Institute Of Technology And Management

Gurgoan, Haryana

SAE Baja Asia 2010

The Techie Tyros
















Design Report 2010

DESIGNED BY
Vikrant Dalal
Vice-captain and Head of Design Team


#TTT-3
SAE BAJA ASIA 2010 Design Report
Vikrant Dalal
Vice-captain, Head of Design Team
Copyright 2009 SAE International
1.0 ABSTRACT
The objective of the Baja competition is to design a Baja
all-terrain vehicle that embodies innovation, simplicity
and functionality, delivering high performance and safety
at a reasonable price. This report details the
considerations, functions and processes behind the
separate vehicle subassembly
2.0 INTRODUCTION
Baja-2010 is an international competition sponsored by
the Society of Automotive Engineers (SAE). Engineering
students are given a challenge to design, simulate and
manufacture a fun to drive, versatile, safe, durable, and
high performance off road vehicle.
The Techie Tyros 2010 Baja team consists of 22
undergraduate students in Automotive and Mechanical
Engineering. The goal of the 2010 car is to improve on
some of the key areas that have caused the team
problems over the last few competition years. These
areas are: suspension, steering, driveline, hub and
fabrication tolerances. It was decided that, while making
components lightweight is important, strength and
durability of key components would not be sacrificed for
weight reduction. All subassemblies and components
were researched and designed to meet pre-established
team expectations.
For designing, simulation, analysis and optimization of
the vehicle components various software such as Pro-E
(design and analysis), Cosmos (analysis and
simulation), Optimum K and suspension analyzer
(Suspension design and analysis), ADAMS and IPG car
maker (vehicle dynamics) are used.

The design targets of our vehicle for Baja 2010 are as
follows:
1. Maximum speed 60 km/hr
2. Weight of vehicle 270 kg
3. Ground clearance 20 cm or 8 inch
4. Track width 140 cm or 56 inch approx
5. Wheel base 130 cm or 52 inch approx
6. Braking distance 1400 cm
7. Turning radius 240 cm or 96 inch

3.0 MAIN SECTION
The design of Baja 2010 is divided into follow section:
1. CHASIS AND ANALYSIS
2. ENGINE AND TRANSMISSION
3. TYRES
4. BRAKES
5. STEERING
6. SUSPENSION
7. HUB DESIGN

3.1 CHASIS AND ANALYSIS
The kind of body we are required to manufacture is a
unitized body. The roll cage is of utmost importance for
us as it would be the one which would provide safety to
the driver, mounting points for various systems and even
ergonomics and looks to the vehicle.
3.1.1 MATERIAL
The material used in vehicle must fulfill the SAE Baja
requirements. The proper equilibrium should be acquired
between the design requirements, cost and weight to
achieve an unbeaten design. The available materials
that fulfil the requirements are AISI 1018, 1020, IS1239
part-1 and 4130.A comparison was done to select the
material by considering various properties and cost of
each material.



Table 1: Material property


MATERIAL

YIELD
STRENGTH
(KSI)

MODULUS
OF
ELASTICITY
(KSI)

COST
PER
METER
(RS)

ELONGATION
AT YIELD POINT
(%)

AISI 1018

53.7

29700

600

15

AISI 1020

42.7

29700

2200

36

IS 1239

59.12

29700

765

18.5

AISI 4130

65.1

29700

2500

25.5


Graph 1: Weight and Cost comparison


AISI 4130 and IS 1239 part-1 having good yield strength
will allow the usage of tubing with smaller wall thickness.
This will in turn reduce the weight of our chassis. Also
4130 and IS 1239 part-1 are more ductile than other
materials so it will deform more before its ultimate
failure. But cost of per meter length of 4130 is 2.5 times
more expensive IS 1239 part-1. So considering the
above said factors we have chosen IS 1239 part-1 pipes
to be used for our chassis.

3.1.2 FEA ANALYSIS
The initial design is shown in the Figure 1. Some notable
features are the fact that the design consists of 4 main
members: the roll hoop, the horizontal hoop, and the two
perimeter hoops. As mentioned above the design was
made using the Pro-E solid modelling package.

Figure 1: Roll cage model in Pro-E


In order to optimized the strength, durability and weight
of Chassis cosmos was used to analyze the chassis for
all six loading condition. The six analysis tests conditions
are front impact, side impact, rollover impact, heave and
the loading on the frame from the front and rear shocks
After running all five analyses it was found that there is a
need of additional member. After having added these
members, a second analysis using identical loading
constraints was completed and results of these tests are
shown in table 2.
For front collision test stress diagram and displacement
diagram is shown in figure 2 and 3.
Table 2: FEA Analysis results
Type of case Force applied Result
Front Collision 4500 KN Passed
Side Collision 1200 N Passed
Rollover 1800 N Passed
Front Bump 810 N Passed

Figure 2: Stress analysis for front collision







Figure 3: Stress displacement for front collision







76
77
78
79
80
81
82
83
0
500
1000
1500
2000
2500
3000
AISI 1080AISI 1020 IS 1234 AISI 4130
W
i
g
h
t

(
K
G
)
C
o
s
t

(
R
s
)
cost(*10) weight
Comparison between previous years roll cage
design is done and the results are shown in table3.
Table 3: Comparison of pervious 3 years design

2007-BAJA
ROLLCAGE
DESIGN
2008-BAJA
ROLLCAGE
DESIGN
2010-BAJA
ROLLCAGE
DESIGN



SAFETY


Poor

High

High
COMFORT


Average

High

High
ERGONOMIC


Poor


Good

Very good

SPECE FOR
ELECTRONIC
DEVICES


More

Less

Sufficient
WIEGHT

To heavy

Medium

Light
COST OF
ROLLCAGE

High

Low to
high

Low

STANDARDIZATION


9/10

4/10

8/10

3.2 ENGINE AND TRANSMISSION
A quick look at the engine:
Power - 8 kW at 4400 rpm
Max Torque 19 Nm at 3000 rpm
Engine was given to us. Thus we had a little choice while
working on engine. Configuration of our vehicle would be
rear engine rear wheel drive. We decided to keep the
maximum speed of the vehicle at 60 km/hr as the vehicle
is not about larger speed but greater torque and stability.
As per the rules of the competition, the engine cannot be
modified in any way. This restriction causes the design
emphasis to be placed on the choice of transmission.
For the transmission we have several options:
A manual transmission (4 or 5 speed): this system would
allow the driver to select the right gear from the available
gears allowing more control over the vehicle. This is
seen on most manual cars with a standard H pattern.

A sequential transmission: this is similar to the manual
transmission, but the H pattern is eliminated and
replaced with a different shifting pattern. For example in
a race car, the motion of the shift lever is either push
forward to up-shift or pull backward to downshift.
These transmissions are usually found in either
motorcycles or all terrain vehicles. This type is most
suitable of our vehicle as it has good sensitive i.e. why
we are using M&M champion transmission. To increase
the torque following options were available:
1. Manipulation of power transmission outside the gear
box using gears, sprockets and chain.
2. Engaging the reverse gear lever while driving in all
the forward gears and using the first gear in forward
as reverse gear.
3. Using the transmission system in normal conditions.
We decided to work on the 3rd option due to following
reason:
1. We were able to check the weight
2. Reduce the cost of the vehicle as we avoided
the use of additional gears, sprockets and
chains.
3. We used standard parts, thus increased the
reliability of the transmission system.
To find the speed of the vehicle corresponding to
different gear ratios, the formulae used is
Velocity on road =
2NR60
1000

Where,
G=gear ratio
N=revolutions per minute
R=outer radius of the tire in meters.
Some of our calculations for normal orientation are as
follows:
Table 4: Normal orientation
Final
Gear
Ratios
Speed
(km/hr)
Speed (km/hr)
D=22 D=24
inch inch
First 31.45:1 0.65D 14 16
Second 18.70:1 1.109D 24 27
Third 11.40:1 1.82D 40 44
Forth 7.35:1 2.82D 60 68
Reverse 55.08:1 0.38D 10 9
Hence for maximum speed of 60 km/hr, we selected
tires of 22 inch outer diameter.
Further, for better economy, we assume engine rpm to
be ranging from 2750 to 3250 as maximum torque
produced by the engine is at 3000 rpm. In between this
range the torque produced by the engine is almost
constant. Thus, for better economy, the range of speed
in each gear, for the driving tires of O.D. 22 inches;
operating in normal forward orientation is:
First - 10 to 12 km/hr
Second - 15 to 18 km/hr
Third - 25 to 33 km/hr
Forth - 40 to 51 km/hr
Reverse - 8 to 11 km/hr
Apart from this, for mounting the engine we are going to
use neoprene rubber mountings.
3.3 TIRES
Selecting the tires is one of the most important things as
the whole vehicle is in contact with the road on these 4
points or rather patches. Also for designing an all terrain
vehicle tires form the most important part. They should
be such that they are able to provide enough traction on
all kind of surfaces so as to transmit the torque available
at the wheels without causing slipping.
Front

Outer diameter of tire 21 inch
Outer diameter of rim 10 inch
Tread width 6 inch
Aspect ratio 0.68
Number of plies 6

Rear


Outer diameter of tire 22 inch
Outer diameter of rim 10 inch
Tread width 8 inch
Aspect ratio 0.75
Number of plies 6
One of the most important parameter for the selection of
the outer diameter of the tires in rear was the maximum
speed of the vehicle. The relation between outer
diameter of the tires and the vehicle speed is as given
below:
Velocity on road =



For the normal orientation of the transmission system
and maximum speed of the vehicle as 60 km/hr radius
comes out to be 11 inches. Apart from outer radius of
the tire, other factors for the selection of tires include
tread width, tread design, side wall width, load handling
capacity, number of plies and treads on side wall etc
which define the traction ability, tire resistance to wear
and puncture and performance of the tire on various
terrains.
Reason:
1. Built with a 6 ply rating and a reinforced casing
makes these one of the most puncture resistant tires
in the market today.
2. Large shoulder knobs wrap down the sidewall to
provide excellent side to pull out of the ruts without
causing sidewall failure.
3. The deep tread and open wing design provides
excellent clean-out with each lug and an improved
traction.
4. Special natural compound delivers added traction.
5. Smaller tires in front results in a smaller magnitude
of moment on the wishbones due to cornering forces
during steering.
6. Use of the larger outer diameter tire at the rear helps
to provide good ground clearance and also 8 inch
treads provides good traction to the power wheels.
3.4 BRAKES
The criterion for designing the brakes stated as per the
rule book is that all the four wheels should lock
simultaneously as the brake pedal is pressed.
For designing the braking system this year, we
calculated the weight of our vehicle in static condition as
well as in dynamic condition as per the deceleration (0.6
g) and stopping distance. In static condition it is around
60kg on each front tire and 110kg each on the rear tire.
But in dynamic conditions, we consider weight to be
85kg on each tire, the front and the rear. We have
calculated the dynamic weight using the formulae as
given below:
Front axle dynamic load =
1
+

Rear axle dynamic load =
1

Where,
W1=Weight on the front axle in the static condition.
W2=Weight on the rear axle in the static condition.
g = Acceleration due to gravity.
W= Total weight of the vehicle.
H=Height of center of the gravity.
L= Length of the wheel base.
Deceleration of the vehicle is .

We planned to use disc brake in all four wheels. Initially
we thought of using disc brake in front and drum brakes
in rear but problem with drum brake is of locking .For
achieving the condition for locking at once on the
application of brake paddle, it is preferred to use disc in
all four wheels. Some formulas that we used for
designing our brakes:
T (disc) =
1

1
+
2

2

T (disc) = 2 .
Where,
T (disc) = Frictional torque on the disc
f = deceleration
W = weight of the body
R = Effective radius of disc
R1= Radius of front tire
R2= Radius of rear tire
P = Pressure applied by the TMC.
= Coefficient of friction
R=Radius of the disc
A= Area of the caliper for disc brake
P= Pressure applied by the master cylinder.
Using these formulae, we have done our calculation and
selected our brakes. Some of calculations are shown in
the table 5:

Table 5: Brake pedal force calculation
F
kg
Pr

D1
mm
D2
mm
R
inch
R1
inch
R2
inch
3.0 3.21 16.25 16 98 10.5 11
2.5 3.86 16.25 16 98 10.5 11
3.0 3.84 17.78 16 98 10.5 11
3.8 3 17.78 16 98 10.5 11
3.2 3.58 17.78 16 98 10.5 11
3.0 4.44 19.05 16 98 10.5 11
3.2 3 16.25 16 98 10.5 11

Where the parameters shown above are as under:
F=Pedal force required for braking (kg)
Pr = Pedal ratio
D1=Diameter of the TMC (mm)
D2=Diameter of caliper cylinder for the disc (mm)
R = Effective radius of the disc
R1=Outer radius of the front tires (inch)
R2=Outer radius of the rear tires (inch)

The above highlighted specifications have been selected
for our vehicle. We selected these as per our design of
the braking system for 5.9 m/s^2 deceleration.

3.5 STEERING SYSTEM
After a comparative study on different steering which are
available in the market it was found that the best suitable
steering for our vehicle is central roller and rack. Table 6
shows results of our study on steering.

Table 6: Steering comparison
Types of
steering

cost weight Sensitivity
and
response
efficiency
Rack and
pinion
low light poor fine
Central
roller and
rack
low light good good
Recirculating
ball type
high medium poor Very good
Worm and
roller
medium heavy poor medium
Worm and
sector
medium heavy Very poor good

Central roller and rack.
Turning radius 8 feet.
No. of teeth on the Rack bar =36
Length of rack = 144mm
The ratio of the rack and pinion = 12:1
The axial pitch of the Rack bar = 6 mm
Steering ratio 7.8:1
No. of universal joints in column = 2
Column inclination from horizontal- 45 degree
Removable steering wheel assembly for the ease of
driver exit in time specified as per the rulebook.
No. of the tie rods = 2.

Figure 4: Central roller and rack


While designing the steering system the constraints that
we possessed were centre alignment of steering system,
track width, human effort at the steering wheel and the
desired response of the steering system.
Apart from deciding the steering ratio we have not been
able to design the linkages, tie rods etc as presently we
do not have the gear box of steering.
The formulae used for steering calculations are:

= + +
= +
Where,
C Length of tie rod
X, Y lengths as shown in fig 5
p, q angles as shown in fig 5
a length of steering knuckle from center of tire
b Perpendicular distance of steering knuckle from pivot
point as shown in fig 5.
FIGURE 5: Steering knuckle

3.6 SUSPENSIONS
Suspension is the term given to the system of springs,
shock absorbers and linkages that connects a vehicle to
its wheels. The suspension systems not only help in the
proper functioning of the car's handling and braking, but
also keep vehicle occupants comfortable and make your
drive smooth and pleasant. It also protects the vehicle
from wear and tear.

This year we are going to use equal wishbone
suspension in both front and rear because of the
following reasons:-
* Double wishbone designs allow the us to carefully
control the motion of the wheel throughout suspension
travel, controlling such parameters as camber angle,
caster angle, toe pattern, scrub radius more.
* In a double wishbone suspension it is fairly easy to
work out the effect of moving each joint, so you can tune
the kinematics of the suspension easily and optimize
wheel motion.
*Double wishbones are usually considered to have
superior dynamic characteristics, load handling
capability and are still found on higher performance
vehicles.
Spring Design started with some arbitrary parameters
within the constraints
Constraints: Weight, ground clearance required and
space limitations
Estimated weight of
vehicle
250 kg approx.
Driver with
accessories
90 kg approx.
Total weight with
driver
340 kg approx.
Unsprung mass 75 kg approx.
Sprung mass 265 kg (at max. with
driver)

Now according to design for rear wheel drive 40% of the
total weight will be distributed at the front portion and the
remaining 60% of the weight will be at the back or rear
end.
From the above estimated weight we find that weight
distribution at one side of front end will be approximately
70 kg and at one side of rear end will be approximately
105 kg. So, all the calculations will be done taking this
weight distribution only.
3.6.1 FRONT SUSPENSIONS
The spring damper would be placed at the centre of the
upper wishbone as shown in the figure 5.
Taking ground clearance to be around 8 inches and load
of 70 kg on each tire. Thus static load on each spring
would be 140 kg as spring is mounted at the centre of
the wishbone
Figure 6: Front suspension on optimum k

Front spring design specification of our vehicle is shown
in the table 7.
Table 7: Front suspension spring details
Length of spring 171 mm
Total length(spring +
damper)
291mm
Wire diameter 7mm
Mean coil diameter 51mm
Allowed travel of spring 100mm
Stiffness 20N/mm
Pitch 19mm
No. of active turns 10
Total no. of turns 12

3.6.2 REAR SUSPENSION
Here also the constraints were ground clearance 8
inches, vehicle weight 110 kg on each tire and
movement of transmission shaft as shown in figure 7; full
angle being 15 degree, full jounce 3 degree and full
rebound 12 degree
In here, we keep the mounting point of the spring on the
upper wishbone and at its end. The rear suspension
system is as shown in figure 7.
Figure 7: Rear suspension on optimum k

For the smaller half drive shaft, the distance between
spring mounting point and shaft hinge point is 12 inch
approximately. Thus, for 15 degree spring movement is
80 mm as calculated by the formulae:
LENGTH OF ARC = RADIUS * ANGLE SUBTENDED
So for 1 degree movement of shaft deflection of spring is
5.3 mm
Rear spring specification after designing the rear
suspension is shown in table 8.


Table 8: Rear suspension spring details
Length of spring 230 mm
Total length(spring +
damper)
490mm
Wire diameter 11mm
Mean coil diameter 80mm
Allowed travel of spring 72mm
Stiffness 30N/mm
Pitch 19mm
No. of active turns 10
Total no. of turns 12
Initial compression (after driver is seated) = 33.3mm
From initial compression we conclude that the
movement of shaft required is 6.3 degrees
3.6.3 DESIGN AND ANALYSIS OF WISH
BONES
FRONT SUSPENSION

REAR SUSPENSION

3.7 HUB DESIGN
The hub assembly has a very important contribution
towards vehicles weight. So to achieve our main
objective of reducing the overall weight of our vehicle we
have to reduce the weight of wheel assembly. We have
a detailed study of previous years wheel assembly. It
was made up of mild steel that why weight of the
assembly is extremely heavy. This year we have
decided to use aluminium alloy for the manufacture of
our hub .we are also using some standard part such as
disc, spline cut alto shaft etc to reduce the cost of our
hub assembly. Wight of this year hub assembly is about
3kgs and 400gms which is 4 times less than previous
year
TABLE 9: Hub weight comparison
Hub assembly weight of
2010
3kg and 440gms
Hub assembly weight of
2009
14kgs and 780gms
Hub assembly weight of
2007
22kgs and 340gms

FIGURE 8: Hub design on pro-e

4.0 CONCLUSION
As discussed earlier, our approach is to design for the
worst and still optimize so that we avoid over designing.
This would help us to reduce the cost.
The approach that we followed is iterative in nature and
processes like reverse engineering are adopted in order
to select various systems from the ones, existing in the
market. This step would ensure standardization and
reliability would follow as a by part.
Our top priority would always be the safety of the driver
and working in this direction, we will strive to add
aesthetic value and a sense of ergonomics to the
vehicle.
5.0 ACKNOWLEDGMENTS
The design process is not a single handed effort and so
it is my team, whom I wanted to thank for standing with
me under all circumstances. I would also like to express
my gratitude towards our Mechanical department and on
the whole towards the college for supporting us and
believing in us. SAE has provided us with an excellent
platform for learning and showcasing real life projects.
While working on the project, it was really heartening to
see that the people from industry were willing to help us
and they provided us with their precious time.
6.0 REFERENCES
1. S.S.Rattan ,2005,Theory of Machines
2. V.B. Bhandari ,2007,Design of Machine
Elements
3. SAE , 2008 ,Advanced Vehicle Technology
4. Thomas D. Gillespie ,2008 ,Fundamentals Of
Vehicle Dynamics

7.0 CONTACT
Vikrant Dalal
Mechanical Engineering student
Institute of Technology and Management,
Gurgaon

Web site www.thetechietyros.com
Email I.D. vikrantdalal@yahoo.co.in

Address: V.P.O Goela Khurd, Najafgarh New Delhi
110071


engine
Type 4-stroke, gasoline
Lombardini engine
Displacement 305 cc
Compression Ratio 8:1
Power 8 KW
Torque 19 NM at 3000 rpm
Drive Train
Transmission 4 speed manual constant
mesh gear box with 1
reverse
Company Mahindra alpha champion
Chassis/Suspension
Chassis Type IS 1239 Steel Pipes
Overall Length 1400 mm.
Wheel Base 1150 mm.
Overall Width 1600 mm.
Front Suspension Double Wishbone
Rear Suspension Double Wishbone
Ground Clearance 250 mm
Shocks coil-over
Front Travel 200 mm. (75 mm rebound
and 125 mm jounce )
Rear Travel 100 mm (75 mm rebound
and 25 mm jounce )
Vehicle Weight 270 kg
Wheels/Tires
Front Tires 21 in. x 6 in. ITP Holeshots
Front Wheels 10 in.
Rear Tires 22 in. x 8 in. ITP Holeshots
Rear Wheels 10 in.
Performance
Approach Angle 80 degrees
Departure Angle 60 degrees
Top Speed 60 km/hr
Rear Wheel Torque 1584 NM