supra saeindia 2016 - k l university · supra saeindia 2016 design report . introduction k l...
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Team ID: 92
Team Name: Team Invincibulls
College Name: K L University
City: Guntur, Andhra Pradesh
Report Author: V RAGHU KALYAN
Report Co-Author: K G V JAYARAM
SUPRA SAEINDIA 2016
DESIGN REPORT
INTRODUCTION
K L University:
The Koneru Lakshmaiah Charities was established as a trust in the year 1980 with its official address at Museum
road, Governorpet, Vijayawada, Andhra Pradesh – 520 002 and started KL College of Engineering in the Academic year
1980-81. The trust was converted into a Society by the name Koneru Lakshmaiah Education Foundation in the year 1996.
The KL College of Engineering has attained autonomous status in the year 2006 and in February 2009, the Koneru
Lakshmaiah Education Foundation Society was recognized as Deemed to be University. In short Koneru Lakshmaiah
Education Foundation is named as K L University.
About Team Invincibulls:
“Failures are the stepping stones for success” the main motto which pushed each and every team member of supra
2016 is to develop the formula 1 style in their final days of engineering in Koneru Lakshmiah Universty. Formula 1 style
cars fabrication is not a cake walk but still a bold decision by the few top class students inspired the entire team to crack the
project and lead it to success.
Design Goals:
Team Invincibulls main goal is to reduce the weight of un sprung mass, to reduce the cost of manufacturing, to
easy assembling and dismantling and to give better safety, ride and comfort to the driver.
TEAM INVINCIBULLS
Captain: K G V Jayaram
Technical Non Technical
1. A Teja
2. Khaja Waseem
3. Mahesh Karnati
4. Sai Kiran Datti
5. Sai Prakash Polireddy
6. Pavan Raja Rao
7. Bhishma Naidu B
8. Suresh Yadav
9. R Dileep
10. Ch Dileep
11. P Brahma Teja
12. D Naveen Chandra Dora
13. V Sai Krishna Srinivas
14. S S Rahul
15. Kovvuru Dinesh Kumar Reddy
1. Jeevitesh H
2. Raghu Kalyan V
3. Rohit Raju B
4. Deepak Varma T
5. George Lin Prince
6. Nireekshith Y
7. Sachin Gupta
8. Krishna Kalyan
9. Narasimha Kalyan K
CHASSIS DIMENSIONS:-
According to rule T3.11.6 In the front view, the vertical members of the Main Hoop is 675mm apart at the
location where the Main Hoop is attached to the Major Structure of the Frame.
According to rule T3.11.4 In the side view of the vehicle, the portion of the Main Roll Hoop is six degrees (6°)
of the vertical.
According to rule T3.12.6 In side view, the Front Hoop is inclined nine degrees (9°) from the vertical.
According to rule T3.13.4 The Main Hoop braces is 130 mm below the top-most surface of the Main Hoop.
The included angle formed by the Main Hoop and braces is 30.1 degrees.
According to rule T3.14.2 The Front Hoop is supported by two braces extending in the forward direction on
both the left and right sides of the Front Hoop
According to rule T3.14.4 The Front Hoop braces is 35mm below the top-most surface of the Front Hoop
MATERIAL USED : AISI-1018
According to rule T3.4.1:
S.
NO
ELEMENT OUTER
DIAMETER
(IN
INCHES)
THICKNESS
( IN
INCHES)
Bending
Stiffness(ksi)
=E*I
Bending
Strength(ksi)
=(Y*I/r)
1 Front and Main hoops, Shoulder harness
munting bar
1 0.12 575.969 2.107
2 Main and Front hoop bracing,
Side impact structure,
Front bulk head,
Drivers restraint, Harness attachment,
1 0.08 458.416 1.493
3 Front bulk head support,Main and front hoop
bracings,
1 0.05 270.591 0.976
15
49
.4
Type of Welding
MIG Welding:
Metal Inert Gas welding is a welding process in which an electric arc forms between a consumable wire electrode and the
work piece, which heats the work piece, causing them to melt and join. Electrode used: ER70s-6 is commonly used for
mild steel or carbon steel, Shielding Gas used: 100% CO2, Pure carbon dioxide, allows for deep penetration on welds but
encourages oxide formation. It is low cost, makes it an attractive choice, but because of the reactivity of the arc plasma,
spatter is Unavoidable. Higher carbon dioxide content increases the weld heat and energy when all other weld parameters
are held the same. Inert gases such as argon and helium are only used for nonferrous welding; with steel they do not provide
adequate weld penetration argon or cause an erratic arc and encourage spatter. Since MIG uses a shielding gas to protect
the arc, there is very little loss of alloying elements, and only minor weld spatter is produced.
PARAMETERS AISI 1018 AISI 1020 AISI 4130
Density(g/mm3) 0.00787 0.00785 0.007872
Cost(Rs/mt) 196 367 531
Yieldstrength(N/mm2) 372.31 350 459.8
BendingStiffness(N-
mm2)
2155.829 2155.829 2155.829
Brinell’sHardness 126 163 154
Machinability 70 60 50
Availability MOST
AVAILABLE
MOST
AVAILABLE
LESS
AVAILABLE
Poisson’s ratio 0.29 0.29 0.29
Weldability 75 68 80
Post Welding Not Required
Not Required
Required
PARAMETERS AISI
1018
AISI
1020
AISI
4130
Weight 5 5 5
Cost 5 4 3
Yeild Strength 4 3 5
BendingStifness 5 5 5
Brinell’sHardness 4 5 5
Machinability 5 4 3
Availability 5 4 3
Weldability 5 4 5
Total 38 34 34
CAE ANALYSIS OF ROLL CAGE:-
Roll cage analysis done in Hyper mesh 13.0 version.2D meshing with element size 4, no.of elements=2,93,774.Grade
AISI 1018 Mild Steel material of 25.4mm outer diameter and 3mm,1.8mm,1.2mm thickness material is used.Chemical
composition of Mild Steel is carbon content(0.14-0.20%),Iron(98.81.99.26%),Manganese (0.60-0.90%),
Sulphur(<<0.05%), Phosphorus(<<0.04%),so its welding, machining , bending properties are good.Constraints in all
analysis is taken as double wishbone mounting points.Added supporting members, joining lateral cross member(Srl)
and front bracing members after iterations.Triangulated side impact members in order to minimize the deflection of
members.
Total vehicle Weight = W= 350 kg (with driver)
1G load = 1*W*g=1*350*10=3500 N
S.NO Analysis Loads Maximum Disp Maximum FOS
mm Stress MPa
1 Front 6G 0.07 241.8 1.57
Imapact
2 Side Imapct 3G 1.7 243.3 1.56
3 Roll Over 3G 1.35 179.6 2.11
4 Torsional 2G 1.15 117.0 3.24
FRONT IMPACT DEFORMATION FRONT IMPACT STRESS SIDE IMPACT DEFORMATION SIDE IMPACT STRESS
ROLL OVER DEFORMATION ROLL OVER STRESS TORSIONAL DEFORMATION TORSIONAL STRESS
Tyres and Rims Specifications:
OZ Formula Student Alluminium 4H wheel
Tyre Specifications:
J K Tyres – 185/60 R 13 ( Wet Tyres)
13” Diameter * 7” Width
WHEEL ASSEMBLY:
UPRIGHTS:
Vehicle weight (with driver) =350 kg, rear_wheel_weight:60%,
Front wheel weight: 40%. Front left/right =70kg, Rear
left/right=105kg
W=weight on each tire
LOADS: L_1: 3g’s – Lateral=3*g*W, 2g’s –Vertical=2*g*W,
1g’s-Longitudinal=1*g*W L_2:- Brake caliper and Tie rod loads,
L_3:- Couple torque L_4:- Torque due to hub.
ALUMINIUM 6061 T6:-
Front_Right &Rear_Left:-
N.o Location Load Disp(mm) Stress(MPa) F.O.S
1 Spindle point L_1 0.094 52.392 5.34
Brake torque L_2 0.370 164.93 1.69
Combination of
above L1&L2 0.409 176.43 1.59
Front_Left & Rear_Right:-
N.o Location Load Disp(mm) Stress(MPa) F.O.S
2 Spindle point L_1 0.088 53.681 5.3
Brake torque L_2 0.334 163.49 1.72
Combination of
above L1&L2 0.401 190.68 1.5
HUBS:- ALUMINIUM 6061 T6
No Location Load Disp(mm) Stress(MPa) F.O.S
1 Spindle point L_1 0.0211 62.325 4.45
L_3 0.0233 73.945 3.75
BRAKE ROTOR COUPLE:- MILD
STELL
NO LOCATION
LOA
D Disp(mm) Stress(MPa) F.O.S
1 Hub and L_4 0.0152 105.62 3
couple
mounts
Steering System:
Suspension System:
We have chosen Double Wishbone Suspension with pushrod to Damper Suspension System at the Front and
Rear end of the vehicle. According to rule book there should be at least 2 inches wheel travel that is 1 in for jounce
and 1 in to re jounce. So, we have chosen to have wheel travel 4 inches …2 in for jounce and 2 in for re jounce.
The double wishbone structure is used mainly to reduce the ride height of the vehicle. The system allows the
user to select and optimize their own geometry (camber, caster scrub radius) the wheel can be alignment with proper
camber (negative) to maintain the wheels at contact even while hard cornering. The system has lesser body roll and
the suspension can be made stiffer.
Parameters Swing axle
Double wish bone
Semi Trailing Arm
Macpherson strut
Stability 4 5 3 3
Manufacturability 3 3 3 4
Cost 2 4 3 4
Performance 3 4 4 3
Safety 4 5 3 4
Total 16 21 16 18
Fig: Lotus simulation
Fig: Rear suspension design. Fig: Front suspension design Fig: Rocker arm
Fig: A Arms Analysis Fig: Bracket Analysis
A Arms: AISI 1018 0.8” pipe with a Factor of Safety of 3 with Motion Ratio: 0.7
DECISSION MATRIX:
Steering
type
Ea
se
mainte
nance
Economy Effectiv
eness
Feed
back
TOTAL
Recirculati
ng ball
3 3 3 2 3 14
Rack and
pinion
4 4 5 3 4 20
Hydraulic
power
5 2 2 4 5 18
Worm and
lever
3 3 4 2 3 15
5-excellent,4-very good,3-good,2-average,1-below average
Out of all the above mechanisms Rack and pinion mechanism was chosen due to its Economical Ease, simple
design, light in weight, it can also be easily mounted and dismantled compared to other mechanisms.
Spring Specifications:
K= 30 N/mm
Wire Dia d= 7.17 mm
D= 51.2 mm
Pitch P=14.87 mm
Free length=132.47 mm
Damper Travel: 50 mm
BRAKES Mechanism:
When the human effort is given on the aluminum pedal of ratio 5.6:1 is connected to two master cylinders, the piston of
dia 0.75 inch traverses and pushes the brake fluid forward through the brake liners to the callipers of all tires which are
shielded. The fluid in it pushes the pistons of count 2 with dia 1 inch. And moves the brake pad towards the rotor as it is a
floating calliper only one brake pad moves towards rotor which has µ=0.4, this force acts on the rotor of dia front-230 mm
and rear 230 mm. A brake over travel switch will be placed as per rule book. Diagonal split will be given for the safety of
driver,even the failure of one split the other works.
The main aim of the steering system is to provide
the directional stability of the vehicle.
Parts Quantit
y
Specification
Steering wheel 1 228.6 mm dia
Steering column 1 190.5mm
Rack & pinion 1 4:1 steering
ratio
Tie rods 2 419.1mm
Universal joints 2 Standard size
Rod Ends 2 Heim joints
Bellows 2 Standard size
Knuckles 2 Designed
Bearing 1 25.4 mm ID
Specifications features
Wheel base mm 1574.8
Track width mm 1257.3
Turning Radius mm 2500
Caster deg 00
Camber deg 20 negative
Toe deg 00
Steer angles (inner&outer ) deg 39.98&26.765
Steering ratio 4:1
Steering wheel diameter mm 228.6
Power assist Without
Steering column type Rigid, not tilted
Pinion rotation lock to lock turns 1.5
LHD/RHD Center lined Drive
Housing weight kg 1.45
Length of the rack mm 355.6
Rack travel mm 107.95
Tie rods mm 410.4
Ackermann angle deg 39.9850
Fig: Steering Fig: Rack and Pinion
CALCULATIONS
Pedal ratio -5.6:1
μ of pad-0.3
F clamp-6631.859N
Deceleration 9.5 m/s
Torque generated for front each wheel-362Nm
Torque generated for rear each wheel-362Nm
Stopping distance at 40 km/hr is 6.4m
Fig: Disc Model Fig: Disc Analysis
PRODUCT DIA UNITS quantity
MASTER CYLINDER 0.75 INCH 2
CALIPERS 1 INCH 4
ROTOR FRONT 9 INCH 2
ROTOR REAR 9 INCH 2
Static weight distribution front-40%
Static weight distribution rear-60%
Dynamic weight distribution front-60.02%
Dynamic weight distribution front-1764.858N
Dynamic weight distribution front-39.98%
Dynamic weight distribution rear-1175.42N
ENGINE:
We selected KTM Duke 390 engine because of its high pick-up which is desirable for our vehicle.
Type of engine:
Single cylinder, four stroke engine with 6 gear, claw-shifted transmission type.
S.no parameter Duke 390 Yamaha
YZF-R3
1. Maximum
power
43 BHP a 9500
rpm
41.4 Bhp
@ 10750
rpm
2. Maximum
torque
35 Nm at 7250
rpm
29.6
Nm
@
9000
rpm
3. Power to
weight ratio 271.76 BHP/ton
244.97
BHP per
tonne
4. Torque to
weight ratio 221.20 Nm/ton
175.14 NM
per tonne
5. Specific
output 114.81BHP/liter
128.97
BHP per
litre
7. Displacement 375 cc 321cc
8. Stroke 60 mm 44.1mm
9. Bore 89 mm 68.0mm
10. Compression
ratio 12.8:1
11.2:1
11. Primary gear
ratio 30:80
35:14
12. Secondary
gear ratio 15:50
31:17
ELECTRONICS: We directly used default ECU with
remapping for required changes that are to be made like
removing ABS and including some sensors used for vehicle.
Wiring of vehicle is done for the positioning of
speedometer, brake light, radiator and sensors to connect
ECU.
Battery: lead Acid Battery 12 V, 8 A
Ignition is done by using a push button.
AIR INTAKE
We specially designed our air intake system in order to meet our
requirements. We used aluminum metal for fabricating our air intake
system. The velocities and pressures at inlet and outlets are as listed.
S.no Part At ideal condition
34 Kmph(P,V)
At 93 Kmph
(P,V)
1. Air filter
(air inlet) 101325 Pa, 9.444m/sec
101325 Pa,
25.83m/sec
2. Runner
pipe inlet 101319.17 Pa, 9.935m/sec
101278.15 Pa,
27.27m/sec
Fig: Velocity Analysis
Fig: Pressure analysis
DRIVE TRAIN COMPONENTS
SPROCKETS
We selected the sprockets and their teeth
as per required speed and torque. And the
center distance between sprockets is
24.04 cm as per requirement
S.no Parameter Value
1. Sprocket pitch 15.7 mm
2. Front sprocket
teeth 15
3. Rear sprocket
teeth 63
4. Velocity
ratio(Front: rear) 1:0.2381
5. Front sprocket
pitch diameter
61.08
mm
6. Rear sprocket
pitch diameter
202.25
mm
CHAIN
We selected the single strand chain
with following specifications as per
our requirements, and which can bear
up to 1410 kg-f (13800 N)
Specifications:
S.no Parameter value
1. Chain pitch 0.5 inch(12.7
mm)
2. Grade 40(08 A)
3. Weight per
meter 0.69 kg-f
4. No of links 72
BEARING
Parameter value
Bearing no BAH0087
Inner diameter 36 mm
Outer diameter 68 mm
Height 33 mm
Transmission type: Manual transmission
In manual transmission you need to shift gears based on the vehicle's speed and this requires the use of the
clutch pedal and the gear rod. When the clutch pedal is pressed the clutch disengages engine’s crankshaft
and transmission. Shifting of gears can be done manually when clutch pedal is pressed.
Automatics also have a clutch except instead of a clutch pedal a torque converter is used to separate the
engine from the transmission - and it all happens automatically without the need of driver input, more fuel
will be consumed if clutch is continuously operated in automatic transmission. But in manual transmission
clutch will be used when required .In race car there will be minimum usage of clutch.
Hence we opted manual transmission.
Exhaust System:
Parts: 1. Runner pipe2. Silencer3. Heat wrap
Material: 1. Steel pipes: - used to make exhaust runner pipe.
Assembly
Exhaust runner pipe is drawn from engine and it is bent as per our requirement. Oxygen sensor is placed at the
beginning of exhaust runner pipe. Silencer is mounted to chassis through mechanical fasteners. We used a silencer
with a reactive type muffler in it to reduce noise. We selected this muffler instead of absorptive type muffler because
the material inside the absorptive type muffler could burn as it will be in direct contact with perforated tubes. But in
our muffler we have a no chance for any burning. Heat wrap is wrapped on the runner pipe to protect the other
components around it from great heat and prevent heat leakages at unwanted areas.
ERGONOMICS
According to T4.1.1and T4.2.1this shows the cockpit opening area and cockpit internal cross section which does not
allow for and aft transulation.
Percy rule 95th percentile male template. According to
rule T3.10.4 95th percentile male template is made as per
dimensions and according to that seat and pedaling
position is placed. So that it is suitable to accommodate
drivers whose stature ranges from 5th percentile female
to 95th percentile female
Driver's Visibility: According to rule T4.7.1, driver must
have a minimum field of vision of 200degrees from his
normal position (i.e minimum of 100 degrees on either
side of the driver). So that the driver can have clear view
without moving head.
SAFETY REPORT
S.no Equipment Purpose Location No
1 fire
extinguishe
r
To stop
fire in
case of
emergenc
y
In driver
cell
2
2 Helmet To
protect
driver
head from
injuries
Driver
equipment
1
3 Kill switch To stop
engine in
case of
emergenc
y
One at the
right side of
roll bar &
other at
dash boars
2
4 Driver suit For driver
safety
Driver(FIA
8856-2000)
1
5 Driver seat
belt
6 point
harness
Driver
safety
Seat 1
6 Brake
indication
light
Indication
while
brakes are
actuated
Rear
portion
1
7 Arm
restraint
s
To support and
give protection
to arms
Beside driver
arms
2
8 Head
restraint
s
To support
head position
Just above the
seat
1
9 Impact
attenuat
or
To protect
vehicle from
greater loads
Front side of the
vehicle
1
10 Firewall To separate Thickness mm 700
x
700
mm2
11 Balacla
va
Drivers safety Driver 1
12 Gloves Drivers safety driver 1
13 Side
impact
structur
es
Driver safety Either side of
driver shoulder
2
14 Roll
hoop
bracing
Supporting
member for
main hoop
Behind both hoop 4
15 Heat
wrap
Insulation of
exhaust runner
Near Exhaust
runner pipe
mm2
3D VIEWS:
IMPACT ATTENUATOR DATA REPORT
Material(s) Used DOW IMPAXX 700
Description of form/shape As described in rule T3.21.1 we have formed a stepped pyramid
structure
IA to Anti-Intrusion Plate
mounting method
Using adhesive resin for mounting of IA to anti-intrusion plate
horizontally
Anti-Intrusion Plate to Front
Bulkhead mounting method
As per rule T3.21.5 we used grade 8.8 bolts of 8mm diameter for
mounting of anti-intrusion plate to chassis
The attenuator contains the minimum volume 200mm wide x 100mm high x 200mm long
Volume of 20.5mm3
Absorbing a maximum energy of 14612J
CONCLUSION: We conclude our project by reducing the weight of un sprung mass to 350 Kg, to reduce the cost of
manufacturing, to easy assembling and dismantling and to give better safety, ride and comfort to the driver.
1549.4 mm