Design Analysis And Fabrication Of M-BAJA ATV 2020
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020Design Analysis and Fabrication of M-BAJA ATV 2020Sandeep Chaudhary, Ganesh Kumar Kantak, Priyanka Sharma, Harshita MathurAbstract - This report gives a brief of process to finalize the design ofATV by team Vivekananda conjurers. This report mentionsspecifications of roll cage, suspension system, steering system, brakingsystem and transmission system. The objective of the design team wasto obtain best output of manufacturing, cost, weight and overallaesthetics and performance by meeting the guidelines and rules bySAE.Key Words: Roll cage, ATV, Suspension system, Steering system,Braking system, Transmission system, analysis, FEA.1.INTRODUCTIONThe paper includes steps taken by team “VivekanandaConjurers” to design and fabricate the All-terrain vehicle forSAE Baja 2020. To design and test the vehicle 3D modelingand analysis tools like Solidworks 2019, Ansys workbench 15.0and Lotus shark suspension were used. Tube miter was alsoused to print the profile of pipes for welding gth(MPa)Yield Strength(MPa)440490560370415460Elongation at15break in 50mm1521.50Cost (Rs/Kg)556565By the table it was observed that AISI 4130 carbon steel ismost suitable for roll cage of the ATV. By simulation andanalysis, we opted the best inner and outer diameter forprimary and secondary members i.e. shown in following table.VEHICLE DESIGNTable2. Roll cage primary and secondary member specificationThe main design of the vehicle focuses on meeting theguidelines and rules by SAE Baja and designing a lightweighted, reliable, economical, rigid, easily operable vehicle forall terrain conditions. Vehicle designing involves the followingmajor systems-Diameter(mm)Primary memberSecondary memberOuter25.425.4Inner22.423.4Roll cage, Suspension system, steering system, Braking system,Transmission system.Welding3.ROLL CAGEIn the very first the prototype is made through PVC pipes andthen design is modified further then the fabrication of roll cageis started by using appropriate welding method for AISI 4130carbon steel. We have selected TIG welding for joining themetal because of its good weldability and they obtainsafer medium for welded zone by the use of inert gases (argongas). The strength of welded joint is achieved by using a fillerrod ER70S-6. This filler rod is also widely used, cost effectiveand easily available. To check the compressive strength ofwelding joint, the test is performed on UTM and the results arefollowing-The roll cage is designed in such a way that it can pack theassembly of vehicle, can bear all forces and its shape must resistthe roll over conditions with a small center of gravity height.Material SelectionBy proper selection of material, the strength, safety, reliabilitycan be maximized and weight, cost can be minimized. Hence,the overall performance of the vehicle can be optimized. For thatwe first chose three best recommended materials and thencompared their physical, mechanical properties and cost. Hereis a table of four type carbon steels comparing their properties.Table.3 Welding compression test resultsTable1. Material comparison for roll cagePropertiesAISI 1018AISI 1026UltimateloaddisplacementAISI 41301&peak134.8 KN & 15.93 mmwww.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020Break load & max displacement84.70 KN & 25.38 mmTotal no of coils99Ultimate compression strength266.17 N/ Sq.mmSolid length290mm268mmYield load & breaking stress10.17 & 167.24 N/Sq.mmFree length360mm360mmPitch of coil36.25 mm38.28mmStiffness (Ks)19.46 N/mm25.74 N/mmFinite Element AnalysisSolidworks simulation and Ansys workbench 15.0 were used fortesting the roll cage because of its ease, accuracy and frequentchanging in the model. The tests are- Front impact, Rear impact,Side impact, torsional impact and roll-over tests. The results areshown from figure-1 to figure-5.4.After taking the above specifications for suspension wesuccessfully created 8inch of travel for shock absorber. Thestiffness of front shock absorber is chosen lesser than rearbecause it reduces the chances of roll over at uneven terrain.Also, the Dampers are created in such a way so that we canchange the ground clearance with the help of nut and bolts.SUSPENSION SYSTEMThe analysis of wishbone using Ansys workbench 15.0 isshown in figure-8 and figure-9.ObjectiveAdditional Parts usedThe aim is to design a suspension system which keep thevehicle and wheel alignment stable. It has less fluctuation of rollcenter during steering, rolling and bumping. All the aspects arekeeping; to prevent the wear and tear of vehicle, to absorb theshocks, to make the driver comfortably operate vehicle, betterperformance to sustain the jounce and rebound.1.Bushes2.Bushes mounting and casing3.Ball joint4.Ball joint casing5.STEERING SYSTEMDesignA double wishbone A-arm suspension system is chosen becauseof its high FOS, best riding quality, flexible and easy design.The other reason for choosing double wishbone system is that itis consist horizontal and vertical structure which makes is asystem with small center of gravity (near to the ground). Due tothe high cost and unavailability in the market we created ourown kind of suspension system which is combination ofhydraulic and inbuild spring. The material and diameter for Aarms is same as primary member of roll cage since it reducesthe cost. The ground clearance of vehicle is kept at 8inch toprevent roll over condition. The center of gravity is calculated atthe minimum height i.e. 20.62inch. The other information isgiven in the innovation abstract. The designing software for thissystem used is Lotus Shark by which the least movement of rollcenter is made by varying the x, y, z coordinates. After that the3D model was designed on Solidworks 2019 and made tosimulate that model. The specifications chosen for front and rearsuspensions are as follow-ObjectiveBAJA track consists of different terrain conditions with sharpturns and hilly section, at this condition vehicle’s smooth rundepends upon the stability of system. The purpose of thissystem is to get directional control, stability and smooth rideof the vehicle, in all terrain conditions, with less steering effortand to achieve least turning radius.DesignWe have chosen rack and pinion steering system because of itseasy design and construction, lighter in wight and costeffectiveness over other steering systems. We choose thecentralized rack and pinion which travels from one end toanother end (6.27") in 3 turns of pinion. Steering ratio of 7:1 isachieved which means for every 7degree rotation of steeringwheel, then tires will be turned by 1 degree. We preferredAckerman type steering geometry because of its betterstability and smooth ride during cornering. Steering isdesigned after deciding track width through suspensionsystem.Table.4 Suspension specificationsSpecificationsFront SuspensionRear SuspensionCoil Diameter90 mm90 mmNo of active coils88Adjustable steering columnWe made our steering system with adjustable column through2www.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020which driver can change the steering wheel angle accordingto comfortability and height. A plunger type mechanismthrough universal joint connect between pinion and steeringcolumn helps it to adjust accordingly.achieved optimum results. We use X split braking circuit with 2port TMC (tandem master cylinder) because in case one systemfails, then another will still operate and perform appropriate task.We use DOT 4 brake fluid because of its high boiling point thenDOT 3 and DOT 5 brake fluid. Brake bleeding is achieved bysetting the calipers at 3 and 9’o clock position.Tie rodsThe analysis of couple with mild steel is shown from figure- 10to 12.Tie rods are used to transmit the motion of steering wheel bysteering arm to steering knuckle and sustain the vibration dueto uneven terrain. We have chosen mild steel over aluminumbecause of weldability, stress and cost consideration. Tieroads also used to adjust toe by the application of ball joints.Table.6 Braking specificationRotor diameterCorrect steering angleCaliperWhile taking turn the outer wheel covers more radius then theinner wheel i.e. inner wheel makes greater angle then outerwheel with a maximum angle of 34.160. Higher steering anglegives smaller turning radius.pistondiameter200 mm170 mmDP 28mmSP 32mm(floating)The simulation of knuckle is shown in figure-6 & figure-7.TMC diameter (M800) & stroke20mm & 33mmCaliperpadareaandCoefficient of frictionCoefficient of friction for road1428.73 mm2 & 0.4Weight transfer59.42%Stopping distance2.76mDeceleration6.967 m/s2Pedal ratio4:1Pedal force300N0.65Table.5 Steering specificationSteering parametersSteering geometrySteering ratioRack travelFront track widthWheel baseSteering angle innerSteering angle outerCaster angleTurn of lock to lock rev.IBJ Centre distanceOBJ Centre distanceSteering wheel diameterLength of tie rodAckermann percentageTurning radiusTie rod 20.8mm)62"(1575 mm)34.16⁰23.84⁰0.10 degrees, m112.66mm40.57%Braking calculationBy applying the newton’s low of motion, we get the stoppingdistanceS 13.82 mFrom the equation6.BRAKING SYSTEM1/2 mv2 µ mgxObjectiveConsidering only 20% of energy is utilized while braking,The main purpose of braking system is to bring a vehicle at restsafely when the vehicle is in motion by locking all the fourwheels at the same time and to increase driver’s safety in offterrain conditions.stopping distance comes out asS 0.2*13.67S 2.76m7.DesignWe preferred hydraulically actuated disc brake system on allfour wheels instead of drum brakes because of its heatdissipation ability, cost effectiveness, better stopping distanceand to avoid brake fade. We designed a couple foe wheelassembly and simulated the same by using solidworks andTRANSMISSION SYSTEMObjectiveThe purpose of drive train is to transfer power from engine towheel by the application of CVT and appropriate gear3www.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020reduction of FNR gear box which needed for consistentrunning of vehicle in competition. We have chosen CVT overtransaxle because of following reason1. It provides constant torque change automatically at harshcondition.2. Reduce wear & tear of gear teeth.3. It provides infinite gear ratio.4. It is lighter and economical.reverse light and reverse alarm is used for vehicle safety at thetrack according to the SAE BAJA guidelines. A transponder isbeing used to relay number of laps with the help of timing systemon the track.9.The objective of designing a single seater off road vehicle by theteam Vivekananda Conjurers for the competition SAE BAJA2020 has to be accomplished with consideration of driver’ssafety, cost effectiveness and durability of vehicle. The team hasselected material as their priority to reduce the vehicle overallweight, cost and to maintain strength of every components.Before the actual fabrication of the vehicle, engineering designand their application is used to design and simulate the vehiclewith real time condition on the software like Solidworks, lotusshark etc.EngineEngine is provided by BAJA SAE 2020 i.e.19 vanguard seriesBriggs & Stratton 305cc engine and model type is 19L2320054G1. The torque is generated by this engine is 18.98 Nm.According to the SAE BAJA guidelines the governor settingnot exceed to 3800 rpm.Design MethodologyIf one is doing anything for the first time then for sure thereare some difficulty in their path. The team faced all theproblems and solve by them self like managing time withstudy and project, market scenario etc. With design andmanufacturing, the team has also focused on fundmanagement, project management, marketing and research,working of vehicle within available funds and complete all thetasks before deadline successfully. Apart from that the teammembers developed all the qualities so that they can workswith industries.The engine is placed with 52’’ track width at the rear side ofthe vehicle. The output shaft of the engine is connected toprimary pully of CVT through the coupler. The coupler isdesigned and simulate using the solidworks software. Theprimary pully is then connected to secondary pully throughbelt which is connected to input of gear box. Through gearmechanism inside the FNR gear box we get power at outputshaft of gear box. From the output of gear box power istransmitted to drive shaft and then at tires. This power is usedto accelerate the vehicle.REFERENCESWe customize the differential and modified gear boxaccording to our need in the competition.[1][2]Table.6 Transmission system specification[3]Engine displacement305ccMax power10HP @ 3800 rpm[4]Max torque18.98 Nm @ 2500 rpm[5]Gear ratio12:1Acceleration5.9607(max) & 0.0098 (min)Gradeability62.32%(max) & 6.67% (min)Tire size24*8*12(front & rear wheel)Starting CVT ratio3Fina CVT ratio0.43Max Speed53.985 Km/h8.CONCLUSION[6]Ball, R. S. (2004). Automotive Engineering Fundamentals.United States of America: SAE - International.Debidutta Mishra, N. (2014). TEAM JAABAZ BAJA SAE(UTEP 2014) DESIGN REPORT. 2014 SAE International.Dr. V. K. Saini, P. K. (2017). Design Methodology of SteeringSystem for All- Terrain Vehicle. Ghaziabad (U.P.) India: IRJET.J.K. Gupta, R. K. (2005). Machine Design.S. Chand.Shrivastava, D. (2014). Designing of All Terrain Vehicle (ATV).Bhopal: International Journal of Scientific and ResearchPublications.Yamsani, A. (2014). Gradeability for automobile. Automobile engineering M.V.S.R. Engineering College, India:IOSR-JMCE.ELECTRICAL SYSTEMThe vehicle consists of certain electrical components to ensurethe safety of vehicle and driver. It is also used to prevent thecritical accidental cases on the track 12V, 7 Amp battery is usedto supply the power to all electrical components. Brake light,4www.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020Analysis ResultsTable7. Static test results for roll cage analysisRoll Cage Analysis ixed d at frontrearsuspensionmountingsFigure 1. Front impact test result for FOS.Roll Over1.36.125mm1780.64NFixed at front ixed at 5N@frontIn front, right-sidesuspensionmountingsfixed andin rear, left- sidesuspensionmountingsarefixed1213N@rearFigure 2. Rear impact test result (FOS).Figure 3. Roll over test result (FOS).Figure 5. Torsional test result (Deformation)Knuckle Simulation ResultFOS comes out to be 1.2 when an equivalent force due tobraking, Steering and due to sprung mass. The deformation is0.15mm for this part.Figure 4. Side impact test result (FOS).5www.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020Figure 9. Rear upper wishbone simulation total deformationFigure 6. Knuckle simulation result (Stress).Disc couple Analysis ResultsFOS comes out to be 7.4 when an equivalent force due tobraking is applied on the disc couple surfaces in oppositedirection. The deformation is 0.0187mm for this part.Figure 7. Knuckle simulation deformation result.Suspension Wishbone simulation ResultsTable8. Suspension Wishbone simulation ResultsPart NameFront WishboneRear WishboneFOS1.61.8Figure 10. Disc couple simulation (FOS).Figure 8. Rear lower wishbone simulation total deformation resultFigure 11. Disc couple simulation deformation result.6www.erpublication.org
International Journal of Modern Communication Technologies & Research (IJMCTR)ISSN: 2321-0850, Volume-8, Issue-5, May 2020Figure 12. Disc couple simulation result (Stress).AUTHOR’S PROFILEMs. Priyanka Sharma is a student of in Department of MechanicalEngineering at VIVEKANANDA INSTITUTE OF TECHNOLOGY,JAIPUR.Mr. Sandeep Chaudhary is a student of in Department of MechanicalEngineering at VIVEKANANDA INSTITUTE OF TECHNOLOGY,JAIPUR.Mr. Ganesh Kantak is working as an Associate Professor in MechanicalEngineering Department of Vivekananda Institute of Technology, Jaipur. Hehas total 9 years’ experience of teaching. He has completed M. tech from NIT,Trichy andB. tech from M.B.M. Jodhpur. His area of research includes inventorymanagement, operation research and quality management etc.Ms. Harshita Mathur is a student of in Department of MechanicalEngineering at VIVEKANANDA INSTITUTE OF TECHNOLOGY,JAIPUR.7www.erpublication.org
Design Analysis and Fabrication of M-BAJA ATV 2020 Sandeep Chaudhary, Ganesh Kumar Kantak, Priyanka Sharma, Harshita Mathur Abstract - This report gives a brief of process to finalize the design of ATV by team Vivekananda conjurers. This report mentions specifications of roll cage, suspension system, steering system, braking
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