Faculty Advisor:

Prof. Kartikeya Tripathi

Mechanical Engineering Department
Prof. Durgesh Joshi
Industrial Production Engineering Department
Team Members:
Husain Kanchwala (leader), Bhaskar Chouhan, Ashish Gupta,
Pratik Jain, Zimi Surana, Sneha Soni, Aayushi Agrawal,
Vijay Singh Solanki, Mikaeel Ashraf

We students of S.G.S.I.T.S. Indore Presenting before you

Equinox
for which our days & nights were equivalent.

PROJECT PLAN

OVERVIEW

Vehicle make
model

EQUINOX VIRTUAL
Unit
Value
9. Specific Fuel
SPECIFICATION
consumption

342gm/K
Wh

1. Body style

Aero

10.Fuel octane
number

RON

92

2. Useful power
at engine

Kw

11. Fuel tank

capacity

ltrs

6ltrs

3. Max torque
at engine

Nm;
rpm

21
2800

12.Engine swept
volume

cm3

340c
c

4.Max speed

Km/h

51

13.Bore/stroke

mm

84/64

sec

8.1

14.Compression
ratio

8.5:1

kg

280

16.Engine type

Petrol

kg

350

19.Battery

Ah

12v/4
4

kg/
Kw

43.75

20.Driving
configuration

Manu
al

5. Acceleration
0 to 40 Km/hr
6. Curb weight
7.Gross vehicle
weight
8.Weight to
power ratio

21.Transmissi 1st/ 2nd

on ratio
3rd/ 4th

31.48/
18.7/1
1.4/7.3
5

29.Track
front/rear

mm

1522/1510

22.Final drive
ratio

7.35

30. Turning
circle diameter

5.1

24.Cooling

Air

31. Ground
clearance

mm
In

165
6.5

25.Vehical
length

mm

2515

32.Suspension
front

40 N/mm

mm

1625(6
4 in)

33.Suspension
rear

60 N/mm

27.Vehical
height

mm

1505

34.Tires

8/ 46 R 13 76
C

28.Wheelbas
e

mm

1828

35.Braking
system

26.Vehicle
width

Disc/Drum

ROLL CAGE
The purpose of the roll cage is to provide a minimal threedimensional space surrounding the driver.
SELECTION OF PARAMETERS

Elements of the Roll Cage:

1.
2.
3.
4.
5.
6.
7.
8.
9.

Rear Roll Hoop (RRH)

Lateral Diagonal Bracing (LDB)
Roll Hoop Overhead members (RHO)
Front Bracing members (FBM)
Lateral Cross member (LC)
Lower Frame Side (LFS)
Side Impact Member (SIM) 1
2
Fore/Aft Bracing (FAB)
Front Lateral Cross member (FLC)

COMPARISION WITH PREVIOUS YEARS ROLL

CAGE
Sr. no. Parameters

CENTAUR-BAJA 2009

Equinox Virtual 2009

Overall length

2.006 m

2.515m

Maximum Width

1.66 m

1.625m

Height

1.224 m

1.505m

Overall perimeter tube

length

32.25 m

40.00m

Weight

60 Kg

65.00 Kgs

FEA Analysis of Roll Cage

Front impact

Side Impact

Strain

Rear impact

Deformation Front impact

Roll over strain

Rollover condition

Side deflection

Result :
Element

Max.
Stress
(MPa)

Deflection
(mm)

Strain
energy
(J)

Factor Of
Safety

Front impact

178

0.36

0.2

2.03

Rear Impact

189

0.32

0.18

1.91

Roll Over

115

1.69

3.15

Side Impact

123

0.52

2.99

2.94

TECHNICAL FEATURES LGA 340

PARAMETER

UNIT

SPECIFICATION

Cylinder

N.

Bore

mm

82

Stroke

mm

64

Swept volume

cc.

338

Compression ratio

8.5 - 1

Standard R.P.M.

RPM

3000 - 3800

kW/HP

7.4/10 - 8.1/11

kW/HP

6.9/9.4 - 7.7/10.4

kW/HP

6.6/8.9 - 7.3/9.9

Nm-Kgm

23.7 - 2.4

g/kW h - g/HP h

342 -251

Tank capacity
Housing oil
capacity

l.

l.

1.2

Dry weight

Kg

30

Rating kW

Max torque
Specific fuel
consumption

N DIN 70020
NB DIN 6271 ISO
3046
NA DIN 6271 ISO
3046

Engine
We
have used
Dampers

the rubber & spring

damper arrangement in order to
absorb shocks due to engine forces
on structure in order to have better
ride without shocks.
We want that minimum engine
reciprocating(shaking force = mr2,
m=120 g) should be transmitted on
our structure, so in order to have ride
comfort for that we have proceeded
that only 10 % of the force should
transmit on our Roll cage.
The
force
transmissibility
characteristics shows that in order to
have the transmissibility less than
one r should be greater than. Since
in the second zone of operating
characteristics of the machine the
value of R<1 and thus
lie in the second zone of operating
range, satisfying these 2 conditions
and equating R=0.1, r=2.5 (iterating
value, since for almost all values at

From eq. 1,2,3 & 4 we

found
Designed Parameters
System K
stiffnes
s

334.4
N/mm

Spring Ks
stiffnes
s

3653
N/mm

Hysteresis loop
plotted on this
machine & are under
the loop was found to
be 45 Joules

Stiffness of damper
is found on this
machine & spring
stiffness was found to
be 375 N/mm

Calculations for
Spring
The value of used in eq. 1 was corresponding to
1300 rpm while in spring design our aim is that
spring must be safe in most severe conditions also
so used here is corresponding to force at max.
engine rpm i.e. 4400 rpm.

POWER TRAIN
We have used M&M transmission for Equinox virtual.

SELECTION OF PARAMETERS

GEAR BOX
Type
: Constant Mesh Type
Gear Ratios
: 4 Forward & 1 Reverse
Type of gears
: Helical & Spur
Gear Box consists of following Major parts:1. Transmission casing
2. Lay-shaft / Cluster gear
3. Main shaft
4. Speed Gears
5. Idler gear for reverse
6. Reverse gear
7. Gear shift lever
8. Reverse gear lever

Gear calculation

K= load stress factor =5.2

C= dynamic factor depending upon

the machining errors

argin of safety of beam strength, for steady and medium load

eam strength= 1.2* dynamic load

Gear calculation

Results

Parameter

Symb
ol

Gear 1
(pinion)

Gear 2 (gear)

Gear ratio

4.6

Power

8 kW

8 kW

Centre distance

80 mm

SPEED

1742. 378.788
4 rpm rpm

84 mm

Torque

43.86
6
N-m
1950
N

201.78
N-m

Corrected centre
distance
module
Type of gear

20 degree full
depth involute

1950 N

Material for gear

and pinion

Steel, C40, heat

treated

Circumfer v
ential
speed

2.735
m/s

2.735
m/s

Allowable static
stress of material

220.6 MN/mm2

Hardness (BHN)

300

No of
Z
teeth
Diameter D

10

46

30
mm

138 mm

Type of service in
use

Medium shock
(service
factor=1.5)
28.5 mm

Tangentia F
l force

Face width

reduction and corresponding speedsGear no.

Teeth,rpm of lay
shaft

Teeth,rpm of drive
shaft

Gear ratio

1st

10, 1742.424rpm

46, 378.788 rpm

4.6(31.47)

2nd

15, 1742.424rpm

41, 637.472 rpm

2.73(18.704)

3rd

21, 1742.424rpm

35, 1045.4577 rpm

1.67(11.4)

4th

26, 1742.424rpm

29, 1562.173 rpm

1.115(7.35)

REVERSE

4.6(55.08)

CLUTCH
Power = 8 kW,
rpm= 4400 rpm,
Maximum torque at 3200 rpm = 21.6 Nm

e design multi plate oil wet clutch for equinox virtual due to space cons
o of pairs of friction surfaces=8

lutch is design on the basis of uniform wear criteria in which (p*r= cons

Where

Design of spring for this cl

Oil Tempered Helical Sprin

According to design data hand

= 1.40375
book,
Axial force on each spring is
P(for 6 springs ) =
Material for Clutch
Wearing material= woven
/6*1.15
= 141.96 N
asbestos,
Opposing= steel, for this
combination
K=

On solving we get
Width (mm) Axial
Peripheral
=
force
velocity v
(N)
(m/s)

(mm)

(mm)

0.8

83.65

66.92

8.365

597.7

21.89

0.7

77.84

54.48

11.67

680.1

20.37

0.6

75.97

45.58

15.198

740.4

19.88

elect the data for k=0.6

Resul
ts

Parameters

Symbols

Value

Clutch Index

0.6

Inside Diameter

Di

46mm

Outside Diameter

Do

76mm

Peripheral Speed

20m/s

No of springs

Axial Force

141.9 N

Spring Index

Wire diameter

2.25 mm

Mean dia.

9 mm

O.D of Spring

D0

11.25 mm

No of turn

10

Length of spring

31.6 mm

Check of Buckling

l/

<4

3.51 (safe)

TRACTIVE EFFORT
Tractive curve are the curve plotted between Tractive effort and speed.
Tractive effort is synonym of tractive force i.e. pulling force exerted by
the vehicle or machine. if the engine is directly connected to road
wheels, it may not have enough tractive effort to start the vehicle from
rest.
3000

2000

AT 20
DEGREE 1ST
GEAR

1500

2500

1000

500
4
0
0

10

20

30

40

50

60

-500
-1000

Here condition at 1st and 2nd gear, vehicle will run easily. But it will not run
under 4th gear. (MF-RR) is negative for 4th gear. Vehicle will roll
downside. It will run in 3rd gear up to 20 km/h.
Running resistance (RR)= (rolling +drag + climbing)resistance

Figure- a, shows the net resistance as

a summation of the aerodynamic
drag, climbing resistance, rolling
resistance and b & c show the
superimposing of the effort applied by
engine and the net resistance
experience by vehicle at different
inclination.

Total resistance curve

3000

resistance
r2
AT 10 degree
1 GEAR
2
3
4
r3
r4

2500
2000
1500
1000
500
0
-500

10

20

30

40

50

60

SPEED V/S (MF-RR) &

RESISTANCE

Superimpose curves

Tractive curves at various inclination-

Roller
chain
Chain
Drivechains are one of the most efficient and cost effective ways to
Roller
transmit mechanical power between shafts. They operate over a
wide range of speeds, handle large working loads, have very small
energy losses, and are generally inexpensive compared with other
methods of transmitting power between rotating shafts.
Modeling on Auto-Desk
Inventor

Chain : ISO 606:2004 - Short-pitch transmission precision heavy

series roller chains
Chain size designation - 60H-1-50
S.No
.
Parameter
1
Pitch
2
Number of Chain Links
3
Number of Chain Strands

11
12

Minimum width between inner

plates
Maximum Roller Diameter
Maximum pin body diameter
Maximum inner plate depth
Maximum outer or intermediate
plate
Maximum width over bearing
pins
Maximum inner plate width
Maximum outer or intermediate
plate width
Chain bearing area

13

Specific Chain Mass

4
5
6
7
8
9
10

Symbo
l
Specification

p
X
K
B
D1
D2
H2
H
B
T1
t2
A
m

19.05 mm
50
1
112.75mm
11.91mm
5.96mm
18.11mm
15.62mm
30.20mm
1.90mm
1.90mm
116.1 mm2
0.00015kg/m
m

ibration Analysis
S.No
.
Parameter

Chain stiffness
Limit of critical speed
Critical speed for wave-type vibration
Critical speed for axial vibration from polygonal
effect
4
Critical speed for axial vibration from
circumferential run-out
5
hain power
rating
Critical
speed for axial vibration from chain pitches
inaccuracy
6
1
2
3

Symbol

Specification

c
n
ncW

9136.235 N/mm

ncAca

3775.397 rpm

ncAcr

26630.958 rpm

ncAip

887.699 rpm

20
8413.339 rpm

Results
S.No. Parameter
1
Chain Speed
2
Effective pull
3
Centrifugal force
4
Maximum tension in chain span
5
Static safety factor
6
Dynamic safety factor
7
Bearing pressure

Symbol

v
Fp
Fc
Ftmax
SS>Ssmin
SD>Sdmin
pB<p0*

Specification
21.1m/s
40.6 N
77.6 kgf
134 kgf
27.143 > 7.000
13.571 > 5.000
9.62MPa

Source: Renold chain

designer

Axle
AXLE
Axles are an integral structural
component of a wheeled vehicle. The
axles maintain the position of the
wheels relative to each other and to
the vehicle body. Axles bear the
weight of the vehicle plus any cargo,
as well as acceleration and braking
forces
We have used unequal axle length
because the transmission is shifted
on the right side .

Therefore the analysis for longer axle

was performed in the initial condition
one end of the axle (wheel end) was
fixed and starting torque (which is
max since during the start the wheels
are stationary & also the torque is
max. because the reduction is max.
i.e.,
{31.48(transmission
reduction)*1.4(chain
drive
reduction)} was applied on the
wheels & than the axle is designed by
using the aid of CAD & hand
calculation.
The longer axle was designed

Axle Specifications
Dimensions

50.0 mm
50.0 mm
528.0 mm

Part Mass

2.445 kg

The following material behavior

assumptions apply to this analysis
Linear - stress is directly proportional
to strain.
Constant - all properties temperatureindependent.
Homogeneous - properties do not
change throughout the volume of the
part.
Isotropic - material properties are
identical in all directions.

AXLE STRESS ANALYSIS

MATERIAL USED
Steel, High Strength Low Alloy

Young's Modulus

2.e+005 MPa

Poisson's Ratio

0.287

Mass Density

7.84e-006
kg/mm
275.8 MPa

Tensile Yield Strength

D
A.

EQUILBRIUM SPEED
STRESS

C. MAXIMUM PRINCIPAL

B.

DEFORMATION

D.FACTOR OF SAFETY

LOAD AND CONSTRAINTS

The following loads and constraints act
on specific regions of the part. Regions
were defined by selecting surfaces,
cylinders, edges or vertices.

Tensile Ultimate
Strength

448.0 MPa

RESULTS
Structural Results
Name

Minimum

Maximum

Equivalent Stress

3.848e-3 MPa

366.3 MPa

Maximum
Stress
Minimum
Stress

Principal

-0.3316 MPa

215.5 MPa

Principal

-214.5 MPa

4.086e-3 MPa

Name

Type

Fixed Constraint 1

Surface Fixed
Constraint

Moment 1

Surface Moment

Name

Force

Deformation

0.0 mm

0.6842 mm

Fixed Constraint 1

1.984e-003 N

Safety Factor

0.7529

N/A

BRAKES
Equinox Virtual equipped with a hydraulic braking system that
acts on all four wheels and is operated by a single foot. The brake
system is capable of locking ALL FOUR wheels in a static condition
and dynamically on pavement or an unpaved surface.
Independent Brake Circuit has been incorporated in the vehicle.

We use disc brake in the front wheels and drum brake in the rear
wheels.

At the time of braking almost 60% weight reaction is transfer to

the
front sideOF
and
40% to the rear side.
SELECTION
PARAMETERS

As disc brakes are more efficient than drum brakes, so in front we

use disc brake.

AKE CIRCUIT CONFIGURATION FOR EQUINOX VIRTUAL

Take rule book in the consideration
we use H- type brake circuit
configuration for Equinox Virtual.
Parking brake operated through rear
drum brake.
Use tandem type of master cylinder
for independent braking.

Input Parameters For Brake Design

Input force: F
Outside diameter: D0
Inside diameter: Di (for disc )
Face / shoe Width: b
Number of brakes (brake
surfaces):n
Brake pressure (Max.): p (Max.)
Brake pressure. Speed (Max.): p*v
(Max.)

Tandem
master
cylinder
is
an
independent brake circuit, in case of
any leakage in the front line as shown
in the figure effective braking provided
by the rear brakes or vice versa.

Drum Brake
Specifications
Drum diameter

195 mm

Shoe width

43 mm

Friction factor

0.35

Contact angle of

1150

shoe
Distance b/w

Drum Brake Results

Parameters

Symbols

Values

0.213 MPa

P*v

3.55 MPa*m/s

d
Brake Torque

452 Nm

Brake Force

2584 N

Friction Area

16830 mm2

Brake
pressure
Brake

165 mm

pivot point and

point of

Pressure*spee

application of
force (c)
Distance b/w
pivot point and
centre (a)

82 mm

Disc Brake Specification

Outer diameter

190 mm

Inner diameter

130 mm

Disc Brake Results

Parameters

Brake pressure
Disc thickness

5 mm

Caliper

20 mm

piston

diameter
Angle of contact of

600

Brake

Symbols

Values

0.406 MPa

P*v

2.303

Pressure*speed

MPa*m/s

Brake Torque

57.818 Nm

Brake Force

2041.0 N

Friction Area

A1,2

5026.548

disc pad
Friction factor
Brake
(max.) p

pressure

0.35
1 MPa

mm2

Weight transfer during

braking

Weight of the vehicle (W)

350 g N

Wheel base (b)

1.778 m

Height of C.G. of the

0.54 m

vehicle from the surface

of the road (h)
Coefficient of friction

0.6

between wheels and the

For dry surface

road surface ()
, inclination

Depends on road profile

Takes 0

Distance of C.G. from

rear wheels (x)

0.86 m

Reaction at
front tyres-2286.425 N (66.67
%)
rear tyres- 1147.07 N (33.33
%)

Braking Distance & Braking Time at Various Speeds

Speed
(kmph)

Braking distance
(m)

Braking time
(second)

60

23.58

1.42

55

19.81

1.30

50

16.37

1.18

45

13.26

1.06

40

10.48

0.94

35

8.02

0.83

30

5.89

0.71

25

4.09

0.59

Modeling

Analysis on ANSYS and INVENTOR

A

A)Equivalent Stress
B)Maximum Principle Stress
Safety

C) Deformation
D) Factor of
Structural Results

Structural Results for piston

Name

Minimum

Maximum

Equivalent
Stress

1.748e-010 MPa

0.7481 MPa

Maximum
Principal Stress

-0.3779 MPa

0.6708 MPa

Minimum
Principal Stress

-0.5605 MPa

Deformation

0.0 mm

7.668e-005 mm

Safety Factor

15.0

N/A

9.431e-002 MPa

Name

Minimum

Maximum

Equivalent
Stress
Maximum
Principal Stress
Minimum
Principal Stress

1.734 psi

135 MPa

-234.7 psi

1335 psi

-1513 psi

239.0 psi

Deformation

0.0 in

1.625e-004 in

Safety Factor

14.8

Simulation at Part
level

Simulation of drum assembly

STEERING
We have designed Ackerman Type steering with rack ahead of Wheel
Axis.

SELECTION OF PARAMETERS

By the stability point of view rack and pinion gear system is more stable as compare to
worm and roller, because it has involutes teeth profile therefore the meshing of teeth is
better as compare worm and roller type of steering gear system. Rack and Pinion system
has been used as muscular energy system. It is used for its simplicity as there as few parts,
low cost, light weighted, occupies less space so more suitable for compact vehicles and also
because it is stiff and precise as compared to the re-circulating ball nut integral gear.

Main Elements of the

SteeringSteering wheel
Tie rod
Rack of steering
Knuckle arm
Stub axle
Steering
Specification

Dimensions

Rack of steering

22 inch

Tie rod

9 inch

Wheel base (b)

72 inch

Wheel track (a)

33 inch

Stub axle

12 inch

ADAMS SIMULATION OF STEERING

UNSIMULATED CONDITION

SIMULATED CONDITION

Top View
Top View

Front View

Front View

ADAMS RESULT

we are not providing any angle

between rack and tie rod.

Length of steering column from

knurling = 27.95in

Length of 2nd steering column =

12.5 in

RESULTS :
Inner Turning Angle

37.690

Outer Turning Angle

29.710

Difference in Turning
Angle

7.980

Inner Turning Radius

4.41 m

Outer Turning Radius

5.18 m

Steering Ratio

18:1

Modeling on Autodesk Inventor

2009

ADAMS SIMULATION

Top View

ADAMS SIMULATION

ADAMS SIMULATION

Verification of Ackerman Geometry

SUSPENSION
SELECTION OF PARAMETERS

From calculations of load distribution & center of gravity it was determined that 55%
of load was on rear wheels & 45% on front wheels since the engine & transmission
was mounted on rear side so the C.G. was shifted backwards.

Static condition-

Dynamic condition-

Parameters

Load

Load on spring Deflection

Parameters

Load

Load on spring Deflection

Front tyre

800 N

1852 N

56.84 mm

Front tyre

3500 N

5668 N

125.5 mm

Rear tyre

1000
N

1743 N

27.94 mm

Rear tyre

6000N

8416 N

120.2mm

parameters

uspensions Spring ResultsParameters

Spring index
Wire diameter
Spring OD
No of turns
Pitch
l/d ratio

Symbols
C
D
D
n
P
l/d

Front
spring
8
12 mm
96 mm
8
35 mm
2.9 (safe)

Rear Spring
8
12 mm
96 mm
6
20 mm
2.08 (safe)

Ground Clearance

standstill condition

304.8 mm

Dynamic condition

165 mm

The stiffness obtained :

Front suspensions =40 N/mm2
Rear suspensions = 60 N/ mm2
For both front & rear suspensions the value of
Damping Coefficient (C) was obtained to be
C =4.5 Ns/mm

SPRUNG & UNSPRUNG WEIGHTS

The ratio between sprung and unsprung weight is
one of the most important components of vehicle
ride and handling characteristics.
Unsprung weight represents a significant portion of
the total weight of the vehicle. In standard-size
ATV, the weight of unsprung components is
normally in the range of 13 to 18 percent of the
vehicle sprung weight. In our case total weight is
350 Kg. The sprung weight is 300 Kg & that of
unsprung is 50 Kg therefore the ratio of unsprung
by sprung weight is 16.67% thus it lies in the
design limits for maximum driver ergonomics. The
unsprung weight forces degrade the ride, and they
also have a detrimental effect on handling.

Wheel Rate
A wheel rate is defined as motion ratio * spring rate, and motion ratio is the
distance between the lower shock mounting position and the inner hinge pin
divided by the distance between the inner hingepin and the tire's centerline.
Or: wheel rate = spring rate * (D1/D2)
Motion ratio is sometimes referred to as 'installation ratio'.
The formula tell us that the closer the bottoms of the shocks are mounted to
the middle of the chassis, the softer the wheel rate will be.
Note that if the lower shock mounting location is changed then both the
shock angle and the motion ratio changes, but it's usually the change in
motion ratio that has the biggest effect. The amount of suspension travel also
changes, which can also affect the car's handling.
The angle of the shocks, a, has a more subtle effect than the lower mounting
position: it changes the way the motion ratio subtly changes as the
suspension is compressed.
The shock angle isn't constant either: it gets bigger as the suspension is
compressed. This effect is more pronounced as the shocks are more laid
down, so the more inclined the shocks are, the more progressive the wheel
rate will be. So think of the top mounting positions as a means of fine-tuning
spring and damper rates, and changing the progressiveness.

A - Arm
This time A-arm has been
so designed that it can be
easily assembled since all
of the eight A-arms are
identical and in order to
promote interchangeability
only the plates are given
on the arms on which
suspensions are to be
placed. Rear suspensions
are mounted at a distance
of 7.2 inches from the
pivoted end and the front
suspensions are at 6
inches from the pivoted
end.

Specificatio
n

Parameters Front side

Rear side

Length

11 inch

11 inch

Width

8 inch

8 inch

Suspension At lower
mounting
arms
Distance for 6 inch
pivot for
suspension

At upper
arms
2 inch

nless Steel, Austenitic, (for both)

Young's Modulus

1.903e+005 MPa

Poisson's Ratio

0.305

Mass Density

8.03e-006 kg/mm

Tensile Yield Strength

228.0 MPa

Tensile Ultimate Strength

540.0 MPa

A-arm
parameters
Front
Statistics
Dimensions
Part Mass

Rear

228.6 mm
309.4 mm
43.87 mm

228.6 mm
309.4 mm
43.87 mm

2.043 kg

1.972 kg

Front A-arm-

Part Volume 2.544e+005 mm

2.456e+005 mm

Parameter

Front

Rear

Name

Maximum

Maximum

Equivalent Stress

370.7 MPa

500.9 MPa

Maximum
Principal Stress

534.8 MPa

476.3 MPa

Minimum
Principal Stress

155.0 MPa

95.92 MPa

Deformation

0.3802 mm

0.3921 mm

Rear Aarm

Name

Type

Force 1

Surface Force

Fixed
Constraint 1
Pin
Constraint 1

Surface Fixed Constraint

Pin Constraint
Front

Rear

Name

Force

Force

Fixed
Constraint 1
Pin

3812 N

4981 N

2079 N

2151 N

Modeling on Autodesk Inventor 20

ADAMS SIMULATION

Front Tire Static Condition

ADAMS SIMULATION

Front Tire Dynamic Condition

ADAMS SIMULATION

Rear Tire Static Condition

ADAMS SIMULATION

Rear Tire Dynamic Condition

AIR CLEANER
Definition:
An air filter is generally a paper-like or fibrous material, folded accordion style
and arranged on a plastic or metal frame to fit our car's air filter holder. An air
filter can be made out of a cotton or fabric-like material, which is then oiled in
order to increase airflow through the filter. The air filter holder is usually a plastic
or metal box in which the air filter sits. Generally, the air filter holder is connected
to the intake manifold by a large plastic tube through which the air flows. An air
cleaner is basically a filter which can be of two types: thin type and thick type. A
thin type filter can trap a particle of size greater than its sieve size while a thick
type can trap particles lesser than its sieve size because of its multiple layered
structure. Hence we have used a thick type.
Calculations:
The filter efficiency is determined by its filter rating :
Separation ratio, x = ni/no
Filter efficiency is given by = x-1/ x*100
In our case x=58 ,therefore,
Filter efficiency,=98.61%
This is quite satisfactory from operational point of view.

Comparison of Efficiencies
Type

Paper

Foam

Oil Felt

RPM

%P

HP

%P

HP

%P

HP

2400

0.07

0.00

0.02

0.00

0.03

0.00

2900

0.13

0.01

0.04

0.00

0.04

0.00

3400

0.19

0.02

0.06

0.01

0.06

0.01

3900

0.24

0.03

0.07

0.01

0.08

0.01

4400

0.27

0.03

0.08

0.01

0.10

0.01

Cd

47

140

16

Area

4 in sq.

14 in sq.

4 in sq.

Source: Data from Eicher motors Pithampur

Design of Air cleaner

Area of air cleaner = 4.4 inch sq

Height = 1.10 inch (this is minimum required height)

Diameter = 4 inch

Type Paper

Air flow in CFM = 35.81*2.6764 = 95.84

Standard value of restriction is maximum of 6 inch of water

column =15.24 cm of water column

Proposed design

Exhaust system

The air fuel mixture burns in the combustion chamber,

pressure rises and the piston gets power impulse by which
it moves forward giving motion to the crankshaft. The
exhaust system does three jobs:
1. It transfers poisonous exhaust gases from the engine to
the rear of the car.
2. It quiets down the engine sound while running.
3. Finally, it converts unspent fuel into spent fuel with the
help of a catalytic converter.

Our exhaust system performs its function with:

1. Minimum power loss
2. Minimum noise of vibration
3. Minimum transfer of heat to the vehicle body

Parts of Exhaust System

Exhaust manifold -The exhaust manifold is a tube for carrying the

exhaust gases from the cylinder of the engine. For Equinox Virtual - Our
car does not require an exhaust manifold as exhaust manifold finds
usage in multi cylinder engine.

Muffler- If high pressure exhaust gases were allowed to escape to

atmosphere directly from the exhaust manifold, a loud and unpleasant
noise is heard. This noise is due to large pressure difference between
exhaust gases and the atmosphere. Muffler reduces the pressure by
allowing the gases to expand slowly and cool. Hence the muffler is used
for the silencing process. It is of two types- absorption and reflection
type.

Exhaust pipe: An exhaust pipe connects the exhaust manifold and

muffler. The exhaust pipe is 32 mm internal diameter and 35 mm
outside diameter as given in the rulebook

Exhaust header: Exhaust header improve the efficiency by proper

tuning and hence creating partial vacuum to draw exhaust gases. For
Equinox: We do not need this as header has utility for multi cylinder. We
can do proper tuning to improve the efficiency.

Design of Re-Routing
Arrangement in Muffler
The calculations have been done using LMTD approach.

Inner diameter of tubing = 32 mm

Outer diameter of tubing = 35 mm

Calculated Surface area of tubing arrangement = 0.10 sq m

Total length of tubing = .90 m

Length per pass = 12 inches

Design of Muffler Outer

Case

Optimum effectiveness of the system = 0.8

Surface area of the casing = 347.48 inch

Design for section

Circular section:
D*L = 110.662 inch
D
(inch)
L (inch)
Elliptical
section:
2a(inch)

18.44

15.80

13.8

12.29

2b (inch)

P(inch)

L (inch)

5.55

23.48

14.79

10

24.82

14

11

4.54

26.42

13.15

Proposed design
The

volume of our muffler is divided into two halves.

The upper chamber is absorption muffler and the lower
one is a reflection chamber. The half section about the
plane containing the perforated tube is filled with the
absorptive material glass wool. Between the thick
stuffing of glass wool and perforations, a layer of
chromium wool is put so as to protect the blow out of
glass wool at high temperature. The other section on
the other side of the plane is used for reflective
muffling. This arrangement will help us in reducing
noise as well as back pressure effectively.
Instead of allowing the passage of exhaust gases from
tubing with two 180 degree sharp turns, the flow of
gases is given the following route so as to reduce the
back pressure by reducing the flow by 1 sharp turn.

Final optimized design and

Modeling of proposed
design

Keeping

in mind the constraints of restriction of

length and cross section area, the optimum
design is an elliptical section with:
Major axis = 10 inches
Minor axis =5 inches
Length = 14 inches

Correlations with Physical Measuremen t

The efficiency test of the

muffler is done using SPL
meter. Sound pressure
level (SPL) or sound level
Lp is a logarithmic
measure of the rms sound The readings of the exhaust noise was taken by
SPL meter at a distance of 2.5 and 5 meters
pressure of a sound
relative to a reference
value. It is measured in
decibels (dB) above a
standard reference level.

Results in Exhaust
Background noise =50 dB
Distance

Idling level
Simple Proposed

Full throttle level

Simple Proposed

2.5 m

80

48

95.4

62.1

5m

78.1

50.7

85.8

51.06

Back ground noise =50 dB

Distance

Idling level

Full throtle level

2.5 m

48

62.01

5m

50.7

51.06

Thus the proposed design has reduced the noise

level by a significant amount.

Emission control
system
Automobile

emission control systems function in three

major ways. One is that they increase engine efficiency.
Increasing engine efficiency can reduce the amount of
34 emissions released from a vehicle. Increasing
vehicle efficiency is also a task of automobile emission
control systems. Finally, automobile emission control
systems act to clean emissions so that they are not as
harmful to the environment. Engine efficiency can be
increased by using fuel injection systems and electronic
controls. Vehicle efficiency can be improved with better
vehicle design that minimizes air resistance and
improves the efficiency of the power train. Automobile
emission control systems also reduce the amount of
pollutants that are released

Types of control system

Catalytic

convertor
Air injection system(heat convertor)
Exhaust gas recirculation valve
Comparison of efficiencies for above
systems:
120
100
80
HC
CO

60

NOX
HAPS

40
20
0
Heat converter(AIS)

EGR

CC

Evaporative emissions
Gasoline

evaporates quite easily. In the past, these

evaporative emissions were vented into the atmosphere.
20% of all HC emissions from the automobile are from the
gas tank
Function of evaporative emission control system The
function of the fuel evaporative control system is to trap
and store evaporative emissions from the gas tank and
carburetor. A charcoal canister is used to trap the fuel
vapors. The fuel vapors adhere to the charcoal, until the
engine is started, and engine vacuum can be used to
draw the vapors into the engine, so that they can be
burned along with the fuel/air mixture. This system
requires the use of a sealed gas tank filler cap. The tank
has to have the space for the vapors to collect so that
they can then be vented to the charcoal canister. A purge
valve is used to control the vapor flow into the engine
which is operated by engine vacuum.

Calculated data for Evaporative

emission
Diffusivity

constant = 9.36 * 10 ^ -6 m/sec

A = area of fuel surface exposed =0.15 *
0.35m2
Height of tank = 10 cm
Mass

rate of evaporation =
=0.5652 gm/hr

WHEEL & TIRES

A tyre is a rubber cushion provided with an automobile wheel.

It performs the following functions:* To support the vehicle load
* To provide cushion against shock
* To transmit driving and braking forces to the road
* To provide cornering power for smooth steering.
We have selected Design Parameters from Tractive Curve calculation.

SELECTION OF PARAMETERS

TYRE DESIGNATION:

8/46 R 13 76 C
Rthis is a radial tire.
76the load index, a maximum of 400 kg
per wheel in this case.
C-the speed index, this means the maximum
permitted speed, here 60 km/h.
13this tire fits 13 inch diameter
wheels(rim)
8the width of the tire is 8 at the widest
point.
46- this is aspect ratio of tire is define as tire
section width to tire section height
Material is nylon cord

TYRE INFLATION:

Tire inflation pressures are usually rated by the tire manufacturer. Inflation
pressure of about 25 psi is suitable for equinox.

For the Equinox Virtual, the tires are kept slightly underinflated to provide better
contact with the surface which helps in better forward traction and grip for
acceleration and braking. Also since the vehicle is light, the reduction in load
carrying capacity of the tire will not pose much problems.

Though magnesium alloy wheels have some advantages over disc wheels,
like less unsprung weight, high impact and fatigue strength and better heat
dissipation, but they are much more expensive. Hence keeping the cost
factor in mind, steel disc wheels are more favorable for EQUINOX VIRTUAL.
Also wheels with inset will be used to accommodate the 5 mm brake drum.
Vent holes can be provided for better heat dissipation. Also modifications in
suspension design can counter the problem of high unsprung weight.
The wheels chosen are the DISC type with 4 holes for the
bolts of 18mm diameter. The rim width is 8
OPTIMISED DESIGN CHOSEN:
The tyres chosen are RADIAL PLY TUBELESS tyres.
the tread pattern selected: SYMMETRICAL UNIDIERCTIONAL TYPE
carcass shape: ROUND CARCASS

ADVANTAGES OF RADIAL TYRES:

Greater side wall flexibility and hence better shock absorption.

Flat contact patch with ground helping in traction and acceleration
Lower rolling resistance and hence reduced fuel consumption
Longer tread life
Smaller slip angles and higher cornering power
Do not tend to lift from 1 side while cornering

WHEEL ALIGNMENT
Sr.
No
.

Paramet
er

Specification

CASTER
ANGLE

+ 1.5 - +2.0
degrees

CAMBER ANGLE

Front

-1 degree

Rear

-1.5 degree

SAI

12.5 degree

Toe

JUSTIFICATION OF VALUES:

Front Toe
in

1.5 mm

Rear Toe
Out

1.5 mm

Slip Angles
Front Tire

6.8 degree

Rear Tire

7.5 degree

Negative camber can be used to improve the

handling of a vehicle. A setting of -1/2 degree
negative camber on both sides will improve
cornering without affecting tire life greatly.
Negative camber leads to slight oversteer
conditions.
It improves grip when cornering. This is
because it places the tire at a more optimal
angle to the road, transmitting the forces
through the vertical plane of the tire, rather
than through a shear force across it.
Camber also reduces side forces acting on
the vehicle.

As seen from the graph, camber angle is not fixed. It keeps varying with
wheel travel. It tends to get negative on bumps and positive while falling
into a hole. So the camber angle set initially will not remain the same.
Ideally a camber angle of -1/2 degrees will provide maximum cornering
force (centripetal) on corners. But due to uneven track camber will keep
varying.
From he graph, at 0 wheel travel, front camber can be kept at -1 degrees
initially. So that even for a 40 mm deep hole, the camber will not get
positive and on bumps, it will get more negative which will not harm
much. Also we can expect that we might get a camber angle of -1/2
degrees on a corner for maximum cornering force.
Positive CASTER provide a degree of self-centering for the steering - the
wheel casters around so as to trail behind the axis of steering.
This makes a car easier to drive and improves its directional stability.
Thus positive caster reduces the tendency of the wheel to wander.
Excessive positive caster will make steering heavy.
Also excessive caster will cause a high level of road shock to be
transmitted to the driver when the vehicle hits a bump, etc
It also leads to camber gain while traveling which helps to maintain
proper camber
A caster angle of + 1.5 - +2.0 degrees will be suitable since it will
provide good directional stability to the vehicle and also will lead to
camber gain which will help in cornering. Also still the angle is small,
steering will not become too heavy.
SAI of +12.5 degrees will be suitable since EQUINOX being a rear engine
vehicle, it will have a tendency to oversteer . Also by providing negative
camber we have provided cornering force to the vehicle. Hence it is now

The front wheels TOE IN enhances straight line stability. When the wheel on
one side of the car encounters a disturbance, that wheel is pulled rearward
about its steering axis. This action also pulls the other wheel in the same
steering direction. If it's a minor disturbance, the disturbed wheel will steer
only a small amount, perhaps so that it's rolling straight ahead instead of
toed-in slightly. Thus the wheels have a tendency to keep rolling straight
SCRUB
RADIUS
ahead without cornering
significantly.

CALCULATION:

AB = AF * sin c
= 11 * sin 1
= 11 * 0.01745
= 0.1919. 1
BF=DE= AF* cos c
= 11 * cos 1
= 11 * 0.9998
= 10. 998
Now
CD= DE * tan s
= 10.998 * 0.22169
= 2.438
Hence,
BC = EF CD = 4.5-2.438= 2.062
.. 2
1+2:
Scrub radius= AC= AB+BC= 0.1919+2.062
= 2.2539
SCRUB RADIUS= 2.2539

TORSION BAR
Torsion bar is a heavy torsion spring used to support
automobile suspension components, allowing those components
(which indirectly support the wheels) to move in response to
rough roads while allowing a smooth ride in the vehicle. It is a
straight bar of metal that is subjected to twisting (shear stress)
about its axis by torque applied at its ends.

PARAMETERS

RANGE

MATERIAL

SAE 1095 annealed , oil quenched

carbon steel.

ROCKWELL HARDNESS

C-31

BRINELL HARDNESS

293

PERMISSIBLE SHEAR
STRENGTH

707 MN/ m2

FOS

MODULUS OF RIGIDITY

80GN/m2

Composition of materialC- 0.9-1.03%, Mn- 0.3-0.5%, P- 0.04%, S- 0.05%

Calculation & Specifications

Parameter
DIAMETER
LENGTH
PERMISSIBLE SHEAR
STRENGTH
MAXIMUM ANGLE OF
TWIST
TORSIONAL STIFFNESS

Specification
25mm
650mm
707 MN/mm2
6.7 degree
3872 N-m

HARNESS SYSTEM
The Harness system consists of whole electrical wiring
connections of dash board of a car. It enables the driver to
access every component of lightening system and other
accessories easily and comfortably. Items located on the
dashboard first included the steering wheel and the
instrument cluster. The instrument cluster contains
gauges such as a speedometer, odometer and fuel gauge.
INDICATOR LIGHT

Wires used in the circuits are of different

color codes, depending upon the size of the
wire.
Part
Wire color/
Qty
Price per meter
Total price
Headlight

Horn

description
5mm dia
1m length
KW
4mm dia

(Rs)
7

(Rs)
7

12

12

1m length
LT
Stop light

4mm dia
1m
length
UO

Reverse light

4mm dia
1m
length

Indicator light

NO
4mm dia

1m
Source : WWW.BRITISHWIRING.COM

ELECTRIC HARNESS OF DASHBOARD

STABILITY ANALYSIS OF
VEHICLE
Stability considerations require that no wheel of a 4wheeler is lifted off the ground. The condition of
stability is satisfied until ground reaction on any of the
four wheels becomes zero or negative.
When vehicle takes a turn, then a combined effect of
centrifugal force(inertia force) and inertia
couple(gyroscopic couple)
acts on
it.
Vehicle
specifications
Mass of the vehicle(m)

350 Kg

Height of centre of
gravity(h)
Width of track(x)

0.54 m

Radius of front wheels()

0.225 m

Radius of rear wheels()

0.275 m

Radius of curvature(R)

4m

Gear ratio(G)

Mass of front wheels

18 Kg

Mass of rear wheels

23 Kg

1.4 m

Result of stability
analysis
According to the stability analysis,
vehicle will be stable, while taking a
turn, if the speed is less than
24km/hr.
Left
turn

W/4
Fc
Fg

Seat Modeling
Seat is designed on the basis of driver ergonomics when driver
is made to sit comfortably & taking pics from all views.
The RHO shall be located above the drivers seat by a minimum
of 104.1 cm (41 inches).
The drivers helmet to be 15.24 cm (6 inches) away from a
straightedge applied to any two points on the cockpit of the car,
excluding the drivers seat and the rear driver safety supports

MATERIAL OF SEAT COVER

Poly Cotton Seat Cover

Properties of material

1.

Made up of highly breathable fabric that keeps your car at a

normal ,comfortable temperature.

2.

Poly cotton seat covers are made of 100% pure cotton and durable
polyester material.

3.

Protects against ultra violate rays.

4.

These are tough seat covers they dont undergo damage easily.

Recliner mechanism
A

reclining chair is an upholstered chair with a metal mechanism activated by the user so
that the back is pushed out and a foot rest rises up to accommodate the user's lower legs.
Most recliners are armchairs, meaning they include arms. Upholstered backs and seats
make the chair a truly comfortable piece of furniture. Reclining chairs or sofas are called
"action" or "motion" furniture in that they move or change shape. Some recliners are
activated by the sitter pulling on a lever; others are activated by the sitter pushing back in
the chair with some force.

Raw Materials
Primary

components of the recliner include the frame, the metal activating mechanism,
the foam or upholstery padding, and the upholstery fabric.
The frame is made out of wood, often hard-woods, since the chair receives much motion
or weight shifting as it moves from a conventional chair to a recliner.
The metal activating mechanism, which converts the chair into a recliner, is of stamped
steel. Metal is also used for the springs in the upholstered seat.
Padding of upholstered backs is a foam that may be sculpted, such as polyurethane foam.
All hard corners of foam blocks are padded and softened by a material such as polyester
batting sheets.
Exposed wood on the arms, feet, or back may be more expensive hardwoods such as
maple or oak that is stained and/or varnished.
Recliners are upholstered in leather, cotton, natural-synthetic fiber combinations, or solely
of synthetic fibers that are easy to keep clean and fire resistant.

LAP BELT
. The belt must be worn in such
manner that it passes around the
pelvik area at a point below the
anterior superior iliac spin.
. Under no circumstance may it be
worn over the o area of the
intestines and abdomen.
SHOULDER BELT :(a) Verticle location
1.The shoulder belt must not be
mounted above solder
level.
2.Shoulder belt must be mounted
forward of the fire wall.
3.Shoulder belt must no more 102mm
(4 in.) below the perpendicular
from
the spin to the seat back at the
solder level.

Horizontal belt
The mounting point shall be separated by 17.78 cm (7 inches)
+/- (plus or minus) .
the mounting point must be use sound engineering practices.
The strap shall not pass through anything that will cause the
center distance to be less than 15.24 cm from center to center.
The strap shall not pass over anything that them to be more
than 20.32mm apart center to center.

Driver Head Clearance Minimum

In all cases, a minimum of 15.2 cm (6 inches) vertical clearance

must be provided from the helmet top of the teams tallest
driver to the bottom of the roll cage top tubes or members.

Firewall

A firewall between the cockpit and the engine and fuel tank
compartment is mandatory, it must cover the area between the
lower and upper LC. This firewall must be metal, at least 0.508
mm (0.020 inches) thick, and must completely separate the
engine compartment and fuel tank from the cockpit. Cutouts for
the pull starter will be allowed, only if their design meets
sidewall standards.

Sheet Covering
Sheet metal at the base as flooring ALUMINUM CHECHERED
PLATE
TREAD SHEET.

CALCULATION AND TOTAL COSTING

OF CHECKERED SHEET
Parameter

Specification

Rate

Rs. 225/kg

Area of base

1253 sq. inches/

0.808 sq. m

Thickness

2.03 mm

Total Cost

Rs. 996

Calculation Total costing of Power coated

sheet
Parameter

Specification

Rate

Rs. 175-200/Kg

Area

1680 sq. inch/ 1.08 sq. m

Thickness of sheet

0.53 mm

Total Cost

Rs. 270

VEHICLE SIMULATION

Manufacturabili
ty

Hub Drawing

Mounting Drawing

A arm Drawing

Roll Cage Drawing

Dashboard Drawing

Exhaust Drawing

Exhaust Drawing

Battery

Parking Brake

Our Vision

Our Achievement

FINALLY..

Thank You
Team Equinox Virtual
Husain Kanchwala, leader- 09827652564
[email protected]
Bhaskar Chouhan, 09406857408
[email protected]
Ashish Gupta, 09755475470
[email protected]
Pratik Jain, 9425351258
[email protected]
Zimi surana, 09827389442
[email protected]
Aayushi Agrawal, 09893209414
[email protected]

Queries ?