Team ID: 92

Team Name: Team Invincibulls

College Name: K L University

City: Guntur, Andhra Pradesh

Report Author: V RAGHU KALYAN

Report Co-Author: K G V JAYARAM

SUPRA SAEINDIA 2016

DESIGN REPORT

INTRODUCTION

K L University:

The Koneru Lakshmaiah Charities was established as a trust in the year 1980 with its official address at Museum

road, Governorpet, Vijayawada, Andhra Pradesh – 520 002 and started KL College of Engineering in the Academic year

1980-81. The trust was converted into a Society by the name Koneru Lakshmaiah Education Foundation in the year 1996.

The KL College of Engineering has attained autonomous status in the year 2006 and in February 2009, the Koneru

Lakshmaiah Education Foundation Society was recognized as Deemed to be University. In short Koneru Lakshmaiah

Education Foundation is named as K L University.

About Team Invincibulls:

“Failures are the stepping stones for success” the main motto which pushed each and every team member of supra

2016 is to develop the formula 1 style in their final days of engineering in Koneru Lakshmiah Universty. Formula 1 style

cars fabrication is not a cake walk but still a bold decision by the few top class students inspired the entire team to crack the

project and lead it to success.

Design Goals:

Team Invincibulls main goal is to reduce the weight of un sprung mass, to reduce the cost of manufacturing, to

easy assembling and dismantling and to give better safety, ride and comfort to the driver.

TEAM INVINCIBULLS

Captain: K G V Jayaram

Technical Non Technical

1. A Teja

2. Khaja Waseem

3. Mahesh Karnati

4. Sai Kiran Datti

5. Sai Prakash Polireddy

6. Pavan Raja Rao

7. Bhishma Naidu B

8. Suresh Yadav

9. R Dileep

10. Ch Dileep

11. P Brahma Teja

12. D Naveen Chandra Dora

13. V Sai Krishna Srinivas

14. S S Rahul

15. Kovvuru Dinesh Kumar Reddy

1. Jeevitesh H

2. Raghu Kalyan V

3. Rohit Raju B

4. Deepak Varma T

5. George Lin Prince

6. Nireekshith Y

7. Sachin Gupta

8. Krishna Kalyan

9. Narasimha Kalyan K

CHASSIS DIMENSIONS:-

According to rule T3.11.6 In the front view, the vertical members of the Main Hoop is 675mm apart at the

location where the Main Hoop is attached to the Major Structure of the Frame.

According to rule T3.11.4 In the side view of the vehicle, the portion of the Main Roll Hoop is six degrees (6°)

of the vertical.

According to rule T3.12.6 In side view, the Front Hoop is inclined nine degrees (9°) from the vertical.

According to rule T3.13.4 The Main Hoop braces is 130 mm below the top-most surface of the Main Hoop.

The included angle formed by the Main Hoop and braces is 30.1 degrees.

According to rule T3.14.2 The Front Hoop is supported by two braces extending in the forward direction on

both the left and right sides of the Front Hoop

According to rule T3.14.4 The Front Hoop braces is 35mm below the top-most surface of the Front Hoop

MATERIAL USED : AISI-1018

According to rule T3.4.1:

S.

NO

ELEMENT OUTER

DIAMETER

(IN

INCHES)

THICKNESS

( IN

INCHES)

Bending

Stiffness(ksi)

=E*I

Bending

Strength(ksi)

=(Y*I/r)

1 Front and Main hoops, Shoulder harness

munting bar

1 0.12 575.969 2.107

2 Main and Front hoop bracing,

Side impact structure,

Front bulk head,

Drivers restraint, Harness attachment,

1 0.08 458.416 1.493

3 Front bulk head support,Main and front hoop

bracings,

1 0.05 270.591 0.976

15

49

.4

Type of Welding

MIG Welding:

Metal Inert Gas welding is a welding process in which an electric arc forms between a consumable wire electrode and the

work piece, which heats the work piece, causing them to melt and join. Electrode used: ER70s-6 is commonly used for

mild steel or carbon steel, Shielding Gas used: 100% CO2, Pure carbon dioxide, allows for deep penetration on welds but

encourages oxide formation. It is low cost, makes it an attractive choice, but because of the reactivity of the arc plasma,

spatter is Unavoidable. Higher carbon dioxide content increases the weld heat and energy when all other weld parameters

are held the same. Inert gases such as argon and helium are only used for nonferrous welding; with steel they do not provide

adequate weld penetration argon or cause an erratic arc and encourage spatter. Since MIG uses a shielding gas to protect

the arc, there is very little loss of alloying elements, and only minor weld spatter is produced.

PARAMETERS AISI 1018 AISI 1020 AISI 4130

Density(g/mm3) 0.00787 0.00785 0.007872

Cost(Rs/mt) 196 367 531

Yieldstrength(N/mm2) 372.31 350 459.8

BendingStiffness(N-

mm2)

2155.829 2155.829 2155.829

Brinell’sHardness 126 163 154

Machinability 70 60 50

Availability MOST

AVAILABLE

MOST

AVAILABLE

LESS

AVAILABLE

Poisson’s ratio 0.29 0.29 0.29

Weldability 75 68 80

Post Welding Not Required

Not Required

Required

PARAMETERS AISI

1018

AISI

1020

AISI

4130

Weight 5 5 5

Cost 5 4 3

Yeild Strength 4 3 5

BendingStifness 5 5 5

Brinell’sHardness 4 5 5

Machinability 5 4 3

Availability 5 4 3

Weldability 5 4 5

Total 38 34 34

CAE ANALYSIS OF ROLL CAGE:-

Roll cage analysis done in Hyper mesh 13.0 version.2D meshing with element size 4, no.of elements=2,93,774.Grade

AISI 1018 Mild Steel material of 25.4mm outer diameter and 3mm,1.8mm,1.2mm thickness material is used.Chemical

composition of Mild Steel is carbon content(0.14-0.20%),Iron(98.81.99.26%),Manganese (0.60-0.90%),

Sulphur(<<0.05%), Phosphorus(<<0.04%),so its welding, machining , bending properties are good.Constraints in all

analysis is taken as double wishbone mounting points.Added supporting members, joining lateral cross member(Srl)

and front bracing members after iterations.Triangulated side impact members in order to minimize the deflection of

members.

Total vehicle Weight = W= 350 kg (with driver)

1G load = 1*W*g=1*350*10=3500 N

S.NO Analysis Loads Maximum Disp Maximum FOS

mm Stress MPa

1 Front 6G 0.07 241.8 1.57

Imapact

2 Side Imapct 3G 1.7 243.3 1.56

3 Roll Over 3G 1.35 179.6 2.11

4 Torsional 2G 1.15 117.0 3.24

FRONT IMPACT DEFORMATION FRONT IMPACT STRESS SIDE IMPACT DEFORMATION SIDE IMPACT STRESS

ROLL OVER DEFORMATION ROLL OVER STRESS TORSIONAL DEFORMATION TORSIONAL STRESS

Tyres and Rims Specifications:

OZ Formula Student Alluminium 4H wheel

Tyre Specifications:

J K Tyres – 185/60 R 13 ( Wet Tyres)

13” Diameter * 7” Width

WHEEL ASSEMBLY:

UPRIGHTS:

Vehicle weight (with driver) =350 kg, rear_wheel_weight:60%,

Front wheel weight: 40%. Front left/right =70kg, Rear

left/right=105kg

W=weight on each tire

LOADS: L_1: 3g’s – Lateral=3*g*W, 2g’s –Vertical=2*g*W,

1g’s-Longitudinal=1*g*W L_2:- Brake caliper and Tie rod loads,

L_3:- Couple torque L_4:- Torque due to hub.

ALUMINIUM 6061 T6:-

Front_Right &Rear_Left:-

N.o Location Load Disp(mm) Stress(MPa) F.O.S

1 Spindle point L_1 0.094 52.392 5.34

Brake torque L_2 0.370 164.93 1.69

Combination of

above L1&L2 0.409 176.43 1.59

Front_Left & Rear_Right:-

N.o Location Load Disp(mm) Stress(MPa) F.O.S

2 Spindle point L_1 0.088 53.681 5.3

Brake torque L_2 0.334 163.49 1.72

Combination of

above L1&L2 0.401 190.68 1.5

HUBS:- ALUMINIUM 6061 T6

No Location Load Disp(mm) Stress(MPa) F.O.S

1 Spindle point L_1 0.0211 62.325 4.45

L_3 0.0233 73.945 3.75

BRAKE ROTOR COUPLE:- MILD

STELL

NO LOCATION

LOA

D Disp(mm) Stress(MPa) F.O.S

1 Hub and L_4 0.0152 105.62 3

couple

mounts

Steering System:

Suspension System:

We have chosen Double Wishbone Suspension with pushrod to Damper Suspension System at the Front and

Rear end of the vehicle. According to rule book there should be at least 2 inches wheel travel that is 1 in for jounce

and 1 in to re jounce. So, we have chosen to have wheel travel 4 inches …2 in for jounce and 2 in for re jounce.

The double wishbone structure is used mainly to reduce the ride height of the vehicle. The system allows the

user to select and optimize their own geometry (camber, caster scrub radius) the wheel can be alignment with proper

camber (negative) to maintain the wheels at contact even while hard cornering. The system has lesser body roll and

the suspension can be made stiffer.

Parameters Swing axle

Double wish bone

Semi Trailing Arm

Macpherson strut

Stability 4 5 3 3

Manufacturability 3 3 3 4

Cost 2 4 3 4

Performance 3 4 4 3

Safety 4 5 3 4

Total 16 21 16 18

Fig: Lotus simulation

Fig: Rear suspension design. Fig: Front suspension design Fig: Rocker arm

Fig: A Arms Analysis Fig: Bracket Analysis

A Arms: AISI 1018 0.8” pipe with a Factor of Safety of 3 with Motion Ratio: 0.7

DECISSION MATRIX:

Steering

type

Ea

se

mainte

nance

Economy Effectiv

eness

Feed

back

TOTAL

Recirculati

ng ball

3 3 3 2 3 14

Rack and

pinion

4 4 5 3 4 20

Hydraulic

power

5 2 2 4 5 18

Worm and

lever

3 3 4 2 3 15

5-excellent,4-very good,3-good,2-average,1-below average

Out of all the above mechanisms Rack and pinion mechanism was chosen due to its Economical Ease, simple

design, light in weight, it can also be easily mounted and dismantled compared to other mechanisms.

Spring Specifications:

K= 30 N/mm

Wire Dia d= 7.17 mm

D= 51.2 mm

Pitch P=14.87 mm

Free length=132.47 mm

Damper Travel: 50 mm

BRAKES Mechanism:

When the human effort is given on the aluminum pedal of ratio 5.6:1 is connected to two master cylinders, the piston of

dia 0.75 inch traverses and pushes the brake fluid forward through the brake liners to the callipers of all tires which are

shielded. The fluid in it pushes the pistons of count 2 with dia 1 inch. And moves the brake pad towards the rotor as it is a

floating calliper only one brake pad moves towards rotor which has µ=0.4, this force acts on the rotor of dia front-230 mm

and rear 230 mm. A brake over travel switch will be placed as per rule book. Diagonal split will be given for the safety of

driver,even the failure of one split the other works.

The main aim of the steering system is to provide

the directional stability of the vehicle.

Parts Quantit

y

Specification

Steering wheel 1 228.6 mm dia

Steering column 1 190.5mm

Rack & pinion 1 4:1 steering

ratio

Tie rods 2 419.1mm

Universal joints 2 Standard size

Rod Ends 2 Heim joints

Bellows 2 Standard size

Knuckles 2 Designed

Bearing 1 25.4 mm ID

Specifications features

Wheel base mm 1574.8

Track width mm 1257.3

Turning Radius mm 2500

Caster deg 00

Camber deg 20 negative

Toe deg 00

Steer angles (inner&outer ) deg 39.98&26.765

Steering ratio 4:1

Steering wheel diameter mm 228.6

Power assist Without

Steering column type Rigid, not tilted

Pinion rotation lock to lock turns 1.5

LHD/RHD Center lined Drive

Housing weight kg 1.45

Length of the rack mm 355.6

Rack travel mm 107.95

Tie rods mm 410.4

Ackermann angle deg 39.9850

Fig: Steering Fig: Rack and Pinion

CALCULATIONS

Pedal ratio -5.6:1

μ of pad-0.3

F clamp-6631.859N

Deceleration 9.5 m/s

Torque generated for front each wheel-362Nm

Torque generated for rear each wheel-362Nm

Stopping distance at 40 km/hr is 6.4m

Fig: Disc Model Fig: Disc Analysis

PRODUCT DIA UNITS quantity

MASTER CYLINDER 0.75 INCH 2

CALIPERS 1 INCH 4

ROTOR FRONT 9 INCH 2

ROTOR REAR 9 INCH 2

Static weight distribution front-40%

Static weight distribution rear-60%

Dynamic weight distribution front-60.02%

Dynamic weight distribution front-1764.858N

Dynamic weight distribution front-39.98%

Dynamic weight distribution rear-1175.42N

ENGINE:

We selected KTM Duke 390 engine because of its high pick-up which is desirable for our vehicle.

Type of engine:

Single cylinder, four stroke engine with 6 gear, claw-shifted transmission type.

S.no parameter Duke 390 Yamaha

YZF-R3

1. Maximum

power

43 BHP a 9500

rpm

41.4 Bhp

@ 10750

rpm

2. Maximum

torque

35 Nm at 7250

rpm

29.6

Nm

@

9000

rpm

3. Power to

weight ratio 271.76 BHP/ton

244.97

BHP per

tonne

4. Torque to

weight ratio 221.20 Nm/ton

175.14 NM

per tonne

5. Specific

output 114.81BHP/liter

128.97

BHP per

litre

7. Displacement 375 cc 321cc

8. Stroke 60 mm 44.1mm

9. Bore 89 mm 68.0mm

10. Compression

ratio 12.8:1

11.2:1

11. Primary gear

ratio 30:80

35:14

12. Secondary

gear ratio 15:50

31:17

ELECTRONICS: We directly used default ECU with

remapping for required changes that are to be made like

removing ABS and including some sensors used for vehicle.

Wiring of vehicle is done for the positioning of

speedometer, brake light, radiator and sensors to connect

ECU.

Battery: lead Acid Battery 12 V, 8 A

Ignition is done by using a push button.

AIR INTAKE

We specially designed our air intake system in order to meet our

requirements. We used aluminum metal for fabricating our air intake

system. The velocities and pressures at inlet and outlets are as listed.

S.no Part At ideal condition

34 Kmph(P,V)

At 93 Kmph

(P,V)

1. Air filter

(air inlet) 101325 Pa, 9.444m/sec

101325 Pa,

25.83m/sec

2. Runner

pipe inlet 101319.17 Pa, 9.935m/sec

101278.15 Pa,

27.27m/sec

Fig: Velocity Analysis

Fig: Pressure analysis

DRIVE TRAIN COMPONENTS

SPROCKETS

We selected the sprockets and their teeth

as per required speed and torque. And the

center distance between sprockets is

24.04 cm as per requirement

S.no Parameter Value

1. Sprocket pitch 15.7 mm

2. Front sprocket

teeth 15

3. Rear sprocket

teeth 63

4. Velocity

ratio(Front: rear) 1:0.2381

5. Front sprocket

pitch diameter

61.08

mm

6. Rear sprocket

pitch diameter

202.25

mm

CHAIN

We selected the single strand chain

with following specifications as per

our requirements, and which can bear

up to 1410 kg-f (13800 N)

Specifications:

S.no Parameter value

1. Chain pitch 0.5 inch(12.7

mm)

2. Grade 40(08 A)

3. Weight per

meter 0.69 kg-f

4. No of links 72

BEARING

Parameter value

Bearing no BAH0087

Inner diameter 36 mm

Outer diameter 68 mm

Height 33 mm

Transmission type: Manual transmission

In manual transmission you need to shift gears based on the vehicle's speed and this requires the use of the

clutch pedal and the gear rod. When the clutch pedal is pressed the clutch disengages engine’s crankshaft

and transmission. Shifting of gears can be done manually when clutch pedal is pressed.

Automatics also have a clutch except instead of a clutch pedal a torque converter is used to separate the

engine from the transmission - and it all happens automatically without the need of driver input, more fuel

will be consumed if clutch is continuously operated in automatic transmission. But in manual transmission

clutch will be used when required .In race car there will be minimum usage of clutch.

Hence we opted manual transmission.

Exhaust System:

Parts: 1. Runner pipe2. Silencer3. Heat wrap

Material: 1. Steel pipes: - used to make exhaust runner pipe.

Assembly

Exhaust runner pipe is drawn from engine and it is bent as per our requirement. Oxygen sensor is placed at the

beginning of exhaust runner pipe. Silencer is mounted to chassis through mechanical fasteners. We used a silencer

with a reactive type muffler in it to reduce noise. We selected this muffler instead of absorptive type muffler because

the material inside the absorptive type muffler could burn as it will be in direct contact with perforated tubes. But in

our muffler we have a no chance for any burning. Heat wrap is wrapped on the runner pipe to protect the other

components around it from great heat and prevent heat leakages at unwanted areas.

ERGONOMICS

According to T4.1.1and T4.2.1this shows the cockpit opening area and cockpit internal cross section which does not

allow for and aft transulation.

Percy rule 95th percentile male template. According to

rule T3.10.4 95th percentile male template is made as per

dimensions and according to that seat and pedaling

position is placed. So that it is suitable to accommodate

drivers whose stature ranges from 5th percentile female

to 95th percentile female

Driver's Visibility: According to rule T4.7.1, driver must

have a minimum field of vision of 200degrees from his

normal position (i.e minimum of 100 degrees on either

side of the driver). So that the driver can have clear view

without moving head.

SAFETY REPORT

S.no Equipment Purpose Location No

1 fire

extinguishe

r

To stop

fire in

case of

emergenc

y

In driver

cell

2

2 Helmet To

protect

driver

head from

injuries

Driver

equipment

1

3 Kill switch To stop

engine in

case of

emergenc

y

One at the

right side of

roll bar &

other at

dash boars

2

4 Driver suit For driver

safety

Driver(FIA

8856-2000)

1

5 Driver seat

belt

6 point

harness

Driver

safety

Seat 1

6 Brake

indication

light

Indication

while

brakes are

actuated

Rear

portion

1

7 Arm

restraint

s

To support and

give protection

to arms

Beside driver

arms

2

8 Head

restraint

s

To support

head position

Just above the

seat

1

9 Impact

attenuat

or

To protect

vehicle from

greater loads

Front side of the

vehicle

1

10 Firewall To separate Thickness mm 700

x

700

mm2

11 Balacla

va

Drivers safety Driver 1

12 Gloves Drivers safety driver 1

13 Side

impact

structur

es

Driver safety Either side of

driver shoulder

2

14 Roll

hoop

bracing

Supporting

member for

main hoop

Behind both hoop 4

15 Heat

wrap

Insulation of

exhaust runner

Near Exhaust

runner pipe

mm2

3D VIEWS:

IMPACT ATTENUATOR DATA REPORT

Material(s) Used DOW IMPAXX 700

Description of form/shape As described in rule T3.21.1 we have formed a stepped pyramid

structure

IA to Anti-Intrusion Plate

mounting method

Using adhesive resin for mounting of IA to anti-intrusion plate

horizontally

Anti-Intrusion Plate to Front

Bulkhead mounting method

As per rule T3.21.5 we used grade 8.8 bolts of 8mm diameter for

mounting of anti-intrusion plate to chassis

The attenuator contains the minimum volume 200mm wide x 100mm high x 200mm long

Volume of 20.5mm3

Absorbing a maximum energy of 14612J

CONCLUSION: We conclude our project by reducing the weight of un sprung mass to 350 Kg, to reduce the cost of

manufacturing, to easy assembling and dismantling and to give better safety, ride and comfort to the driver.

1549.4 mm