observed
in Prototype 2)
Method:

1. Pre- Cleaning and application of dye

2. Removal of excess dye and application of developer
3. Inspection (Red Spots refer to defects)
The team performed this test on Aluminium (Prototype 2) and Titanium (Final vehicle). Below
attached are photos of the test for both materials.
Aluminum 6061
 Result for Aluminum 6061: The red spots in the above photo are an indication of defects
in aluminum.
TITANIUM GR2 ASTM B265

Result for Titanium GR2 ASTM B265: The welding/ surface defects in titanium are much less
than that (almost negligible)

3.1.2 3-Point Bend Test

This test was performed to find out flexural strength of different materials by applying a
flexural/bending load.
The test was performed for Carbon fibre rod, titanium rod, and a joint that included titanium
rod inserted into carbon fibre rods as per ASTM D790 standards.
Below are the graphs for all the three specimens taken.
Result: The combination of titanium and carbon fibre has the highest strength of around
1300N, hence the same was used at the joints to provide extra strength.
3.2 RPS Testing
The analysis of the Roll-over Protection System was aimed at the verification of design and
ensuring rider safety in accordance with the ASME HPVC guidelines. This physical testing was
undertaken in our college gym and was performed with the specific loading conditions as
mentioned in the guidelines

Result: The RPS meets the required specifications of top and side load deflections
3.2 Wind Tunnel Testing
This was done to verify the simulated results of drag coefficient of ERAWAT, using a scaled 3D
printed model of the vehicle.

Result: The final results of a wind tunnel experiment gave drag coefficient of 0.09 which is
close to our simulation results.

4. Conclusion
4.1 COMPARISON – DESIGN GOALS

METRIC TARGET VALUE ESTIMATED VALUE

Coefficient of Drag <0.1 0.06
Field of View 180 Degree 180 Degree
Turning Radius <6m Around 4.5m
Cost <Rs. 5,00,000 Rs. 4,99,300
Rider Satisfaction 8/10 9.5/10
Weight <30Kg 28 Kg
Rider Hight Range 15 cm 16 cm
Braking Distance from 25 <6m 4m
Km/Hr
Low Speed Stability Stable at 5 Km/Hr for 50m Stable at 5 Km/Hr for
55m
Range of Vehicle at 500W >35Km 36Km
Driving Power
0-60 Km/Hr <16 sec 16.1 sec
Table 6: Target Values v/s Achieved Values for ERAWAT

4.2 EVALUATION
PDS criteria set by the team was regularly modified to make essential design decisions and
practical approach was followed. Most of the metrics evaluated meet or exceed the target
values. The vehicle easily meets all the constraints set forth by ASME Rule book. Each of
the manufacturing stage was accompanied by series of exhaustive testing. ERAWAT meets
the team's goal of being a fast, efficient and safer e-HPV.
4.3 RECOMMENDATION
Alternates for windshield should be developed. Timelines should be formed to provide
ample time for rider testing and taking into consideration failure of Prototypes. Extensive
available text resources should be taken into consideration to make best possible design
changes. Funding for the vehicle should be taken care well in advance.
4.4 CONCLUSION
Team Raftaar brings a solution to the problem of sustainable transportation in form of its
e-HPV. Now with extra added electric power, the fully faired vehicle is not only fast, but
also smoother due to extra added suspension system. The team takes pride in extensive
testing done behind to make this a commercially viable alternative to existing vehicle out
there.
REFERENCES

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Fegade1, Gajanan Jadhav1 and M. Ramachandran, IOP Conference Series: Materials
Science and Engineering, Volume 377.
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4. “Aerodynamics of Human Powered Vehicle”, by C. R. Kyle and M. D. Weaver
Proceedings of the Institution of Mechanical Engineers, Part A: Journal of Power and
Energy. 2004
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Philipson, Journal of Human-Environment Systems, vol. 26, no. 2, pp. 79-85, 2003.
6. "Human-Powered Vehicles: A Comprehensive Guide to Riding, Racing, and Building,"
by Tom McCullough, Ecovelo Publishing, 2012.
7. "Human-Powered Vehicles: Design, Modification, and Performance," by William C.
Henderson, Human Kinetics Publishers, 1996.
8. "Human-Powered Vehicles: A Historical and Technological Perspective," by David
Gordon Wilson, MIT Press, 1999.
9. "The Science of Cycling: Physiology and Training - Part 2," by Edward Coyle, Sports
Medicine, vol. 31, no. 7, pp. 509-527, 2001.
10. "Design and Optimization of Human-Powered Vehicles for Efficient Transportation,"
by Ian D. Walker, International Journal of Sustainable Transportation, vol. 3, no. 3,
pp. 177-194, 2009.
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Aerospace Sciences, vol. 45, pp. 43-66, 2009.
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by Martin K. Dubois and Timothy J. Kehoe, International Journal of Sustainable
Transportation, vol. 4, no. 6, pp. 361-388, 2010.
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Pollefeys, et al., Proceedings of the Institution of Mechanical Engineers, Part C:
Journal of Mechanical Engineering Science, vol. 228, no. 2, pp. 261-273, 2014.
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and Karel Martens, Transportation Research Part D: Transport and Environment, vol.
14, no. 5, pp. 325-335, 2009.
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Biomechanical Aspects," Journal of Sports Sciences, vol. 19, no. 10, pp. 777-788,
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Proceedings of the Institution of Mechanical Engineers, Part C: Journal of Mechanical
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Revista Facultad de Ingeniería, vol. 27, no. 46, pp. 83-96, 2018.
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Technology in 2016:
Appendices
Appendix A- Performance and testing of braking system in HPVCs .
Introduction :-
Stopping time and stopping distance are critical factors in determining the safety of any
vehicle.
For determining the stopping time and stopping distance of a vehicle braking system
plays a crucial role .
In this annexure, we are comparing the stopping time and stopping distance of our
vehicle with
three different braking systems : - double disc brake , single disc brake , and drum brake
.
Methodology:
To determine the stopping time and stopping distance, we conducted a series of braking
tests on three different vehicles models, each equipped with one of the three braking
systems. We used the same test conditions for each vehicle, including a speed of 20
km/h, a dry asphalt surface, and a driver with consistent braking behavior. We repeated
each test five times and took the average values to minimize any outliers.
Testing and observation :-
Stopping time = Reaction time + Braking time
Reaction Time = 0.20-0.30sec
Stopping distance = Reaction distance + Braking distance
Reaction Distance = 1-1.5 meters
Vehicle 1 equipped with double disc brake
Vehicle 2 equipped with single disc brake
Vehicle 3 equipped with drum brake

Vehicle Vehicle Vehicle Vehicle Vehicle Vehicle

1 1 2 2 3 3
TEST Stoppin Stoppin Stoppin Stoppin Stoppin Stoppin
g time g g time g g time g
distanc distanc distanc
e e e
1 1.9 4.4 2.1 4.8 2.4 5.4
2 2.1 4.6 2.2 4.9 2.5 5.7
3 1.8 4.5 2.0 4.5 2.2 5.3
4 1.5 3.9 2.3 5.1 2.8 6
 5 2.1 4.7 2.1 4.9 2.3 5.4

Figure 1: Testing of the Vehicles to get a better braking system

Results:-
Double Disc Brake:
Stopping Time : 1.88 sec
Stopping Distance: 4.42 meters
Single Disc Brake:
Stopping Time : 2.14 sec
Stopping Distance: 4.84 meters
Drum Brake:
Stopping Time : 2.44 sec
Stopping Distance: 5.56 meters
Discussion:-
The results clearly show that the double disc brake system provides the shortest
stopping time and stopping distance, while the drum brake system has the longest.
The single disc brake system is in between the other two. This is because the double
disc brake system provides more braking force, which is distributed evenly between
the two discs, while the drum brake system provides less braking force, which is
distributed unevenly around the circumference of the drum.
Conclusion:-
In conclusion, the choice of braking system can have a significant impact on the
stopping time and stopping distance of vehicle. The double disc brake system
provides the best performance, while the drum brake system provides the worst.
 The single disc brake system is a good compromise between the two. Therefore, in
our vehicle we choose the double disc braking system based on their performance
requirements and safety standards.
Appendix B – Force, Static, thermal analysis of Braking system
Our objective was to make a type of braking system ,which will store the energy which is
dispersed or lost while braking, that is regenerative braking.
This year the braking system is different from the previous one’s. The previous teams used V-
brakes on the front wheel. This year, disc brakes are used on both the wheels. Unlike v-brakes,
the disc brakes provide greater control for braking. Disc brakes are also used as the braking
system because they are able to make quick stops during the braking. The disc brakes are
located at the axle of the wheel, which will allow the vehicle to stop quickly. In addition, the
v- brakes were located very close to the edge of the tire where dirt can accumulate and it was
harder for the friction pads to grip the rim. However, the disc brakes are centered at the
wheels and if the vehicle rolls over dirt, the disc brakes and friction pads will not be much
affected.
For Regenerative Braking, Regenerative supporting Motorcontrollers along with connecting
wires are used. During Braking, when brakes are applied microcontrollers disconnect the
battery from motor, and make the motor as generator , momentum of the wheels provide
energy to the motor thereby storing energy to battery.
Force Analysis
The rotor model heat flux is calculated for the vehicle moving with a velocity 5.5 m/s (20
kmph) and the following is the calculation.

• Mass of vehicle (m) - 30kg

• Initial velocity(u)- 20 km/h = 5.5 m/s

• Final velocity(v)- 0 m/s

• Brake rotor dia.- 160mm

• Axle weight distribution(γ)- 0.35

• Kinetic energy absorbed by disc(f)- 90%

• Acceleration due to gravity(g)- 9.81 𝑚2 /s

• Coefficient of friction (µ) -0.4

Kinetic energy defined by equation
1. Kinetic energy =( 1/2)𝛾.f.𝑚(𝑢−𝑣) 2/2 = 0.9 × 1/ 2 × 0.35 × 30(27.77 −0)2/ 2 =71.46J
2. Stopping distance(x)= 𝑢2/2𝜇𝑔 = 5.5 2/2*0.4*9.81 = 1.5 𝑚
3. Deceleration time= 𝑣 = 𝑢 + 𝑎𝑡
4. 𝑡 = 1.88 𝑠𝑒𝑐.
 5. Braking power(𝑝𝑏)= 𝐾.𝐸. /𝑡=71.46/ 1.88 = 38.01𝑊

Static Thermal Analysis:

Temperature variation was analysed on Ansys 2022, in disk due to heat generation after
applying brakes. Maximum temperature was found to be on the outer side of the disc, as
brake pads rub on outer side of the disc where friction is high, and it tends to drop as we
move to centre .Heat flux is more near the outer end as heat flow from disc to surrounding
through convection is more their.

Figure 2: Temperature Variation Figure 3: Heat Flux Variation

Distribution
Static Structural Analysis:
stress , strain developed in disc was analysed on Ansys 2022. Pressure developed on the outer
face (end) is more as it is this place where brake pads rubs with rotor and friction is developed
,which stops the vehicle. Total deformation is again more near the edges, where brake pads
are mounted.

Figure 4: Total deformation variation Figure 5: Equivalent Elastic

on disc brake Strain variation

Figure 6: Fatigue Graph Figure 7: Topology Optimization

Appendix C – Rider Logbook
A maintained record sheet has been provided below: -

In this log book, all the problems which were found in the vehicle while testing them has
been recorded along with the day of inspection and time when it was inspected.
Once these issues were fixed, they were entered into the different section of the same
log book along with the name of the individual who inspected and fixed it.
Appendix D: Placement of Suspension
Research:
Before making the actual vehicle, we analysed the behaviour of our previous model Falcon
under loading to determine the points having high stresses. We applied extreme loads on
the structure.
• Load applied: 2692.6 N

Figure 8: Application of 2692.6 N on previous frame (Falcon)

Conclusion of research:
From this, we discovered that seat stay is having the highest stresses and thus we decided
to mount our back suspension on the seat stay. Since we have to place suspension on seat
stay, we tried 3 possible positions of suspension on seat stay
• Load applied: 2692.6 N

Figure 10: At the bottom

Figure 9: At the top of the
of the seat stay
seat stay

Figure 11: At the middle of

the seat stay
Problems Encountered:
The problems discovered in these positions are:
1) There is a bending moment on seat stay on application of load which is lowering the
overall strength of the frame.
2) Due to large deflections, there is an interference of main frame with fairing and rear
wheel.
3) Two suspensions are required on seat stay which is wastage of resources.
Modification of design:
To encounter these problems, we researched and designed an arrangement which solves
the problem without significant loss of performance.
We have installed two thin carbon fibre plates in between the frame and the supporting
rods. The seat stay is now not directly connected to the frame but instead connected to the
carbon fibre plates through the suspension. By doing so, we made this a three bars structure
at the bottom which provides stability. One of the bars containing suspension is having
variable length due to which angle at hinge changes resulting in low stress formation.

Figure 12: Final placement of suspension

Previous problems are sidelined with the new design as follows:

1. Bending Moment:- We have eliminated the bending moment by providing the hinge joint.
2. We are using a fork-like structure to get benefit of using only 1 suspension
3. Placing the chain stay close to the support rods ensures no interference of rods with
wheel or frame.

Figure 13: Final Design Figure 14: MSC

Adams Analysis

In MSC Adams, we have performed the load analysis on suspension.

We have calculated spring deformation in which one end of spring is fixed while other is free
to move.
Constraint: Deformation must be less than 5 cm.
Preload = 2692.6 N
Spring Constant = 1400lbs/in
Tools used:
• System elements
• Bodies Connector
• Post Processor

Result:
Deformation comes out to be 1.09cm which is well within the constraint.
Front Suspension Analysis:
We have performed load analysis on front suspension in Ansys.
Constraints:
Angle with the vertical = 18 degree,Force is applied at the top.
Parameters: Load = 2500 N Material = Carbon Fibre

Figure 15: Front Suspension deformation result

Result: A deformation of 1.09mm is noticed.

Calculation of Factor of Safety:We have performed fatigue failure test taking Goodman’s
theory in consideration to calculate factor of safety.

Figure 15: Front Suspension fatigue failure test

Result: Factor of Safety of the whole body is coming out to be 15. The parts which are going
to be connected to the wheel hub have Factor of Safety value approximately equal to 7 (can
be seen in the figure with green spots)
Appendix E – Crash detection test

Objective

To determine the characteristic curve of a head-on collision of body for the purpose of
studying the effectivity of accident-detection module (both algorithmic as well as
hardware ) using Explicit Dynamics in ANSYS

Introduction

The accident detection module is designed to be lightweight, low-power, easy to replace

and quickly installable. It requires being versatile and giving minimum false positives and
negatives. The module becomes useless in the case of:

• low sampling rate of accelerometer

• slow response time
• acceleration goes out of detection range
• insufficient sensitivity
To test these conditions a crash test must be done. But it is not feasible as it is expensive,
labor-intensive, dangerous to person and lack of appropriate equipments.

Method

A Head-on Collision Crash Test was simulated using Explicit Dynamics on Ansys Software
Suite. The results of these simulations gave us an insight into the working of the algorithm
of the Accident-Detection Module and also it makes it possible to select appropriate process
constants for the module.

It was assumed early in the process that it was not possible to simulate the entire frame and
fairing due to the complexity of the problem and the enormous computational resource
required to achieve this.

Thus, the following favorable properties for the alternate geometry was proposed:

• It should be a simple geometric shape.

• It should undergo head-on collision to best chance of reproducibility.
• It should have little or no sections that undergo significant deformation as it will give
us a chance to see to the fact if the accelerometer can be saturated.
• It should be symmetric.
A hollow cube matches all these criteria. A hollow cube of dimensions 1m x 1m x 1m with a
wall thickness of 1mm which is open on the bottom was taken. The velocity of the object
was 14m/s and was analyzed for 20ms.
Results

The Deformation was taken as displacement recorded.

0.00E+005.00E-03 1.00E-02 1.50E-02 2.00E-02

2.50E+07 Jerk
2.00E+07 (mm/s)
1.50E+07
1.00E+07
5.00E+06
0.00E+00
-5.00E+06

Figure 17: Total deformation under

Figure 16: Jerk vs Time graph action of head on collision

Conclusion

• We observe that a sampling delay of 2ms is sufficient for successful detection even if
it gets saturated in the beginning.
• A critical value for jerk was decided to be 50m/s³
• The Algorithm which depends on cut-off above a critical jerk value would work
without issues.

Future direction

It is notoriously difficult to use Arduino-dialect of C++ as a module to further analyze the

physical response of the components programmatically by using code modules. Thus we
created a python script to make this process easier.
import serial, time, math
ser1 = serial.Serial('COMx', 9600)

usleep = lambda x: time.sleep(x/1_000_000.0)

acc_x0 = 0

acc_x1 = 0

acc_y0 = 0

acc_y1 = 0

acc_z0 = 0

acc_z1 = 0

sense = 50

def cast_list(list):

return list(map("float", list))

while True:

if ser1.in_waiting:

packet = ser1.readline()

line = packet.decode('utf').split("(, )")

acc_list = cast_list(line)

acc_x0 = acc_x1

acc_y0 = acc_y1

acc_z0 = acc_z1

usleep(10)

acc_x1 = acc_list[0]

acc_y1 = acc_list[1]

acc_z1 = acc_list[2]

jerk = math.sqrt(((acc_x1 - acc_x0) ** 2) + ((acc_y1 - acc_y0) ** 2) + ((acc_z1 -

acc_z0) ** 2))

if jerk > sense :

print("%d" %(jerk))
Appendix F - Accident alert System SOS and Auto cutoff system code
1. Accident alert system sos
//team Raftaar asme innovation project 2023

#include<LiquidCrystal_I2C.h>
#include <AltSoftSerial.h>
#include <TinyGPS++.h>

#include <SoftwareSerial.h>
#include <math.h>

#include<Wire.h>
char i2cadd = 0x27
LiquidCrystal_I2C lcd( i2cadd, 16, 2);

//emergency phone number

const String EMERGENCY_PHONE = "ENTER_EMERGENCY_PHONE_NUMBER";

//GSM Module RX pin to Arduino 2

//GSM Module TX pin to Arduino 3
#define rxPin 2
#define txPin 3
SoftwareSerial sim800(rxPin,txPin);

//GPS Module RX pin to Arduino 9

//GPS Module TX pin to Arduino 8
AltSoftSerial neogps;
TinyGPSPlus gps;
String sms_status,sender_number,received_date,msg;
String latitude, longitude;

#define BUZZER 12
#define BUTTON 11
#define xPin A1
#define yPin A2
#define zPin A3

byte updateflag;

int xaxis = 0, yaxis = 0, zaxis = 0;

int deltx = 0, delty = 0, deltz = 0;
int vibration = 2, devibrate = 75;
int magnitude = 0;
int sensitivity = 20;
double angle;
boolean impact_detected = false;
//Used to run impact routine every 2mS.
unsigned long time1;
unsigned long impact_time;
unsigned long alert_delay = 30000; //30 second

setup() function : )

void setup()
{

//Serial.println("Arduino serial initialize");

Serial.begin(9600);
//Serial.println("SIM800L serial initialize");
sim800.begin(9600);

//Serial.println("NEO6M serial initialize");

neogps.begin(9600);

pinMode(BUZZER, OUTPUT);
pinMode(BUTTON, INPUT_PULLUP);

//initialize lcd screen

lcd.init();
// turn on the backlight
lcd.backlight();
lcd.clear();

sms_status = "";
sender_number="";
received_date="";
msg="";

sim800.println("AT"); //Check GSM Module

delay(1000);
//SendAT("AT", "OK", 2000); //Check GSM Module
sim800.println("ATE1"); //Echo ON
delay(1000);
//SendAT("ATE1", "OK", 2000); //Echo ON
sim800.println("AT+CPIN?"); //Check SIM ready
delay(1000);
//SendAT("AT+CPIN?", "READY", 2000); //Check SIM ready
sim800.println("AT+CMGF=1"); //SMS text mode
 delay(1000);
//SendAT("AT+CMGF=1", "OK", 2000); //SMS text mode
sim800.println("AT+CNMI=1,1,0,0,0"); /// Decides how newly arrived SMS should be
handled
delay(1000);
//SendAT("AT+CNMI=1,1,0,0,0", "OK", 2000); //set sms received format
//AT +CNMI = 2,1,0,0,0 - AT +CNMI = 2,2,0,0,0 (both are same)

time1 = micros();
//Serial.print("time1 = "); Serial.println(time1);
//read calibrated values. otherwise false impact will trigger
//when you reset your Arduino. (By pressing reset button)
xaxis = analogRead(xPin);
yaxis = analogRead(yPin);
zaxis = analogRead(zPin);

}
* loop() function
void loop()
{

//every 2mS call impact routine

if (micros() - time1 > 1999) Impact();

if(updateflag > 0)
{
updateflag=0;
Serial.println("Impact detected!!");
Serial.print("Magnitude:"); Serial.println(magnitude);
 getGps();
digitalWrite(BUZZER, HIGH);
impact_detected = true;
impact_time = millis();

lcd.clear();
lcd.setCursor(0,0); //col=0 row=0
lcd.print("Crash Detected");
lcd.setCursor(0,1); //col=0 row=1
lcd.print("Magnitude:"+String(magnitude));
}

if(impact_detected == true)
{
if(millis() - impact_time >= alert_delay) {
digitalWrite(BUZZER, LOW);
makeCall();
delay(1000);
sendAlert();
impact_detected = false;
impact_time = 0;
}
}

if(digitalRead(BUTTON) == LOW){
delay(200);
digitalWrite(BUZZER, LOW);
impact_detected = false;
impact_time = 0;
}
 while(sim800.available()){
parseData(sim800.readString());
}

while(Serial.available()) {
sim800.println(Serial.readString());
}

* Impact() function

void Impact()
{

time1 = micros(); // resets time value

int oldx = xaxis; //store previous axis readings

int oldy = yaxis; //store previous axis readings
int oldz = zaxis; //store previous axis readings

xaxis = analogRead(xPin);
yaxis = analogRead(yPin);
zaxis = analogRead(zPin);

//loop counter prevents false triggering. Vibration resets if there is an impact. Don't detect
new changes until that "time" has passed.
vibration--;
 //Serial.print("Vibration = "); Serial.println(vibration);
if(vibration < 0) vibration = 0;
//Serial.println("Vibration Reset!");

if(vibration > 0) return;

deltx = xaxis - oldx;

delty = yaxis - oldy;
deltz = zaxis - oldz;

//calculate force of impact in Magnitude.

magnitude = sqrt(sq(deltx) + sq(delty) + sq(deltz));

if (magnitude >= sensitivity) //impact detected

{
updateflag=1;
// to reset anti-vibration counter
vibration = devibrate;
}

else
{
//if (magnitude > 15)
//Serial.println(magnitude);
//reset magnitude of impact to 0
magnitude=0;
}

parseData() function
void parseData(String buff){
Serial.println(buff);

unsigned int len, index;

//Remove sent "AT Command" from the response string.

index = buff.indexOf("\r");
buff.remove(0, index+2);
buff.trim();

if(buff != "OK"){

index = buff.indexOf(":");
String cmd = buff.substring(0, index);
cmd.trim();

buff.remove(0, index+2);
//Serial.println(buff);

if(cmd == "+CMTI"){
//get newly arrived memory location and store it in temp
//temp = 4
index = buff.indexOf(",");
String temp = buff.substring(index+1, buff.length());
temp = "AT+CMGR=" + temp + "\r";
//AT+CMGR=4 i.e. get message stored at memory location 4
sim800.println(temp);
}

else if(cmd == "+CMGR"){

 //extractSms(buff);
//Serial.println(buff.indexOf(EMERGENCY_PHONE));
if(buff.indexOf(EMERGENCY_PHONE) > 1){
buff.toLowerCase();
//Serial.println(buff.indexOf("get gps"));
if(buff.indexOf("get gps") > 1){
getGps();
String sms_data;
sms_data = "GPS Location Data\r";
sms_data += "http://maps.google.com/maps?q=loc:";
sms_data += latitude + "," + longitude;

sendSms(sms_data);
}
}
}

}
else{
//The result of AT Command is "OK"
}

}
getGps() Function

void getGps()
{
// Can take up to 60 seconds
boolean newData = false;
for (unsigned long start = millis(); millis() - start < 2000;){
while (neogps.available()){
 if (gps.encode(neogps.read())){
newData = true;
break;
}
}
}

if (newData) //If newData == true

{
latitude = String(gps.location.lat(), 6);
longitude = String(gps.location.lng(), 6);
newData = false;
}
else {
Serial.println("No GPS data is available");
latitude = "";
longitude = "";
}

Serial.print("Latitude= "); Serial.println(latitude);

Serial.print("Lngitude= "); Serial.println(longitude);
}
sendAlert() function

void sendAlert()
{
String sms_data;
sms_data = "Accident Alert!!\r";
sms_data += "http://maps.google.com/maps?q=loc:";
sms_data += latitude + "," + longitude;
 sendSms(sms_data);
}
makeCall() function

void makeCall()
{
Serial.println("calling....");
sim800.println("ATD"+EMERGENCY_PHONE+";");
delay(20000); //delay 2 sec
sim800.println("ATH");
delay(1000); //delay 1 sec
}

sendSms() function

void sendSms(String text)

{
//return;
sim800.print("AT+CMGF=1\r");
delay(1000);
sim800.print("AT+CMGS=\""+EMERGENCY_PHONE+"\"\r");
delay(1000);
sim800.print(text);
delay(100);
sim800.write(0x1A); //ascii code for ctrl-26 //sim800.println((char)26); //ascii code for ctrl-
26
delay(1000);
Serial.println("SMS Sent Successfully.");
}
 SendAT() function

boolean SendAT(String at_command, String expected_answer, unsigned int timeout){

uint8_t x=0;
boolean answer=0;
String response;
unsigned long previous;

//Clean the input buffer

while( sim800.available() > 0) sim800.read();

sim800.println(at_command);

x = 0;
previous = millis();

//this loop waits for the answer with time out

do{
//if there are data in the UART input buffer, reads it and checks for the asnwer
if(sim800.available() != 0){
response += sim800.read();
x++;
// check if the desired answer (OK) is in the response of the module
if(response.indexOf(expected_answer) > 0){
answer = 1;
break;
}
}
}while((answer == 0) && ((millis() - previous) < timeout));
 Serial.println(response);
return answer;
}

2. Auto Cutoff System

//team Raftaar asme innovation project 2023
#include <Wire.h>
#include <MPU6050.h>
MPU6050 mpu;
int16_t accelerometer_x, accelerometer_y, accelerometer_z;
int16_t gyroscope_x, gyroscope_y, gyroscope_z;
double angle_x, angle_y, angle_z;
double roll, pitch;

const int relay_pin = 7;

const int tilt_threshold = 30;

void setup() {
Serial.begin(9600);
Wire.begin();
mpu.initialize();
pinMode(relay_pin, OUTPUT);
}

void loop() {
mpu.getMotion6(&accelerometer_x, &accelerometer_y, &accelerometer_z,
&gyroscope_x, &gyroscope_y, &gyroscope_z);
angle_x = atan2(accelerometer_y, accelerometer_z) * 180 / M_PI;
angle_y = atan2(-accelerometer_x, sqrt(accelerometer_y * accelerometer_y +
accelerometer_z * accelerometer_z)) * 180 / M_PI;
roll = 0.98 * (roll + gyroscope_x * 0.001) + 0.02 * angle_x;
 pitch = 0.98 * (pitch + gyroscope_y * 0.001) + 0.02 * angle_y;

if (pitch > tilt_threshold || pitch < -tilt_threshold || roll > tilt_threshold || roll < -
tilt_threshold) {
digitalWrite(relay_pin, HIGH);
Serial.println("Tilt angle exceeded threshold. Engine cut off.");
}
else {
digitalWrite(relay_pin, LOW);
}
delay(100);
}