Atv Design Report

police squad ID60000 BAJA SAE INDIA 2012 DESIGN REPORT Copyright 2009 SAE transnational TEAM THE CONRODS AUTHOR K. SUBHASH BABU. CO-AUTHOR KARN JAIN. synopsis The objectives of the mini-Baja competition be to excogitate and shape a fun to aim, versatile, hamperative, dur subject, and uplifted performance off high t crucify fomite. team members must go egress that the fomite satisfies the limits of treated shapes, go also to generating financial abet for the project, and managing their educational responsibili quarters. This fomite must be cap able-bodied of negotiating the near extreme terrain with sureness and ease.The 2012 SRM UNIVERSITY Mini-Baja Team, THE CONRODS met these objectives by dividing the fomite into its major dowry suborganizations. By examining the 2011 entry, the team was able break on m some(prenominal) name features to go bad meet the stated begments. Function plot (QFD) to determine which logical arguments were the most fine. These k ey parameters ranging from most unfavourable to least critical argon gumshoe, reliability, low cost, ease of ope proportionalityn and maintenance, and boilers suit performance. TECHNICAL SPECIFICATIONSENGINE Type geological fault Compression dimension Max forefinger Max Torque DRIVE lurchgond wind Transmission sky Shift mechanics SUSPENSION earlier Suspension put send Suspension Ground head Shocks and Springs nominal head Susp. Travel conjure Susp. Travel roundS Front Tyres Rear Tyres BRAKES Wor ability nomadic Type Pedal Ratio M C Bore Dia W C Bore Dia Brake book Dia maneuver Type Mechanism focussing Ratio Lock to engage up tippytoe 4 Stroke, OHV,B&S 304 cc 81 7. 5 KW 3600 rpm 18. 5 Nm 2600 rpm Mahindra Champion Alfa (forward Orientation) attendant Double wishb bingle Double Wishbone 11. adjoines Customized 5 column inches 6. 5 inches 22*8-10 22*8-10 Dot-3 Oil All pluck Disc 41 0. 8 inch 1. 6 inch 6 inch Ackermann bicycle and Pinion 10. 71 cd INTR ODUCTION&CONSUMER INFLUENCES THE CONRODS BAJA SAEINDIA fomite is intentional as a prototype for formulate by an outdoor recreation firm. The paragon fomite is right, simple and inexpensive. Addition whollyy, the fomite is pleasant to potential buyers in twain(prenominal) its optical appearance and performance. These characteristics be considered in number of the avocation major vehicle sub musical arrangements found, breaking, t compacting, and braking.Before any spirit could begin, we had to understand exactly who our customers atomic number 18 and their needs. To gain this understanding, we did extensive research that include market survey and interviewing both sea captain and nonprofessional local off-road enthusiasts. With this research, we determined that our customers are the BAJA SAEINDIA event and non-professional weekend off-road enthusiasts. We felt it requirement to distinguish betwixt the dickens to ensure that we followed all rules set by SAEI NDIA INDIA and to realise the weekend off-road enthusiasts in a safe manner within the SAEINDIA rules.With all necessity propose parameters determined for to each one customer base, we were able to combine them for an overall inclination of an orbit of design specifications that met all SAEINDIA requirements. We accustomd these parameters to acquire a Qualitative 1P ag e Turning r 2. 7 meters CHASSIS/OVERALL DIMENSIONS inning substantial IS 3074 CDS1 Tubular Frame boilersuit Length 2 degree centigrade mm Wheel ass 1490 mm Wheel Track 1143. 2 mm s pivot manning top of Vehicle 1520. 0 mm WEIGHTS Front Wheel aggregation 10 Kg Rear Wheel Assembly 11. 8 Kg Engine(with locomotive oil) 23 Kg Transmission(with 17 Kg lubricant) Chassis 55 Kg Dampers 8 Kg Expected Kerb fish 260 KgTARGET SPECIFICATIONS Parameters Speed Stopping surpass amphetamineup Gradability Turning circle dia. Ground Clearance Emissions Values 40 km/h 7m 11. 6 seconds 82. 2% 5. 4 m 11. 6 inches BS III the planes created by the arena cage and the number one woods helmet. SAEINDIA also require a 3 inch envelope when a straight-edge is use to any two tubing. Emphasis was contumacious on creating an soft manufactured drop cage with few recesss, minimal conjoin and yet is still both heat source and strong, hence the numbers of bends were unplowed to a tokenish.Roll hoop Overhead members and forrad Bracing Members are one conse geldedive bent on(p) opponent. offseter Frame situation tubes are straight and are bent inwards to connect to the reckon good luck mounts. The Side encounter Member is a wiz tube with a single bend that encompass the cable car from the Rear Roll Hoop forward. The bottom quoin of the vehicle is shaped by the LFS, SIM and straight tubes welded to the upper side shock tube forming a hexagonal await bulkhead victorious into conside dimensionn the gap design and drop-off in dead space establish on pass from the 2011 entry. A three-D view of the car is shown at a lower place set DESIGNOBJECTIVE & FRAME CONFIGURATION The objective of the skeleton is to encapsulate all Components of the car including a withdrawr efficiently and safely. With a bound amount of agent, the focus is primarily on the baron to freight dimension of the vehicle. The besides means to improve this critical parameter is to reduce the overall vehicle metric weight unit. majestic care is interpreted in lay out the chassis. SAEINDIA requires each vehicle adjust to a 95percentile male for all ergonomic evaluations of the design. The pertinent information is taken from Body-space Anthropometry, biotechnology and throw by Stephen Pheasant.several(prenominal) key guard duty factors in the design extremity set up chassis seethe cage layout and foot box design. For the lay out cage, SAEINDIA requires 6 inches of clearance measured from the inside of Principal aspects of the chassis foc utilise on during the design and execution of inst rument included device driver sentry go, rupture and drive-train integ symmetryn, morphologic rigidity, weight, and operator ergonomics. The number one precession in the chassis design was driver page 2 safety. With the help of the 2012 Baja SAEINDIA contention Rules and Finite Element Analysis (FEA), design assurance was able to take place.Rear Impact Next andtocks, advert analysis was make slice assuming 15,000N as the impact force. tenseness SMX-172. 22 N/mm2 FOS2. 43 MATERIAL SELECTION ii cloths were considered for the verbalism of the chassis AISI 4130 and IS 3074 CDS 1. IS 3074 CDS 1 poise with an OD of 25. 4 mm and a rampart thickness of 3 mm was elect because it exceeds the deflection pixilatedness and strength requirements of SAEINDIAINDIA which fertilizes tilt magnitude protection to driver. PROPERTY Tensile strength(N/sq. mm) supply strength(N/sq. mm) Elongation on 50 mm G. L Density (g/cc) IS 3074 438 376 32% 7. 872 AISI 4130 760 460 27% 7. 5 Side Imp act The undermentioned step in the analysis was to hit the books a side impact with a 5000N hitch. As a side impact is most likely to befall with the vehicle beingness hit by some other MiniBaja vehicle it was assumed that neither vehicle would be a fixed object. STRESS 237. 49 N/mm2 FOS 1. 77 It was establish out that the bending callosity and bending strength of IS 3074 CDS are greater than those of 1018 steel having a circular cross surgical incision of 25. 4 mm and 3 mm thickness LOADING ANALYSIS To mighty approximate the loading that the vehicle allow encounter, an analysis of the impact loading seen in the respective(a) types of impact scenarios was required.To in good order deterrent example the impact force, the retardant of the vehicle aft(prenominal) impact is generally assumed to be zero. To approximate the suck up with parapr bloc scenario that the vehicle will see, research into the forces the human trunk can endure was completed. It was assumed that this worst case collision would be seen when the vehicle runs into nonmoving, rigid object. Front Impact The freshman analysis to be completed was that of a scarer collision with a stationary object. In this case a deceleration of 20,000N was the assumed loading. STRESS SMX-177. 81 N/mm2 FOS 2. 36Rollover Impact The Final step in the analysis was to analyse the var. on the wrap cage ca utilize by rollover with a 5000N load on the cage. The Loading was apply to the two upper forward twist pip of the perimeter hoop with a compounding vector side way of lifes and downward. The load was chosen to be on two corners as this would be a worst case scenario rollover. STRESS 267 N/mm2 FOS1. 57 fabrication To maximize the geometrical consistency of the fancied chassis, all fixturing and measurements were establish on a single fixed coordinate system relative to a rigid tabularize on which the chassis and all dowers were bolted.Through the use of this table and good fixturing pr actices, the team was able to trump out assure that the chassis geometry, specially varlet 3 in critical sections such(prenominal)(prenominal) as the recess pickup truck particulars, correlated closely with the design specifications. In addition, measuring from aFixed location minimized permissiveness stack-up cod(p) to measurement error and component instigatement results. We suck in pertinacious to fabricate the second hub since it has minimum weight and optimized FOS. *Material Used to manufacture the hubs- high school Carbon vane *Hardening Process Done-Cyaniding SPACE IN DRIVER COMPARTMENTDRIVER EROGONOMICS trainr ergonomics has been our major concern during design of the frame and also during positioning of various systems in drivers cabin. Cabin is do spacious for safe and flourishing. All the cables and electrifys are routed properly so that they would not interfere with driver legs or hands. all the routings are make in design stage itself and ROH is raise d to a suitable top of the inning so that it would give proper vision to the driver DRIVERS fantasy WINDOW SUSPENSION objective lens A Mini-Baja suspension system must gratify the following design requirements.Control movement at the casts during vertical suspension impress and trailing, both of which influence handling and constancy. Provide ample sprung raft vibration isolation to avow satisfactory get at quality, while maintaining high pall-ground intercommunicate regulate and low tire vertical load fluctuation run to improve road keeping and handling. alter jumping performance by hold in sprung mass cavumch displacement while the vehicle is carryborne. Limit chassis roll during cornering to prevent roll-over, drop roll camber, and in that respectfore, decrease way reaction time and fall away tippytoe induced drag forces.Prevent excessively high jacking forces by managing static roll decoct of attention location and roll center migration. Limit late ral tire clean to maintain straight line stability and minimize horse cater losings at the tole wander suspension. Control lateral load transfer distribution to influence both steady state and limit of love over transfer/under steer handling characteristics. The non-professional weekend off road enthusiast requires a vehicle which exhibits both safe, stable, responsive handling and a soft, comfortable ride . DRIVERS VIEW OF THE CABIN Alternatives consideredSeveral diametric types of suspension system were considered originally selecting the independent unequal ramp up ternary wishbone suspension system for both present and levy. Unequal double A- lace In the design, suspension is supported by triangulated Aarm at the top and bottom of the knuckle. Advantages *Improved ride quality *Good road holding *Rigid links *More pick up over geometry *Wheel control is exact *Negative camber gain during vertical suspension affect. Page 4 motion SUSPENSION Setting static roll tot al A two dimensional outline was make after estimating the Centre of mass of the vehicle on paper. divers(a) references were taken to make a 2D sketch these include ? ? ? ? Track width of vehicle Front hub king pin axis inclination, king pin length, ball fit dimension Rim off set(for king pin positioning) Wishbone mounting point lengths form. Since we could not find flinchs that were less stiff than this we decided to go for the Auto makes as it satisfied our ride comfort requirements. A stiffer barrage was required in the idler to achieve the coupling effect of suspension so as to convert the stagger motion into a bouncing motion. base SUSPENSIONThe primary concern in designing the turn out suspension was to get the maximum possible pass away (jounce and rebound) such that the rear whimsical wanders were always unplowed in contact with the ground. The camber change in the rear racks should be such that there is not much appreciable change in camber passim the travel o f the range. The other factor taken into account was that we were having issues with the rear suspension in last years design as it was observed that the drive crack coupling was coming in contact with the lower wishbone in the rebound condition and this issue has been addressed and ascertain in this years design.The rear suspension go around treasure was fixed such that the inseparable relative frequency of the rear suspension is 20% greater than the seem suspension thus providing a bland ride over pick aparts by converting the stagger motion of the vehicle to be converted into bouncing motion. DAMPER SELECTION system for selecting springs The process began by selecting an appropriate oscillation rate for the apparent motion axle. A characteristic road frequency of 3. 7 Hz may be encountered at the competition. This is based on a vehicle revive of 40Km/h and a road show with bumps spaced 3m apart. The natural frequency of the suspension should be kept well below 3. Hz in order to neutralise any unwanted excitation. A former suspension natural frequency of 1. 20 Hz was deemed to be suitable. The wrap rate required to obtain this natural frequency was established apply the following equation (assuming sprung mass of 72kg/ wind) . 2 ? ? We need to lick the damping ratios for the front and rear suspensions. The design process will commence by loop topology completely. starting line we find the ratio for sprung and unsprung with jimmy to the perplex. Sprung mass was found to be 71. 456kg the sprung weight was determined while the sprung mass was 288. 54kg. The ratio is 0. 247. The natural frequency of the front suspension is set at 1. 2Hz. heaviness on each front wheel is 57. 71 kg. The max force of damping is granted by Fcd =2*Msp*wn. Critical damping force for the front suspension system is 1085. 73 Ns/m. For the un-sprung mass natural frequency would be Wn=((Ks+Kt)/Ms)0. 5 The combined stiffness of tire and wheel is 53. 24N/mm. Amp litude ratios were calculated for a rank of damping ratios. These amplitude ratios represent the ratio of apply displacement and the displacement that unquestionablely reaches the sprung mass.Amplitude ratios were plan against the ratio of applied frequency and natural frequency of the sprung mass. This chart shows the ideal damping ratio that should be utilise. This hold dear as obtained from graphical record is 0. 7 which gives a damping co-efficient value of 760 Ns/m. In the similar manner the rear suspension has a ride rate of 1. 56Hz. The critical damping force is 1960 Ns/m. The graph of amplitude ratio vs frequency ratio shows an ideal damping ratio of 0. 7 the damping co-efficient is = 0. 7*1960=1372 Ns/m. ? fn ? k wheel msThe ideal wheel rate for the front suspension was calculated to be well-nigh 40N/mm. The relationship between wheel rate and motion ratio (MR) was used to deduce the location of the shock actuation point on the lower control arm. k wheel ? (MR) 2 ? k spring We need to set the motion ratio according to the wheel travel we require for our suspension. A travel of 50 mm was required and a list of springs were collected and measured for their stiffness characteristics. According to this formuring the motion ratio for auto spring As (Ks=58. 57N/mm) wheel rate (Kw=41N/mm) the motion ratio was 0. 8366. Travel of spring per unit wheel travel)The travel obtained by this spring was lesser than was required we could only obtain 26mm of travel in Page 5 control DESIGN Objective of steering system in Baja vehicle ? ? ? To provide blowzy maneuverability of the vehicle over the undulating terrain. It must be durable to sustain the harsh offroad racing course. Less bump steer and return ability in steering Customer requirement DESIGN OF WHEEL HUBS Our wheel hubs have been designed and fabricated after an extensive research. Effort has been made for minimum scrub r and obtains the best possible wheel geometry.Adams and Ansys have been us ed to Simulate and analyse the behavior of these hubs respectively. We have two major design concepts 1. 2. 3. 4. optimum sensitivity Low turning spoke marginal feedback Low cost and easy maintenance Basis of our design We have decided to opt for a cd degree lock to lock rack and pinion steering with Ackerman geometry. Helical cut teeth will be used for the rack and pinion due to the following advantages over spur gears ? ? ? ? They take high loads. They are quieter and smoother. HUB 1 SCRUB spoke FACTOR OF SAFETY HUB 2 8 mm 4. 6 1460gm. 15 mm 5. 2 2506gmRulebook Constraints All vehicles must be equipped with positive wheel lock? to? lock stops and adjustable tie in terminal ends must be forced with a jam nut to prevent loosening Tie rod of vehicle should be secured by bumper in front or any other safety device in rear in order to avoid damage of tie rod during collision. WEIGHT Hence fetching various factors in to consideration HUB 2 is considerd for fabrication and stres s analysis is done on it. ALTERNATIVES CONSIDERED STRESS DEFORMATION Rack and Pinion Good High Low Light 1. Extermely Simple 2. Gives good driving feel Recirculating ball screw really High Low High real High 1.Very Low free suffer 2. Non-selfreturn ability Worm and sector High Low Very High relatively Heavy 1. High free maneuver 2. Non-selfreturn ability FRONT HUB expertness tightfistedness Cost Weight Comments REAR HUB Calculations outstrip between King Pins (c) Using the formulae = 1117. 6mm FORMULAS FOR STEERING ANGLES ? ? ? cot O cot ? =c/b sin ? =(c-d)/2r sin(? + ? ) +sin(? O) =2sin ? Page 6 ? ? ? ? ? ? ? ? ? ? ? ? ? ? ? BOBLLIER CONSTRUCTION FOR wedge POSITIONING turning wheel spoke = (track/2) + (wheelbase/sin(average steer shift) here O=? o =outer wheel angle ? =? I = inner wheel angle Then ? steering arm angle r = length of the steering arm c= bigwig to kingpin distance d=length of the track rod b=wheelbase CALCULATIONS wheel base (b)=1532mm kingpin to kingp in distance(c) = 1117. 6 steering arm angle ? =30 degrees on central an comparing two results we get ? =40 degrees O=27 degres turning roentgen was calculated to be 2. 9m Clevis peg is used in rack to reduce the bump steer . The below externalise shows the clevis knock used Rack and Pinion design Rack displacement calculation wedge ANALYSIS FOS 8. 5 deformation stress From supra formula we get rack displacement =40+40=80mmThe picture of the complete rack assembly Page 7 Values No. 1. 2. 3. 4. 5. 6. 7. relic Symbol Formula Spur sky 2 20 11 zm/2 + H zm D cos? 35 22 Db 20. 67 23 24 Rack Module instancy angle Number of teeth Height of Pitch Line Centre Distance Pitch diam Base Diameter M ? Z H Ax D Adams results CALCULATION OF FORCES ON RACK AND PINION R=steering wheel radius = 165mm r=pinion pitch-circle radius t=number of pinion teeth = 6 p=linear or circular pitch =22mm E= enter steering-wheel effort = 2 * 20N W= create rack load If the pinion makes one revolution input steering wheel movement Xi = 2? siding rack movement Xo = 2? R = txp = 82. 86mm Therefore Movement ratio (MR) = Xi/Xo=2? R/2? r=2? R/tp=R/r= 165/11=15 15= W/E, w=600N force is to be applied on to the pinion to move the rack. ? ? ? ? ? ? ? ? Ft = Transmitted force Fn = public force. Fr = Resultant force ? = ram angle Fn = Ft tan ? Fr = Ft/Cos ? Here ? =20 degrees therefore Fn=194. 95NFr=630N Opposite wheel travel Fig 3 chart 1 camber angle vs wheel travel graph 2 roll centre height vs wheel travel Graph 3 wheel rate vs wheel travel Fig1Shows the single wheel travel vs toe change and scrub radiusPage 8 POWERTRAIN DESIGN ? ? Engine and transmission are the loudest systems of the vehicle. Since the locomotive locomotive railway locomotive provided could not be touched(p) in any way, the only hitch decrease technique that could be take was through the use of proper mufflers. Various mufflers were tested on the engine but the assembly line muffler provided the least preven tive levels . It also provided the best fuel talent . So it was decided to use the stock mufflers considering the Go Green theme. The gearbox and CV joints should always be kept properly lubricated to minimize noise due to friction.To reduce vibrations transferred to the chassis from the engine, it is mounted on rubber bushes. The drive shafts are welded properly so that they are inline and no vibrations occur during rotation. The gearbox is mounted firmly in such a way that there is a minimum contact between gearbox and chassis which means minimum transfer of vibration to chassis. The fuel army tank capacity is 4 litres. ? ? ? Fig2 Shows roll steer vs wheel travel ? ? ? ? Driveline Power is contractable from the engine to the wheels in the following way Engine Stub Axle Chain Drive Wheels gearingbox DriveshaftOpposite wheel travel fig 4 Graph 1roll centre vs roll angle Graph 2 camber vs roll angle Graph 3 roll stiffness vs roll angle The Driveshaft consists of dowel pin on th e gearbox side and rzeppa joint on wheel side . This design ensures transmission of power with minimal losses and allows transmission at longer wheel travel Page 9 function Methodologies A customer expects the following things from the transmission system of a Baja vehicle away Orientation Gear Final Gear Ratio 31. 48 18. 70 11. 40 7. 35 55. 08 ? ? ? ? Max. Vehicle Speed (Km/hr) 12. 04 20. 27 33. 26 51. 59 6. 88 Max. tractive Effort (N) 2240. 7 1348. 28 821. 93 485 3971 nobble Orientation Final Gear Ratio 55. 08 32. 72 19. 95 13. 40 31. 48 Max. Vehicle Speed (Km/hr) 8. 17 13. 68 22. 19 32. 14 12. 75 Max. tractive Effort (N) 2990 1776. 23 move up engine orientation resulted in hassle with weight distribution and increased vehicle length. Using the transmission in forward helped to shift the center of gravity towards vehicles center. Due to decreased reduction it also results in increased vehicle speed. It also provides faster speedup and high top speed due to this crusade we decided to use the transmission in forward orientation.To calculate vehicle speed at different engine speeds in different gears, we used the formula V= (2*3. 14*engine speed*radius of wheel/Gear ratio)*(60/1000) km/hr. The gear ratios obtained are Chain Drive gear ratio = 28/28 =1 1083 818. 36 1708. 91 The following graph is obtained Tractive effort is calculated by formula F=Engine tortuosity*Gear efficiency/wheel radius The curves obtained are ratio*transmission First Gear Second Gear ternion Gear fourth Gear Reverse Gear High speed for acceleration and speed trials. High torque for towing and heap climbing events.It should be reliable and light weight. It should transmit power in any driving conditions. ? The gearbox operation should be smooth and easy for driving comfort. The engine used has low power to weight ratio, so its necessary to transmit power with minimal loss through drive train. It should be such that it can be easily couple with the engine. Alternatives considere d We had three options while deciding the transmission system a) b) c) A cvt mated with Mahindra gearbox. A custom made manual gearbox. Use of Mahindra angiotensin-converting enzyme gearbox coupled with chain drive. 3000 2000 1000 0 0 2000 4000 ractive effort in first gear tractive effort in 2nd gear The maximum Tractive effort obtained is 2240N at 2600rpm in beginning(a) gear. Providing an acceleration of 5. 6 m/s2. The variation of full throttle power with road speed is shown below with different gear ratio Our previous experience with cvt had problem of smashed ammunition slipping at high torque conditions. Also it resulted in increased weight. So we decided against using this. As we already had 2 champion Alfa gearboxes, we decided on using this gearbox alongwith a chain drive due to the following reasons 1) 2) 3) 4) Reduced chassis width.Can be easily coupled with the engine. Equal drive shaft lengths increased ground clearance. Minimum rear overhang better vehicle dynamic s. 60 2nd gear 40 1st gear 20 0 0 2000 4000 3rd gear We had 2 options for the orientation of gearbox A) Forward engine with engine in the front rear axle. B) Reverse engine orientation with engine behind of the rear axle. Total resistance of the vehicle at 3600rpm is found out by the formula R=k AW2+KW+WsinO. Where k= coefficient of air resistance N-m2. Page 10 A=frontal area of the car, m2. V= vehicle speed, km/hr. K= invariable of rolling resistance.W= weight of car,N O= side angle, degrees. The value of resistance comes out to be R=442. 64+2452 sinO. We put this value in formula RV/3600nt=power of engine By solving the above equation for o, we get o=33 degree at 2600 rpm in 1st gear. Stopping Distance Braking Efficiency Parameters Master Cylinder Diameter measure Diameter Brake pad height Diameter of the disc Co-efficient of friction of the bracken pad Force generated by both the bracken pads per wheel Braking Torque per wheel Weight of vehicle(with the driver) Wheelbase Heigh t of COG moral force front axle load Dynamic rear axle load 0. 11 m 56% Magnitude/value 19. 05 mm 32 mm 27 mm 162 mm 0. 38 3431 N 1040 N 360 Kg 1397 mm 601. 3 mm 1780 N 1650 N 70 60 50 40 30 20 10 0 0 2000 4000 gradabilit y in 1st gear Gradabilit y in 2nd gear Gradabilit y in 3rd gear BRAKING DISTANCE VS travel This shows that the vehicle is capable of climbing a 30 degree slope in 1st gear. This is more than enough for baleful off-road conditions. BRAKES The criterion of designing the brake system, as stated by the rule book is that, all the wheels must lock simultaneously as the driver presses the brake pedal.Our ATV consists of disc in all the quaternity wheels, as disc halt are safer, reliable and more effective than gun barrel brakes. Brake circuit used is nonsymbiotic in order to ensure safety We are using rotors of the same diameter for all the four wheels. Special ATV rotors and wheel calipers have been imported from Taiwan and tandem Master Cylinder of Maruti 800 is being used. impertinence linings and Rubber (flexible) brake hoses are being used in the circuit. A Pro-E model of the brake circuit in the vehicle Brake specifications Force of the driver on the pedal Average circuit coerce Pedal ratio Deceleration 400 N 5. 16 N/sqmm 41 5. 5m/sqsec Page 11 consistency PANELS The criteria for selecting the material for body locomoteels excitewall and belly locomote was as follows ? ? ? ? ? ? sentry go of the driver Rulebook constraints Weight of the panels Recyclability of the material used Cost of the material Serviceability of the vehicle INNOVATION Solenoid Operated recruit Extinguisher The body panels are shared into three parts Side panels, front bumper and rear panels. For increasing the serviceability of the vehicle, the panels and front bumper have been mounted using easily detachable clips.The materials used for the blazewall and belly pan are 1. 5mm thick aluminium adulterate stable gears, which are both lightweight and 100% r ecyclable. For body panels, 0. 2mm thick sheet admixture is used. It is also 100% recyclable. We have decided to incorporate following safety features in our vehicle 1. All disc brakes with cross circuit. 2. Corrosion resistant pure steel bolts with nylon lock nuts for all fastenings. 3. 2 glow extinguishers 4. First attend to kit 5. Spill guard and squish shield for fuel tank 6. Four point harness foot belts. 7. huge open throttle stop at the pedal. . Reverse alarm and brake lights. 9. Two 01-171 Ski-Doo vote out successores. 10. Steering stop at the wheels. 11. Rear view mirrors. 12. Ignition switch for engine, apart from pull start. 13. Electronic operated fire extinguisher. 14. laughingstock belt engine kill system 15. Driver emergency chat system This novel kind of fire extinguisher arrangement is operated electronically through a solenoid valve. In case of fire the valve is opened by a manually operated button and a jet of carbonic acid gas is released in the engine compartment through various angles.This effectively extinguishes fire in the engine compartment and stops its further propagation. Seat Belt Engine Kill frame This system is designed such that the driver will not be able to start the car until he engages his seat belt. The seat belt acts as a switch to operate the relay committed to the engine kill wire. When the seat belt is disconnected, the engine kill wire is grounded. Thus, the car cannot be started. As the seat belt is engaged, relay operates, and the engine kill wire circuit is now open change the driver to start the COMMUNICATION SYSTEMPURPOSE This is a two way communication system wherein messages and signals can be transmitted from the pit to the driver and vice versa. FEATURES The system uses two microcontroller based Arduino boards fitted with an ZIGbee communication module. Page 12 It is a transceiver. The signals are sent and standard with the help of color coded Push Buttons and LEDs. The actual tested system arrangement is shown in figure. BILL OF MATERIALS All the parts of the ATV are classified into eleven blocks and are given a unique ten anatomy part number.The cost of procural of the part or the material is mentioned and all the machining operations are stated clearly. The spread sheet calculates the cost of machining also. Finally, the sub total of the procurement cost and the machining cost is obtained which helps in grand total of the costs. The BOM gives the level of hierarchy to each part. Sub-Division Engine Transmission Brakes Steering Suspension Wheels Electricals Body Chassis Fasteners Safety Grand Total Cost(in INR) 17000. 00 16800. 00 6928. 00 4457. 00 29954. 00 40308. 00 7940. 00 5340. 00 16240. 00 1346. 00 8272. 00 154585. 00 Page 13ACKNOWLEDGEMENT AND REFERENCES ? ? BAJA SAEINDIAINDIA Rulebook. ASIA 2010 Gillespie, doubting Thomas D. , Fundamental of vehicle dynamics, SAEINDIAINDIA publication ? ? ? ? ? ? ? ? ? ? Body-space Anthropometry, ergonomics and Design by S tephen Pheasant. Automotive engine room Fundamentals by Richard Stone and Jeffery K. junky The Multi body Systems Approach to Vehicle dynamics by Mike Blundell and Demian Harty Theory of Machines by S S Ratan locomote Mechanics by N. K. Giri Machine Design by R. S. Khurmi Strength of Material by R. K. Rajput Google. com Howstuffworks. com Wikipedia. org Page 14