SUPRA SAEINDIA 2022

DESIGN REPORT

Team ID : 30

Team Name : Bolt Racers

College Name : Madan Mohan Malaviya

University of Technology

City : Gorakhpur, Uttar Pradesh

Report Author : Shashank Awasthi

Report Co-Author : Ankit Shukla

 ABSTRACT

SUPRA SAEINDIA is an annual national level competition organized by the Society of Automotive Engineers India.
Team “BOLT RACERS” from Madan Mohan Malaviya University of Technology, Gorakhpur is endeavoring towards
designing, modeling and fabricating a Formula One Style race car in accordance with the rules mentioned in the
rulebook of SUPRA 2022. The major challenge was to design and fabricate a light weight car without compromising
the safety of the driver. The car has been rigidly fabricated at minimal expense. The design report contains all vital
design related details and FEA of various components. SOLIDWORKS 2018 CAD software is utilized for designing
the chassis because of its exceptionally powerful capability in the field of design and ANSYS is used for the analysis.
The vehicle systems are designed to meet international standard considering all safety regarding driver and of systems
while being in affordable prices. The prominent factors considered during design are high performance, safety,
reliability, comfort, endurance, strength and low cost.

INTRODUCTION

The aim of the competition is to provide a platform to students wherein they can design, manufacture and run a
prototype of Formula one racing car. The designed car should meet the norms and all the safety rules mentioned in
SUPRA 2022 Rulebook. FEA analysis is done on the roll cage to obtain high strength and rigidity while keeping low
mass. Frequency of the roll cage is kept low as to minimize the vibrational effects and to increase comfort. Our vehicle
is designed for optimum suspension performance for ride comfort of low banked roads, high acceleration and high
deceleration. Upright and bell crank lever is designed to keep the weight of vehicle minimum. Intake manifold for the
engine is designed to achieve high speed performance. The driver’s safety and comfort has been our top priority while
designing the vehicle components along with keeping the vehicle aesthetically pleasing. For the purpose of application
on a high performance racing car the following criteria’s are taken care of:

 Minimize the weight stiffness ratio

 Maintain low Center of Gravity
 Reduce Manufacturing cost
 Create a solid base chassis to evolve on for years to come
 Aesthetically pleasing

DESIGN

Table 1: Design Calculations

Length of the vehicle 2921 mm Weight of the roll cage 36 kg

Width of the vehicle 1524mm Weight of different sections

Height of the vehicle 1143mm 1. Suspension and steering 30kg

Width wheel base 1600mm 2. Power Train 60kg

Front track width 1210mm 3. Brakes and tyres 40kg

Rear track width 1210mm 4. Ergonomics 10kg

Ground clearance 63.5mm 5. Electronics 10kg

Design Consideration

The design process of the chassis consist of many steps such as, identifying the restrictions, determining the required
performance criteria, researching about design techniques and methodologies, use of CAD Software to design the
chassis and construction. The design was initiated by determining the height, track width, wheel base and overall length
dimensions of the vehicle. Stemming from these dimensions were roll hoop locations, bulkhead locations, cockpit
location, engine mounting location and wheel centerlines for an estimation of weight distribution. Then the roll hoop is
designed using Solidworks. Next the suspension mounting points are to be designed. Suspension mounts needs to weld
to the chassis, so the position of the mounts is needed to be acquired from the suspension calculation. Engine mountings
locations are also decided upon and fixed so that the engine can be accurately placed.

Material Selection Criteria:

The chassis undergoes various kinds of forces during locomotion, it has to stay intact without yielding, and it should be
stiff to absorb vibration, also it should resist high temperatures. The material used to manufacture the vehicle is SAE-
AISI 1018. The material was chosen to make the vehicle cost effective. The tubular space frame chassis is designed by
using this material and the material satisfies all the criteria. The properties of the material are as follows:

Table 2: Material Properties

Properties Material AISI 1018

Density(g/cc) 7.87

Young’s Modulus (GPa) 210

Elongation at break % (In 50 mm) 159

Brinell Hardness (metric) 126

Strength to weight ratio at yield (KN-m/kg) 38

Yield Strength (MPa) 370

Ultimate Strength (MPa) 440

Thermal Conductivity (W-m/K) 50

Thermal Expansion (μm/m-K) 11

Specific Heat Capacity (J/kg-K) 370

Material Used

 AISI 1018 mild low carbon steel for frame work.

 1.2 mm thick Aluminium sheet for fire wall.
 Polycarbonate of 4 mm thickness for body panel.
 Outer diameter of the pipe cross section 25.4 mm (1 inch)
 Main hoop pipe thickness 2.5mm
Vehicle

3-D Model-
Table 3: FEA Analysis Roll Cage Model in solidworks Software

Type Force F.O.S Stress Analysis Deformation Analysis

of (N)
Impac
t

20000

Front
Impac
t

15000

Rear
Impac
t

10000

Side
Impac
t

DRIVERS ERGONOMICS

Driver Ergonomics is one of the important factors in the consideration for design the vehicle. Driver comfort is crucial
since prolonged driving under a condition may lead to musculoskeletal disorders.
 Table 4: Ergonomics of the Driver

COMPONENT Features
SEAT Reclined driving position at 50 degree from vertical
STEERING <25N
COCKPIT Easy access to Every component

ENGINE AND TRANSMISSION

ENGINE SELECTION:

The engine used by our team is engine KTM 390 Duke, 373.2 cc single cylinder engine. The appealing characteristics
of the engine are:

High speed power ratio

Affordability
Lightweight Air Restrictor- In accordance to the Rulebook we have chosen air restrictor of 20 mm which is
compulsory for the torque calculations of the engine.

Table 5: Air Restrictor Analysis

Divergent Angle 7 degree

Convergent Angle 20 degree
Inlet Diameter 45mm
Outer Diameter 60mm
Length of Manifold 350mm

Table 6: Technical Specifications of Engine

Design 1 cylinder, liquid cooled

Displacement 373.2 cc
Bore 89 mm
Stroke 60 mm
Performance 43.5 PS @ 9000 rpm
Starting Aid Electrical
Transmission Manual
Engine Lubrication Wet Sump
Primary gear Ratio 3.27
Secondary gear ratio 3
Cooling System Liquid cooled
Clutch Wet, Multi Plate clutch
Ignition System Digital Electronic Ignition System
 BRAKES

Objectives

The braking system must be capable of locking all four wheels and is operated by single control.

It must have two independent hydraulic circuits such that in case of failure or leak at any point in the system,
effective braking power is maintained.

To meet the above objective, we had to meet the condition where the dynamic weight distribution matches with the
braking torque ratio. To maintain two independent hydraulic circuits, we chose the Tandem Master Cylinder of
Mahindra Maximo. We chose floating type dual piston calipers acting on disc brakes on all four wheels. We had a
choice between cross and parallel connections during brake line assembly. We chose cross connections or diagonal split
layout as it allows better locking and reduce any chance of toppling.

Lever Ratio for brake pedal is sufficient to ensure good pedal force and less driver’s effort.

Table 7: Input Table 8: Assumptions

Parameters Value Unit COF between road and tyre 0.7

Pedal Ratio 4:1 - COF between brake pads and rotor 0.45
Master Cylinder Bore 19.05 mm
Pedal efficiency 0.8
Diameter
Caliper Piston Diameter 250.4 mm
Brake Rotor Diameter (Front) 184 mm
Brake Rotor Diameter (Rear) 177.8 mm
Tyre Diameter 330.2 mm
Static weight Distribution ratio 40:60 -
Total weight of the vehicle 250 Kg
Wheelbase 1625 mm
C.G. height 354 mm
Table 9: Calculations

Parameters Value Unit

Weight on front axle (Static Condition) 100 kg
Weight on Rear Axle ( Static Condition) 150 kg
Dynamic weight on front /rear axle 138.123/111.877 kg
Front axle braking force 94804 N
Rear axle braking force 768.26 N
Torque (Front) 256.187 Nm
Torque (Front per tyre) 128.1 Nm
Torque (Rear) 207.51 Nm
Torque (Rear per tyre) 103.76 Nm
Clamp Load (Front) 1699.5 N
Clamp Load (Rear) 1376.584 N

Table 10: Validation

Parameters Value Unit

Input Pedal Force 240 N
Force on Master Cylinder 960 N
Pressure on Master Cylinder 3.4 MPa
Force transmitted due to two piston s of calipers 3445.6 N
Force on rotor (Front) 1550.52 N
Force on Rotor (Rear) 1550.52 N
Torque (Front) 285.3 Nm
Torque (Front per tyre) 142.65 Nm
Torque (Rear) 275.68 Nm
Torque (Rear per tyre) 137.84 Nm

Results:

Dynamic weight Distribution Ratio = 55.2: 44.8

Braking Torque Ratio = 50.86: 49.14

Stopping Distance:

Average Deceleration = 5.793 m/s2;

Stopping distance = 10.6558m

Brake Disc:

Brake Disc Analysis was done under maximum heat flux conditions and the temperature distribution and heat flux
distribution was observed.

\
 SUSPENSION

Objective: Designing a suspension which will provide comfort, safety and manoeuvrability contributing to vehicle’s
road handling and braking, enhancing safety and driving pleasure. Along with this, providing more control and grip
during concerning, minimizing chassis roll and maintaining correct wheel alignment were the targets.

Front Suspension: For the front suspension there were many choices but we have chosen the double wishbone pull-rod
type suspension because of its high load handling capacity and rigid support to the wheel geometry. It’s also easy to
control the chamber and castor angle in this wish bone type system.

Rear Suspension: For the rear suspension, we had to keep in mind the power being transferred from the gearbox to the
wheels. To transmit the power effectively, the camber and castor angle had to be kept low. To meet all such
requirements, the type of suspension selected for the rear is double wishbone pull-rod type suspension.

The A-arms, knuckle and rocker arms were designed to encompass the kinematic requirements of the suspension
system. For A-arms, AISI 1018 pieces were used. ANSYS were used for the analysis of several designs to optimize
cost, safety and weight.

Roll centre Calculations: Roll centre was kept closer to the ground to reducing the jacking forces during concerning.
At the time of concerning at high speed, weight of the vehicle gets laterally and normally transferred to one side of the
vehicle. It disturbs the handling of the driver and also stability of the vehicle lost. In order to avoid this, there should be
minimum deviation of roll centre.

Suspension 2D Design - Front Suspension 2D Design - Rear

Table 11: Suspension Calculations

Parameters Front Rear

Type Double wishbone pull rod Double Wishbone pull rod
Wishbone Arm length 14in 18in
Pull rod Length 13in 12in
Sprung Mass 80kg 120kg
Motion Ratio 1:1 1:1
Spring Rate 26.26N/mm 43.7N/mm
Ride Frequency 2.78hz 2.93Hz
Suspension Travel 2 inches 2 inches
Camber Angle -1.5degree 0degree
Caster Angle 10 degree 0degree
Roll Centre Height 28.956mm 38.975mm
Scrub Radius 0.5in 0.5in
Kingpin inclination 3 degree 3 degree
Type of shock absorber Gas charged Gas charged
 STEERING & WHEEL GEOMETRY

The rack and pinion steering gear is considered to be the most suitable gear system for Formula SAE race cars. This
type of steering system provides good geometry, compact design and minimum of parts to become a useful, accurate
light weight system.

The key features of our steering geometry are as follows:

Parallel steering was used for high speed vehicle.
The rack was placed so as to keep the tie rods parallel to the wishbones and one end of the tie rod lies in the
plane of pivot point of the wishbones, thus resulting in minimum bump steer.
In the front wheels, a positive caster angle of 10 ̊ and an optimal KPI of 3 ̊ were given to ensure straight line
stability and reduce the driver’s effort to resist the self-aligning torque.
Rear wheels had zero chambers to provide a large contact patch for good straight line acceleration.
Front wheels were allowed a 1 ̊toe out to give fast response to steering.

Steering Ratio 9:1

Turning Radius 2500 mm
Wheel Angle 30 ̊
Rack Length 406 mm
Rack Travel 36 mm Table 12: Parameters
Tie Rod Length 407 mm
Steering arm length 50 mm
Steering arm angle 18.77̊
Steering wheel diameter 241 mm
Lock to lock position 360 ̊

Table 13: Knuckle

Force Rear Knuckle Stress analysis Front Knuckle Stress analysis

3674.23N
Master Switch:

Two master switches which are the part of shutdown systems. Actuating either of the switches must stop the engine. It
must be push pull stop.

Primary Master Switch

It is located on the right side of the vehicle in proximity to the main hoop, at shoulder height to actuate it from outside
the car easily. It disables power to electric circuit, alternators, fuel pumps, lights, ignition and all the electrical controls.
All current from the battery flows through this switch. It is of rotary type and direct acting.

Cockpit-Mounted Master Switch

It is located to provide easy actuation by the driver in emergency and panic situation. It is reachable by the hand of the
driver alongside the steering wheel and unobstructed by the steering wheel as the shifter mechanism.

Starter

The vehicle is equipped with a starter to start the car at any time during the competition.

Electronics and wiring

The electric wiring is composed of three types of wiring-

1. Signals- Input to control system such as wheel speed, mass air flow or the position of a driver toggle switch.

2. Controls- Controls system outputs. There can be digital signal pulse with modulated or voltage outputs.

3. Power- Wires carrying current for vehicle distribution or actuators. These include vehicle power from the
battery, engine starter, solenoids, motors etc.

Brake over travel switch-

It is a mechanical single pole, single throw switch.

SAFETY:

We will be using foam attenuator for front impact.

Side impact structures.

We will use standard helmet, balaclava, fire resistant one piece suits, arm restraints, gloves, shoes & fire safety
equipment to ensure drivers’ safety.

Dual piston single Master cylinder will be installed.

6 point harness seat belts for improved safety.

All rotating parts will be shielded.

 Table 14: Design Validation Plan

Componen Failure Causes of Effect Sev Occu Det Process control (PFMEA) Action
t Mode failure erit rren ecti Recommen
y ce on ded

Roll Cage Fracture Improper Driver’s 9 5 5 Procured acc. To Replacement

leading to weld, safety, requirement
breakdown High Loss of
Impact motion

A-Arms Mechanical Impact Instability 8 6 2 CAE Rewelding

Load

Tie Rods Mechanical Impact Inability to 8 6 1 Periodic Maintenance Replacement

Load on steer
Ball joint

Knuckle Impact & Impact & Drivers 8 5 1 CAE Optimization Replacement

Fatigue Constant safety &
tyre force Complete
Imbalance

Brake Disc Fatigue Braking Loss of 8 6 2 Material Optimization Replacement

Force Braking

Half Shaft Mechanical Torsional Loss of 9 5 2 Material Optimization Replacement

Force power at
wheels

Master Loose Pressure Insufficient 7 4 2 Proper Mounting Replacement

Cylinder Connection Leakage braking
force

Mounts Fracture Impact Instability 8 5 2 Proper weld Rewelding

CONCLUSION:
There are various factors to be considered while designing any vehicle. The design we have chosen is the safest for and
the most efficient vehicle having maximum power to weight ratio while being toughest in class. All the parameters like
reliability, safety, cost, performance, aesthetics, ergonomics and availability materials were taken into account. The
parts being manufactured have gone finite element analysis and required actions have been performed to avoid any type
of failure. The power train is designed to attain maximum speed and torque for high performance. We believe with this
design we are capable of performing well and attract attention of F1 enthusiasts.