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DESIGN REPORT
Team ID : FFS1835
Team Name : OJASWAT
College Name : C.S. Patel Institute of Technology, Charusat University
City : Anand, Gujarat
Faculty Advisor: Anand P. Patel
Author : Kaushal Prajapati
Co-Author : Parth Lad
ABSTRACT: 1. Analysis of previous year’s car
This report convey’s information regarding team • The above shown design is of previous year’s car. For
Ojaswat’s 2017 formula car for FFS 2018. The main making new chassis, we took this as the reference.
aim of this year’s project is on weight reduction and • Our main intention was to reduce the weight in new
optimisation in different areas such as optimisation chassis. The weight of previous year chassis was 36.5
in power band within 5000-7500rpm, using kg which was very much optimized and light weight.
different thickness pipe in the chassis, also a major • We decided to make new chassis under 30 kg. this
chassis was designed for Suzuki GSXR 600 and our
reduction in weight from 304kg (without driver)
chassis would have KTM rc390. So, there will be
from previous years car to 240kg (without driver).
more changes in rear portion.
Also, there are changes to achieve maximum • Front portion is already well optimized at design
cornering speed of vehicle with maximum point of view. Now, we are left with several options
drivability during acceleration, cornering and bump for weight reduction which includes material
by achieving minimum CG height from road base. procurement, changes in design, variable pipe
thickness etc.
With all these and a major purpose was to develop • In order to select the final design of our project, the
a completely new steering system for team group has created several design requirements which
OJASWAT appearing in FFS 2018. have been divided into constraints and criteria.
• These design requirements are a combination of rules
and self-set goals to improve upon the chassis of last
CHASSIS DESIGN. year’s vehicle and the success of the design group
will be based on being able to effectively meet these
1.Introduction requirements.
• Chassis basic:
A chassis consists of an internal vehicle frame that
supports all other parts of the vehicle. It is the fabricated
structural assembly that supports all functional vehicle
systems. It acts as the skeleton of the vehicle combined
with suspensions system. The main area of focus in
chassis this year is weight reduction and more
optimization with high strength compared to previous
year’s chassis. At the time of impact, chassis keeps driver
safe in cockpit. So, more optimized design with strength
and weight reduction is the purpose of making this new
chassis.
SUSPENSION DESIGN
1 Introduction
Suspension system is the term given to the system of
springs, shock absorbers and linkages that connect a Equations 3.2.2 Longitudinal Load Transfer Under
vehicle to its wheels. When a tire hits an obstruction, there Braking
is a reaction force and the suspension system try to reduce
this force. The size of this reaction force depends on the
unsprung mass at each wheel assembly.
3.4 Instant Centre and Roll Centre
Original vs new design:
Equation 3.4.1 Camber Change Per mm of Ride
2. Resources Current Suspension New Suspension Ideal Parameter
Criteria Front Rear Front Rear Front Rear
2.1 Solid works Suspension Suspension Suspension Suspension Suspension Suspension
Solid works is a 3D design software Kingpin
package with functions including FEA Inclination 3.88° - 3.88° - 0° - 8° 0° - 8°
Angle
analysis, Weldments, a rendering package as Caster
5° - 5° - 3° - 7° 3° - 7°
well as surface modelling and basic Angle
sketching. Static
Wheel -1° -1° -1° -1° 0° - -4° 0° - -4°
Camber
2.2 Lotus Analysis Software Scrub 0mm – 0mm –
Lotus Analysis Software provides an easy Radius 10mm 10mm
way to see what happens to a vehicle’s Roll
-25mm – -15mm –
Centre 45mm 60mm 40mm 60mm
suspension after: Height
50mm 60mm
present during acceleration and breaking. The more of the spring’s job. Figures of 200 - 300 CPM are
longitudinal weight transfer during steady acceleration needed, with Natural frequency’s reaching as high as
or breaking is a function of wheelbase, centre of gravity 500 CPM at the peak of the ground effect era. It is usual
height and acceleration or breaking forces to find the rear frequency to be about 10% higher than
The anti-features changes the amount of load going the front. This is to avoid a nose up nose down
through the springs and the pitch angle of the car. Anti- oscillation caused by the front wheels when rising over a
features are measured in percent. A front axle with bump first, followed shortly by the rears. For an inboard
mounted coil, there are effectively three rates to any
100% anti dive will not deflect during braking, no load spring.
will go through the springs, and a front axle with 0%
anti dive will deflect according to the stiffness of the Equation 3.12.1 Wheel Frequency
springs fitted; the entire load is going through the
springs. It is possible to have negative anti effects. This
will result in a gain of deflection.
= 4𝜋2 × 𝑊ℎ𝑒𝑒𝑙 𝐹𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦 (𝐻𝑧)2 × 𝑆𝑝𝑟𝑢𝑛𝑔 𝑀𝑎𝑠𝑠 Equation 3.13.5 Desired Total Roll Gradient
(𝑘𝑔) × 𝑀𝑜𝑡𝑖𝑜𝑛 𝑅𝑎𝑡𝑖𝑜2 Equation
and handling characteristics due to lower unsprung for the fitting of spherical bearing and two grooves at
weight and the ability to address each wheel both side of bearing were provided for the circlips. The
individually. The maintenance of Double wishbone is design gave good strength in fact it gave more strength
easy and more efficient than Trailing arm cause if load than needed, it was very bulky and heavy design, and
acting on a-arm exceeds the capacity in Trailing arm material and machining cost were high too. In short, the
case it may cause damage to drive shaft also leading to length of part could be kept small but the thickness was
expensive maintenance. On the other hand, in case of too much so, we decided to make changes in the design
Double Wishbone the tubes of a-arm will get damaged and optimize it.
which are easy and economical to replace than drive
shaft. ➢ V2
Upper Part
4.1 Design Alternatives
4.1.1 Attachment Parts for A-Arm:
V1
Lower Part
Lower Part
This was the first design that came to our mind. The
circular slots at front faces were provided to insert a-arm
tubes which maintain the predefined angle between a-arm
tubes during welding thus, eliminating the need of fixture,
but after we realized that to accommodate this slot we had After making some changes in the previous design, we
to increase the thickness of part more than necessary came up with this design. Instead of circular slots, we
because whole tube would go inside the part which provided extruded cylindrical parts to maintain the
increased the thickness. The vertical mounting plates predefined angles between the a-arms. This helped us to
decrease the thickness as the tube would go upon the
extruded cylinder, which did not affect the thickness of
part, rather than going inside the part increasing the
thickness of part, keeping the thickness minimum such
as circlip at both side of bearing could be provided.
However, by doing so the total length of part increased
because, in previous version, the tubes would go below
Upper Part the mounting plates but that is not the case here. We had
to provide extra length for extruded part and face
were welded on the attachment parts, which were going supporting that extruded part. Therefore, this design was
to be used for lower a-arms to accommodate the push still heavy and raw material cost and machining cost
bar. In case of lower part circular slots at front would were high so we decided to think about these problems
use the space below mounting plates of push bar means and optimize it further.
that we would not have to increase the length to provide
mounting plates meaning that, length of part can be
decreased without worrying about space for mounting
plates. A through hole of 16mm diameter was provided
[Type here]
➢ V3 Upper Part
Lower Part
SLOTTED TUBE
Upper Part
raw material and after that machining phase, we would will not change its toe angle (our car is front steered) so
have to do extra machining on whole part except rear there was no need to increase the weight of rear lower
end, so the raw material and machining cost would part by providing extended rectangular section. The part
increase unnecessarily. In the end, we thought that we was cut from 5mm metal sheet by laser cutting and the
had to do something about this also. hole for bearing was provided by same method. So raw
material cost and machining cost was very less
➢ V5 compared to all previous design and was most light
Upper Part weighted also.
A-ARM ASSEMBLY
Lower Part
➢ Anti-pitch geometry:
No anti geometry was used in Ojaswat 16 due to
compliances caused in side view geometry of
arrangement and location of control arm pick-up points
on chassis.
25% anti-dive geometry is chosen for Ojaswat 17 to
The long process of thinking finally led us to this design.
control the pitching movement of the car during braking
This was the simplest design of all previous designs yet
and accelerating.
it fulfilled all of our basic requirements. In previous
➢ Swing arm length:
design, we had provided 10mm thickness at rear end for
As the swing arm length is the largest determinant of the
the grooves but in design, we removed this and gave
camber curve variation of this distance would be used to
uniform thickness of 5mm. The thickness of bearing was
attain the desired camber gain. Based on the
5mm and outer diameter was 16mm same as the through
recommendations identified in Staniforth (1999) a
hole given at the rear end, thus bearing was press fitted
medium FVSA length (1000mm –1800mm) was chosen
in hole and to secure the bearing further we brazed two
as the best compromise of minimizing roll centre
washers with part at both side of bearing. The washers
movement, getting the required camber gain and limiting
were of such size that it would only be in contact with
scrub radius. A longer swing arm at the front (relative to
collar allowing the ball of bearing to rotate without any
the rear) to reduce camber gain as castor geometry on
obstruction. This setup of brazed washer at both side of
the steering would introduce extra negative camber on
bearing secured the bearing in hole of part that it would
the outside wheel. Swing arm lengths of 1600mm on the
not come out of part if press fit were to fail. In lower
front and 1200mm on the rear were finally selected for
parts, rather than increasing the whole length of part to
the kinematic design.
avoid the collision of mounting plates of push bar and
➢ King pin inclination:
knuckle we extended a rectangular section upon which
Positive kingpin angle causes the outside tire to take on
push bar mountings would be welded. This extended
positive camber when the front wheels are steered which
section was only provided at front lower parts because,
is highly undesirable (Milliken & Milliken 1995).This
push bar mounting plates and knuckle may collide only
undesirable effect can be countered by the negative
during cornering after certain angle but in rear the tire
camber gained during steering from castor angle. In
[Type here]
addition, to reduce the scrub radius and overall trail to SUSPENSION GEIOMETRY
provide an easy steering, a positive KPI of
3.88 degrees is adjusted.
➢ Camber:
In this system, the upper control arm is kept shorter for
inducing negative camber angle during the wheel
jounce. Camber angle will control the handling
characteristics of suspension system. Negative camber
will help to maintain good tire contact patch while ➢ Castor:
cornering. Also, maximum acceleration along a straight Castor angle provided is used to optimize the steering
line is obtained when the camber angle is zero. Too characteristics during cornering. Proper Castor angle
much camber angle leads to bad handling. With the helps to achieve self-cantering during the left or right
application of SLA (Short Long Arm) system, the steering conditions. Positive castor angle will help to
camber angle can be adjusted. Ojaswat 18 car has a give directional stability as well as provide easier
static camber of -1 deg at front and -1 deg rear. driving. Ojaswat 17 car has a front castor of +5 deg.
➢ Toe:
Toe is given to car wheels so that they remain
straightforward when in straight driving conditions. As
the car is rear wheel, drive the front wheels are kept at
toe in conditions so that during the running condition the
wheels will turn straight providing maximum contact
patch. This will aid to the straight driving stability. The
required toe angle is a compromise between the rolling
resistance and straight wheel stability. The toe can be
Rear FVSA Geometry adjusted per the requirement. Ojaswat 17 car has a static
toe +1 deg at front and 0 deg at rear.
5. Detailed design
5.1 Data of suspension parameters
Data:
Weight of whole car with driver 300 kg
Weight of car without driver 230 kg
Roll gradient 1.2ᵒ/g
Roll Center Height for front 45mm
(RCH)
Roll Center Height for rear 60 mm
(RCH)
Horizontal distance of C.G from 867.15mm
front(a)
Horizontal distance of C.G from 707.85mm
rear(b)
Wheelbase 1573 mm
C.G. height 230mm
[Type here]
Total sprung weight 235 kg • Required rolling stiffness of system for no anti-roll bar
case,
Motion ratio 0.8 𝑊𝑠𝑝𝑟∗𝐻𝑟𝑚
Køreq = 𝑅.𝐺.
Track width for front 47’’
235∗9.8∗0.1778
Track width for rear 45’’ = 1.2
• Since, tire and spring can be considered in a series In suspension department, primary designing was done
connection, by using SolidWorks, CREO etc., and analysis was done
𝐾𝑟𝑓∗𝐾𝑡 by using SolidWorks.
Kwf = 𝐾𝑡−𝐾𝑟𝑓
POWERTRAIN DESIGN.
❖ Introduction
➢ Power train department consists on Hub, Upright,
Differential, Wheels, Tires, Axle.
➢ The components are responsible for transmitting
6.1 Parts Images power from the engine to the wheels.
GE8ES Bearings to be press fitted inside A-Arm ➢ These components help in deciding acceleration,
attachments speed, centre of gravity etc.
Rocker Arms and Shockers
❖ Bearing Selection
➢ We selected single row tapered roller bearing for our
car.
➢ The main reason for using this bearing is that it can
withstand axial as well as radial forces as compared
to angular contact bearing or deep groove bearing
which can balance only vertical forces.
𝑑 60
Velocity of car, v= 𝑡
= 4
= 15 m/sec.
𝑣 15
Longitudinal acceleration, 𝑎 = 𝑡 = 4
= 3.7 m/sec2
Skid pad track diameter, Ø=15.25 m => r=9.125 m ➢ Aluminium Alloy (6082) > Tensile Ultimate
Strength
Width of track= 3 m Tensile Ultimate Strength Pa
3.1e+008
Now, traveling distance
d=2𝜋r = 2*3.14*9.125= 57.33 m
❖ Wheels
For above d and t = 5.5 sec. (For complete lap)
➢ We selected 10-inch wheels.
d 57.33
𝑣=𝑡= 5.5
= 10.426 m/sec ➢ We were using 13 inches previously, so this time we
𝑣2 10.4262 reduced our car weight by selection smaller wheels.
a= = = 11.9 m/sec2
𝑟 9.125 ➢ The wheels are made from Aluminium 6061-T6,
So, 2G is taken. which is light in weight.
• Vertical Force ➢ The wheel width is 6 inch which helps in perfect tire
• Considering the weight transfer on the front wheels fitting.
and referring brake design report the vertical force
was taken as 2g. ❖ Tires
➢ We are using 10-inch Hoosier Tires (44115).
•
➢ These are wet tires which have a softer compound to
❖ Material Selection
provide more grip.
➢ For Hub and Upright Aluminium 7050 T7651.
➢ The tire has a thread width of 6.2 inch which offers a
➢ This material is light in weight and proper hardness
proper contact patch.
so that it can be used for manufacturing.
➢ For Differential mounting we have used Aluminium
❖ Hub
6082 as it is cheaper and not much strength is
required for holding the differential.
➢ The design was made considering brake disc size, ❖ Upright (Right front and Left rear)
brake calliper size and wheel size.
➢ The force calculated where applied on bearing ➢ Upright is made from same material as hub.
mounting location considering wheel mounting ➢ Upright is designed to match proper steering and
points as fixed. suspension geometry.
➢ The hub was manufactured from an aluminium billet. ➢ Uprights were made from same aluminium billets.
First it was machined on lathe machine by turning ➢ These were machined from VMC.
process and then it was put on VMC for required
shapes and threading for bolts.
➢ The grub screw is made from aluminium which is
welded on Hub to prevent it from turning.
Fixed
Object Name Force
Support
State Fully Defined
Scope
Scoping Method Geometry Selection
Geometry 8 Faces 2 Faces Object Name Fixed Support Force
Definition State Fully Defined
Fixed Scope
Type Force
Support Scoping Method Geometry Selection
Suppressed No Geometry 12 Faces 2 Faces
Define By Components Definition
Coordinate Global Coordinate Type Fixed Support Force
System System Suppressed No
X Component 2700. N (ramped) Define By Components
Y Component -3600. N (ramped) Global
Z Component 3600. N (ramped) Coordinate
Coordinate
(FIG 7,8,9) System
System
-3600. N
➢ Constraints: ➢ Wheel X Component
(ramped)
mounting points
3600. N
➢ Forces: ➢ Bearing surface Y Component
(ramped)
➢ Maximum stress: ➢ 1.04 X 10^8 Pa
2700. N
➢ Maximum ➢ 0.4mm Z Component
(ramped)
deformation:
➢ Factor of safety: ➢ 4.7 (Minimum)
(FIG 10,11,12) (Related analysis is shown below
in the report)
[Type here]
➢ Constraints: ➢ Mountings
Points
➢ Forces: ➢ Bearing
Surface
➢ Maximum stress: ➢ 7.846 X
10^7 Pa
➢ Constraints: ➢ A-arm ➢ Maximum deformation: ➢ 0.0813mm
mounting points and ➢ Factor of safety: ➢ 3.33
steering clamp (Minimum)
➢ Forces: ➢ Bearing
(FIG 15,16,17) (Related analysis is shown below
Surface
in the report)
➢ Maximum ➢ 4.405 X 10^7
Stress: Pa
➢ Maximum ➢ 0.03mm
deformation:
➢ Factor of ➢ 11.1
Safety: (Minimum)
[Type here]
On completion of this project, we will be able to WE ARE GOING TO USE ACKERMANN TYPE
successfully modify, develop and fabricate a steering STEERING SYSTEM TO ACHIEVE MINIMUM
system for team OJASWAT that will compete on the SLIP.
track with teams of other colleges.
angle made by tie-rod therefore reducing the force In this system, Rotary motion applied on the steering
required to steer the vehicle which is a correction over the wheel by the driver is transmitted to the pinion by a
previous year design. A C- clamp is used as a steering arm suitable mechanism. This rotary motion of the pinion is
on the upright which simplifies the design constraints of converted into linear motion through rack, which is in
the knuckle (upright). To provide a connection between mesh with pinion with suitable clearance.
the steering wheel and steering gears we have used a
bevel gear mechanism instead of a universal joint as it There are following factors required to be calculated
proves out to be more efficient compare to universal joint for above system: -
for our design. For Pinion:
Material: Mild Steel
2.2) Calculation of Ackermann Percentage Module (m) = 2
The design used in current FORMULA-3 RACING CAR Pitch circle diameter (PCD) = 34 mm
is based on the Ackermann steering geometry. In order to No. of teeth (N) = 17
achieve the proper design, we go through several different [As we know that M=PCD/N]
adjustments in the location of rack pinion housing. For Rack:
Total length of rack = 300mm
Then, the design was selected from the output based on Length of teeth on rack = 200 mm
Ackermann percentage. To find Ackermann percentage Length of Tie-rod = 400 mm
we have used the following formulas. – (Obtained from software by designing and providing
suitable rack travel along with angle induced)
1) Force Calculation:
Once we have done the design, we have to calculate the
total force that the driver has to put to steer the wheel. We
With this formula, we have got the best suitable result will study the highest value of the force to turn the wheels.
when rack was at ZERO offset from the axis passing This force appears when the car is stopped and it starts the
through centre of front wheels. movement of the wheel.
Given details are for: Wheelbase(W) =1573mm and Now, considering the weight distribution as 45% on front
Track Width(T) = 1120. side and as engine is assembled at rear portion, so 55%
weight at that portion.
SR. INNER OUTER ACKERMAN ACKERMAN
NO. ANGLE ANGLE (degree) PERCENTAGE For this vehicle, we are going to design for the front-
(degree) (degree) (%) wheel steering system, so for that we are considering 45%
1 10 9.27 10.46355968 95.56977072 weight of the body and further calculations based on that.
2 20 17.23 21.70316507 92.15245767
3 30 23.96 33.02749963 90.83339743
4 40 29.44 43.33691217 92.30006939
Weight at front side = (300*45)/100 = 135 Kg
Now, here we assume uniform pressure is acting on tire. • Hence the maximum effort required to steer the wheel
is 310.5636 N and the minimum effort is 227.5539 N.
which is -
2.4) Calculation of Shaft Diameter
P (pressure)= 662.175/contact patch area
By using the maximum steering effort, we can calculate
Area is circle with radius =88.9 mm the diameter of steering column and as a result we can
Now, according to uniform pressure theory, moment also finalize the material type and grade which can
required to turn the tire is- withstand the torque transmitted by steering effort.
=2*1*662.175*88.9/3
Where:
(taking co-efficient of friction=1)
T: torque in the steering column
M=39244.905 N mm R: ratio column
Now, let’s ‘X’ be the human effort, Therefore, we are going to take the steering shaft of
diameter 15 mm
X=Fr*radius of pinion/radius of steering wheel
Design differences from previous year
The results of above forces are as follows- PREVIOUS CURRENT
YEAR MODEL MODEL
Given details are for: Tire Moment(M)=39244.905 N mm Length of steering arm 70 mm 58 mm
and for normal force acting on steering arm Fs = 676.6363
Angle of steering arm 0 degree 8 degrees
N. Fr1(N) Fr2(N) Net Fr(N) Human Effort(X) with tire (direction of
(N) motion)
815.0213 702.0044 1517.026 227.5539 Bevel ratio 1:2 1:1
926.5417 682.5379 1609.08 241.3619
1101.008 676.6912 1777.699 266.6549
1391.296 679.1284 2070.424 310.5636 By changing following parameters, we are able to
reduce the steering effort and increase the Ackermann
percentage.
[Type here]
STRESS SIMULATION
3) SUMMARY:
4) DESIGN SIMULATION
1) PINION SIMULATION
STRESS SIMULATION
DISPLACEMENT SIMULATION
[Type here]
DISPLACEMENT SIMULATION Maruti Suzuki flexi line for rear callipers. Flexi
lines used in our car are nylon braided
5. Brake fluid:
Brake fluid is classified by its DOT number.
Standard brake fluid (DOT 3) is composed
chiefly of equal parts of alcohol and castor oil.
This combination of fluids works well under
normal conditions, has a boiling point of over
400ﹾF, and becomes a vapour under heavy-
duty applications.
Brake Calculation
All the calculations are performed considering initial
velocity of 60 kmph and final velocity of 0 kmph.
INTRODUCTION
enhances overall performance of the engine. Audi began manifold dimension, fixed length intake manifold and
to use a similar system in some cars in the 1990s and Ford Variable length intake manifold.
Motor in 1997.
3.) Cylinder runner
IC engines produce air pollution emissions as a
consequence of uneven distribution of combustible air to The cylinder runners are the parts of the air intake system
the engine and incomplete combustion of air-fuel mixture. which delivers air from plenum to the combustion
The principal products of the process are carbon dioxide, chamber. In each runner, the principal phenomenon that
water, mud, black carbon and some unburnt governs its performance is actually, the effect of acoustic
hydrocarbons, which is produce due to lesser amount of waves [18, 24]. As the purpose of the cylinder runner is
air-fuel ratio supplied to the engine, and the additional distribution of air, performance to transport the maximum
products of the combustion process include nitrogen amount of air, and in the case of the engine, the successive
oxides, which is produced due to excess amount of air- enhancement in volumetric efficiency.
fuel ratio supplied to the engine. The amount of air is only
4.) Throttle body
one parameter which produces emission. Thus it is needed
to design a manifold which deliver appropriate amount of Air intake in engine is controlled by mechanically
air to combustion chamber. actuated throttle body mounted on air intake system.
Design Details -PROBLEM IDENTIFICATION
2.1. Design constrains
The primary function of the intake manifold system was
Intake system restrictor have to be located between to transport combustion air to the cylinder. Specifically,
throttle and engine. Restrictor diameter is 20mm i.e.; all the primary design goal was to distribute the air evenly to
the engine air must pass through 20mm restrictor. each intake port, as doing so improve the engine ability to
efficiently produce torque and power. The geometric
The maximum allowable internal diameter of the intake design of the intake system affects the volumetric
runner system between the restrictor and throttle body is efficiency of the engine, and thus directly affects the
60mm or equivalent area of 2827 square millimetre if performance of the vehicle. The construction of the intake
non-circular. system has a major influence on how the engine performs
at various RPM‘s. The challenge, therefore, was to
2.2. FUNDAMENTALS optimize the design of the intake system and remap the
fuel injection system. To achieve primary design goal of
-Intake system terminology
distributing equivalent amounts of air to each cylinder,
1.) Restrictor there are several objectives to consider when designing an
intake system:
Restrictor is part of the intake manifold is similar to what
1.) Minimize pressure loss, as pressure loss results in a
is usually known as a critical nozzle. Such components
are often used in practice of industries as simple control decrease in output power.
devices to control the mass flow rate. All such type of
2.) Minimize bends and sudden changes in geometry, as
devices will be discussed to as restrictors throughout the
these geometric affects can cause pressure loss.
rest of this report.
3.) Maximize air velocity into the cylinder, as this
2.) Plenum
provides a better mixture of fuel and air, which results in
It is storage device which placed between throttle valve better combustion and performance.
and cylinder runner. The function of the plenum is to
4.) To select optimum plenum size according to the
equalize pressure for more even distribution air-fuel
engine to maximum mass flow rate in order to improve
mixture in side combustion chamber, because of irregular
the volumetric efficiency
supply or demand of the engine cylinder, sometime
plenum chamber also work as an acoustic silencer device. 5.) To achieve the Mach number (M=1) at throat of
There are two types of intake manifold on the basis of restrictor nozzle, to increase the volume flow rate of air
[Type here]
through restrictor but it depends upon boundary and also certified by ISO: 9300. For
condition.
designing any restrictor five variables
6.) Minimize the mass of the system, a common goal of
every subsystem of the vehicle. were used to define the optimum profile of
7.) Design a technique to fluctuate the intake plenum the restrictor, inlet diameter Di, choke
length, cylinder runner length and optimal profile for
restrictor to operate the engine efficiently over a wide diameter D, exit diameter De, radius R and
speed range. exit angle; and these five variables can be
8.) To order to achieve minimum turbulence, it is
obtain by using standard profile of
necessary to design a profile with no flat edges with
central inlet curved plenum which transferred the air at
ISO: 9300.
right angles to four tapered runners.
-With 4 different variables
9.) The main objective for designing the cylinder runner
is to propagate back the -inlet area
higher pressure column of air to intake port within the -inlet radii curvature
duration of the intake valve‘s closure.
-diffuser angle
10.) To keep minimum runner diameter area as much as
possible, because increase in diameter provides additional -diffuser length
surface area that creates more flow resistance and also
reduce the air velocity.
2.) Plenum
- According to rule all air must pass through 20 mm The main purpose of the restrictor is to limit the amount
restrictor.so to obviate this restrictor effect to some of power an engine with a given displacement can
extent we design cd nozzle for efficient breathing of generate. Thinking of an internal combustion engine as an
engine even at high rpm. air pump, the amount of power that can be developed is
bounded by how efficiently the engine can move the
For achieving maximum volumetric largest volume of air from the intake into the engine and
out through the exhaust: the restrictor is, therefore, the
efficiency, nozzle of ISO: 9300 categories limiting component to moving air into the engine, thereby
bounding the volume of air that can be moved. In order to
was assumed to be best design and most maximize power output, it is necessary to maximize mass
flow and minimize losses through the restrictor. Using
beneficial for the use, because it compressible fluid dynamics equations, assuming
consists of an inlet radius, and exit angle isentropic conditions, the following functional
relationship is developed:
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-Too much plenum volume leads to poor throttle Outlet: pressure =atmospheric
response.so, plenum volume of 2.5litre was selected. - Residuals: - x, y, z velocity
- STOCK ENGINE CURVE -Continuity equation and expression were created for
Mass flow rate inlet + mass flow rate outlet to keep check
on continuity.
Plenum: 2500cc
Plenum: 3000c
Plenum: 1000cc
3. Manufacturing plan
- Intake system pattern is made with the help of clay
(Runner length 300mm) modelling and then fibre glass moulding is done.
- Epoxy and phenoyl resin are used in manufacturing.
- Throttle bore size was also decreased from 34mm to
28mm for better throttle response
Exhaust system
1. INTRODUCTION
1.DESIGN CONSTRAINT
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Engine exhaust system is to designed under following muffler must be able to attenuate both low and high
constrain frequency modes.
- The exhaust system must not protrude more than 1.) Baffle type
450mm behind the center line of rear axle and shall be no
more than 600mm from the ground. 2.) Wave cancellation type
- Maximum sound level is 110 dB(c) at average piston 4.) Absorber type
speed of 15.25m/s. 5.) Combine absorber-baffle type
- At idle the maximum permitted sound level is 103
dB(c).
BAFFLE TYPE
1. DETAIL DESIGN
It is generally cylindrical in shape with baffle spot welded
- Exhaust system terminology inside. Major drawback of such muffler is their low
1. Exhaust header efficiency. Because of restriction provided by baffle to
the flow, backpressure increases and fuel efficiency as
Exhaust header helps in eliminating back pressure well as power decreases.
generated by exhaust manifold. Ojaswat18 uses single
cylinder engine, so there is only single header pipe.
1.Resonator
5) Tail pipe
(RESONANCE TYPE) Pipe must be able to accommodate all the flow volume
which is roughly estimation can be done form engine
ABSORBER TYPE intake volume.
-The sound absorbing material, usually fibre glass is For instance, engine intake volume at 8000rpm will be
placed in this case around the perforated tube through
which the exhaust gases pass. During high pressure = engine displacement*(rpm/2) *1*(1/60)
fluctuations the gases pass through the perforations to
sound absorbing material, where these fluctuations are =373.2*4000*(1/60)
reduced and noise level gets attenuated.
=52.7cfm
RICARDO WAVE
CATALYTIC CONVERTER
Material selection
MUFFLER SELECTION
critical to both stages of vehicle development as they are Management System (EMS). The ECU, shown in Figure
the systems that directly control how the engine runs. 6 contains a computer that interfaces with and controls the
sensors and components of the EMS, also known as the
engine control loop.
2. Background:
ECU enables engine tuning through easy control over Once calibrated the ECU can determine any throttle
engine parameters such as the air/fuel ratio and ignition position based on the analog signal coming from the TPS.
timing compared to carburetted engines, but also requires
relatively complex sensor systems in order to manage the
tuning and operation of the engine.
EMS Sensors:
Project Goals:
Battery:
Insulation:
CHASSIS DESIGN.
HUB (FIG 7)
Rollover: Force: 3000N (FIG 3)
(FIG 8)
Side impact: Force: 7000N (FIG 4)
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(FIG 11)
(FIG 14)
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Differential mounting
(FIG 15)
BRAKE PEDAL
(FIG 18)
(FIG 16)
(FIG 19)
(FIG 17)
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