SUPRA SAEINDIA 2016

DESIGN REPORT
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
 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 1. Jeevitesh H
2. Khaja Waseem 2. Raghu Kalyan V
3. Mahesh Karnati 3. Rohit Raju B
4. Sai Kiran Datti 4. Deepak Varma T
5. Sai Prakash Polireddy 5. George Lin Prince
6. Pavan Raja Rao 6. Nireekshith Y
7. Bhishma Naidu B 7. Sachin Gupta
8. Suresh Yadav 8. Krishna Kalyan
9. R Dileep 9. Narasimha Kalyan K
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
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

1549.4

MATERIAL USED : AISI-1018

According to rule T3.4.1:

S. ELEMENT OUTER Bending Bending

NO DIAMETER THICKNESS Stiffness(ksi) Strength(ksi)
(IN ( IN =E*I =(Y*I/r)
INCHES) INCHES)
1 Front and Main hoops, Shoulder harness 1 0.12 575.969 2.107
munting bar
2 Main and Front hoop bracing, 1 0.08 458.416 1.493
Side impact structure,
Front bulk head,
Drivers restraint, Harness attachment,
3 Front bulk head support,Main and front hoop 1 0.05 270.591 0.976
bracings,
 PARAMETERS AISI 1018 AISI 1020 AISI 4130 PARAMETERS AISI AISI AISI
1018 1020 4130

Density(g/mm3) 0.00787 0.00785 0.007872 Weight 5 5 5

Cost(Rs/mt) 196 367 531 Cost 5 4 3
Yieldstrength(N/mm2) 372.31 350 459.8
Yeild Strength 4 3 5
BendingStiffness(N- 2155.829 2155.829 2155.829 BendingStifness 5 5 5
mm2)
Brinell’sHardness 126 163 154 Brinell’sHardness 4 5 5
Machinability 70 60 50 Machinability 5 4 3
Availability MOST MOST LESS Availability 5 4 3
AVAILABLE AVAILABLE AVAILABLE Weldability 5 4 5
Poisson’s ratio 0.29 0.29 0.29 Total 38 34 34
Weldability 75 68 80
Post Welding Not Not Required
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.

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(S rl) 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)

WHEEL ASSEMBLY:
UPRIGHTS:
Vehicle weight (with driver) =350 kg, rear_wheel_weight:60%,
13” Diameter * 7” Width
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

LOA
NO LOCATION D Disp(mm) Stress(MPa) F.O.S

1 Hub and L_4 0.0152 105.62 3

couple
mounts
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 Double Semi Macpherson
axle wish Trailing strut
bone Arm
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

A Arms: AISI 1018 0.8” pipe with a Factor of Safety of 3 with Motion Ratio: 0.7
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
Fig: A Arms Analysis Fig: Bracket Analysis Damper Travel: 50 mm
Steering System:
DECISSION MATRIX:

Steering Ea mainte Economy Effectiv Feed TOTAL

type se nance eness back

Recirculati 3 3 3 2 3 14
ng ball
Rack and 4 4 5 3 4 20
pinion
Hydraulic 5 2 2 4 5 18
power
Worm and 3 3 4 2 3 15
lever
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.
The main aim of the steering system is to provide the Specifications features
directional stability of the vehicle. Wheel base mm 1574.8
Track width mm 1257.3
Parts Quantit Specification Turning Radius mm 2500
y Caster deg 000
Steering wheel 1 228.6 mm dia Camber deg 2 negative
Toe deg 00
Steering column 1 190.5mm Steer angles (inner&outer ) deg 39.98&26.765
Rack & pinion 1 4:1 steering Steering ratio 4:1
ratio Steering wheel diameter mm 228.6
Power assist Without
Tie rods 2 419.1mm
Steering column type Rigid, not tilted
Universal joints 2 Standard size Pinion rotation lock to lock turns 1.5
LHD/RHD Center lined Drive
Rod Ends 2 Heim joints Housing weight kg 1.45
Bellows 2 Standard size Length of the rack mm 355.6
Rack travel mm 107.95
Knuckles 2 Designed Tie rods mm 410.4
Bearing 1 25.4 mm ID Ackermann angle deg 39.9850

Fig: Steering Fig: Rack and Pinion

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.

PRODUCT DIA UNITS quantity

MASTER CYLINDER 0.75 INCH 2
CALIPERS 1 INCH 4
ROTOR FRONT 9 INCH 2
ROTOR REAR 9 INCH 2

CALCULATIONS
Fig: Disc Model
Pedal ratio -5.6:1 Fig: Disc Analysis

μ of pad-0.3 Static weight distribution front-40%

F clamp-6631.859N Static weight distribution rear-60%

Deceleration 9.5 m/s Dynamic weight distribution front-60.02%

Torque generated for front each wheel-362Nm Dynamic weight distribution front-1764.858N

Torque generated for rear each wheel-362Nm Dynamic weight distribution front-39.98%

Stopping distance at 40 km/hr is 6.4m 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.

Yamaha ELECTRONICS: We directly used default ECU with

S.no parameter Duke 390
YZF-R3 remapping for required changes that are to be made like
41.4 Bhp removing ABS and including some sensors used for
Maximum 43 BHP a 9500
1. @ 10750 vehicle. Wiring of vehicle is done for the positioning of
power rpm
rpm speedometer, brake light, radiator and sensors to connect
29.6 ECU.
Nm
Maximum 35 Nm at 7250 @ Battery: lead Acid Battery 12 V, 8 A
2.
torque rpm 9000
rpm Ignition is done by using a push button.

244.97
Power to
3. 271.76 BHP/ton BHP per
weight ratio
tonne
Torque to 175.14 NM
4. 221.20 Nm/ton
weight ratio per tonne
128.97
Specific
5. 114.81BHP/liter BHP per
output
litre
7. Displacement 375 cc 321cc
8. Stroke 60 mm 44.1mm
9. Bore 89 mm 68.0mm
Compression 11.2:1
10. 12.8:1
ratio
Primary gear 35:14
11. 30:80
ratio
Secondary 31:17
12. 15:50
gear ratio
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. Fig: Velocity Analysis
At ideal condition At 93 Kmph
S.no Part 34 Kmph(P,V) (P,V)
1. Air filter 101325
Pa, 101325 Pa, 9.444m/sec
(air inlet) 25.83m/sec
Runner 101278.15 Pa,
2. 101319.17 Pa, 9.935m/sec
pipe inlet 27.27m/sec
Fig: Pressure analysis
 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.

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 CHAIN
S.no Parameter Value We selected the single strand chain
1. Sprocket pitch 15.7 mm with following specifications as per
Front sprocket our requirements, and which can
S.no 2. 15
bear up to 1410 kg-f (13800 N) Parameter
teeth
Rear sprocket
3. 63 Specifications:
teeth BEARING
ParameterVelocity value value
4. 1:0.2381
0.5rear)
ratio(Front: inch(12.7 Bearing no BAH0087
1. Chain pitch
Front sprocket mm) 61.08 Inner diameter 36 mm
5. Outer diameter 68 mm
2. pitch diameter
Grade 40(08 A) mm
Rear sprocket 202.25 Height 33 mm
6. Weight per
3. 0.69 kg-f mm
pitch diameter
meter
4. No of links 72

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.
 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 To stop In driver 2

extinguishe fire in cell 7 Arm To support and Beside driver 2
r case of restraint give protection arms
emergenc s to arms
y 8 Head To support Just above the 1
2 Helmet To Driver 1 restraint head position seat
protect equipment s
driver 9 Impact To protect Front side of the 1
head from attenuat vehicle from vehicle
injuries or greater loads
3 Kill switch To stop One at the 2 10 Firewall To separate Thickness mm 700
engine in right side of x
case of roll bar & 700
emergenc other at mm2
y dash boars 11 Balacla Drivers safety Driver 1
va
4 Driver suit For driver Driver(FIA 1 12 Gloves Drivers safety driver 1
safety 8856-2000) 13 Side Driver safety Either side of 2
5 Driver seat Driver Seat 1 impact driver shoulder
belt safety structur
6 point es
harness 14 Roll Supporting Behind both hoop 4
6 Brake Indication Rear 1 hoop member for
indication while portion bracing main hoop
light brakes are 15 Heat Insulation of Near Exhaust mm2
actuated wrap exhaust runner runner pipe
3D VIEWS:

1549.4 mm

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 Using adhesive resin for mounting of IA to anti-intrusion plate
mounting method horizontally
Anti-Intrusion Plate to Front As per rule T3.21.5 we used grade 8.8 bolts of 8mm diameter for
Bulkhead mounting method 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.