Pant Government Engineering Co

Virtual Report
TEAM ZENITH

Preliminary Specification
General

Engine

Length: 117.8 inches

Width: 58 inches
Height: 55 inches
Wheel Base: 67 inches
Track Width: Front: 51.18 inches
Rear: 47.24 inches
Ground clearance: 2 inches

Fuel injected Inline 4 cylinder DOHC

Displacement: 599 cc
Cylinders: 4
Power: 61hp
Torque: 35Nm

Transmission

Chassis

Constant Mesh type

No of gears: 6
Clutch type: Multi-plate wet.

Variable cross-section tubular space

frame

Brakes

Suspension
Front:
A- Arm
Rear:
A- Arm

Coil over with Double Wishbone

(unequal and non parallel)
Coil over with Double Wishbone
(unequal and non parallel)

Front: Hydraulic Disk (240mm)

Rear: Hydraulic Disk (240mm)

Tires
Front: 185/60 R13
Rear: 185/60 R13

Electronics
Steering
Type- Rack & Pinion

Battery type- 12V dry battery

Electric Start.

CAD MODEL DESIGN

Isometric
view

Front view

Rear view

Top view

Left side
view

Right side
view

CHASS
Design methodology
IS

Design Goals:
Compliant with the rules of SUPRA SAE INDIA
Sufficiently strong and safe with high torsional
stiffness.
Support other assemblies and sub assemblies
without deflections.
Good manufacturability.
Low weight
Compliant with Anthropometric Dimensions.

Tube Cross section

selection

Cockpit Length

45 inches

Hip to Heel point

39.73 inches

Foot pedal angle

75

Back rest angle

12

Knee angle

13315

Steering Wheel dia.

12 inches

Forearm Angle

964

Elbow angle

362

Cockpit Dimensions
Under the range of
Indian Anthropometric
data
Of 95th percentile
Male and 5th
percentile female.

Finite Element Analysis

Finite Element Analysis of the Space frame Chassis done using ANSYS 15 with considerable Decelerations
and boundary conditions.

Front Impact : At 20 G
Load applied : At the connection of
Impact intrusion plate and frame
Boundary conditions : Displacement of
lower and side members of roll hoop
restricted but not the rotation.
Maximum deformation = 0.48 mm,
FOS= 2.7

Roll Over : At 15 G
Load applied : At the top of front and
primary roll hoop
Boundary conditions : Displacement of
lower and side members of primary and
front roll hoop restricted but not the
rotation.
Maximum deformation = 0.48 mm,
FOS= 2.7

Rear Impact : At 10G

Load applied : At the rear most members
of the frame
Boundary conditions : Displacement of
lower members of both the roll hoops
restricted but not the rotation.
Max deformation = 1.2mm, FOS= 1.7

Side Impact: At 10G

Load applied : At the upper and lower side
impact members including bracing.
Boundary conditions : Displacement of
lower members of both the roll hoops
restricted but not the rotation.
Total Deformation= 1.03mm, FOS= 2.98

Torsional test: At 1.5 G turns

Torque applied : At the front
suspension mounts.
Boundary conditions : Mounts of
suspension control arms of rear
are fixed.
Max deformation = 0.003mm
(almost negligible)

Powertrain Department
According to concept screening matrix the raw
score of Honda CBR600 is 4.35 which is the highest
among other engine leading to its selection.

Side view of
the entire
power train

Converging Diverging Air

Restrictor
Converging
Section
Diverging Section
Converging Part Length 40mm

Diverging Part Length

-120mm

Converging Part Angle 18

Diverging Part Angle -6

Rear
view of
the
entire
power
train

Top Centre
Feed Intake &
4-2-1 Exhaust
Ricardo Wave Model
Ricardo
Expected
Parameters due
to Restrictor
Placement

Calculated
Values

Intake & Exhaust System

Top-& Center Feed Intake Design

Power

61 Hp

Torque

35 N-m

Maximize Air Flow & Minimize

Pressure Drop through Plenum &
Runners which act as a Helmholtz
Resonator Pair.
Tuned Length- 14 inches & Diameters
of Runners- 1.2 inches
Plenum Volume 2 times Engine
Volume (i.e., 1200cc)
4-2-1 Exhaust configuration

Cooling

Free flow muffler and lower Sound

Level

DRIVETRAI
6 Speed constant mesh Manual
DESIGN CONSIDERATIONS:
N
transmission.

The Gear ratios are as follows

Gear
Ratio
Primary Reduction 1.822:1
1st

2.833:1

nd

2.062:1

rd

th

1.421:1

5th

1.272:1

6th

1.173:1

1.647:1

Final drive using chain sprocket

Final Drive Ratio ( Chain Sprocket Ratio)
3.612:1
Torsen type Limited Slip Differential
Maximum Estimated Speed 130 km/hr
Yokahama A5 39 C Tires (185/60/R13)
Estimated Maximum Acceleration
4 m/s2

Achieve optimum torque and power at wheels without much

losses
Achieve Better Fuel-Efficiency.
Proper Design Validation and Analysis of all the
Components Manufactured, Customized or Procured.

Chain and Sprocket reduction specs

Diameter of smaller sprocket

75 mm

Diameter of larger sprocket

270 mm

Chain type

Pitch 15.875 mm
No.530

Center to Center distance

280 mm

Factor of safety

6.31

Differential
mount simulation

Torque Applied 6975 N

Boundary Condition- Fix
mounting position
Maximum DeformationNegligible(1.56*10-3 )
Factor of Safety 4.29

BRAKING
The braking system consists of hydraulically operated disc brakes at all four wheels.
The main aim of the braking department is to achieve locking at all the wheels
during all times and to reduce the weight of the assembly. The braking specification
of the vehicle have been given in the subsequent table

Design Considerations:
Total Weight
Brake Force Developed
Heat Flux Induced

Braking Specification
240mm drilled and 4mm thick disc rotor from Bajaj Pulsar
Hub from Maruti 800
2 piston calliper
Pedal ratio 5:1
Pedal Force- 375 N
Diameter Master Cylinder- 2 cm
Diameter Calliper Piston- 2.54 cm
Brake Torque Generated- 465 Nm
Brake Torque Required- 37 Nm
Maximum Deceleration- 0.75g
Stopping Distance at maximum speed- 65 m
Brake bias ratio- 60:40

Graph for stopping distance vs

speed

Brake circuit

ELECTRONICS
ELECTRONIC CONTROL
UNIT
RD 0901

ADDITIONAL ELECTRONIC
Speedometer
KITS

Brake light of 20 cm2

shining area.

Malfunction indicator

RPM meter
Gear indicator

Gear shifting indicator

GEAR SHIFTER
GEAR SHIFTER
FEATURES
Ignition
interruption

SENSORS USED
Throttle Position
Sensor
Manifold Absolute
Pressure Sensor
Tacho sensor
Speedo meter
sensor

TARGETS:
Safety and reliability of
suspension components
Compactness of the
design
Maximum traction
Minimum variation of
the force acting on the
tire contact patch
Adjustability
Bell crank , shock
absorber and pushrod
should
be in one plane
Design

consideration
1.WHEELTRACK, WHEELBASE
s
2. GROUND CLEARANCE,
ROLL
CENTER, ROLL AXIS.

3. WHEEL GEOMETRY i.e.

CAMBER, TOE, CASTER, KPI.

4. OVERALL MOTION RATIO,

SPRING RATE

5. DOUBLE WISHBONE
GEOMETRY AND FEA

Suspension
Choice of suspension
Department

Design
criteria

Reliability
Safety
Adj. of
Ride
quality
Adj. of
Ride
height
Suspensio
n
Geometry
Centre of
Gravity
Ease of
Installatio
n

Weig
ht
9
8
7

Design 1Standard
Suspension
4
3
1

Rati
ng

Ratin
g2

36
24
7

Design 2Pullrod
Suspension
3
2
3

27
16
21

Design 3Pushrod
Suspension
4
4
4

Ratin
g3
36
32
28

24

24

24

10

10

20

16

Front geometry

Suspension
Parameters
PARAMETER

FRONT

REAR

CAMBER

adjustable

adjustable

TOE

adjustable

adjustable

LOWER A-ARMS

13.6

17.2

UPPER A-ARMS

13

16.5

PUSHROD ANGLE

49 degree

42 degree

PUSHROD INSTALLATION
RATIO (I.R.)

.656

.743

WHEEL TRAVEL

1(Jounce)
1(Rebound)

1(Jounce
)
1(Reboun
d)

KPI

+3 Degrees

+3
Degrees

MECHANICAL ADVANTAGE OF
BELL CRANK (M.A.)

3.04

2.7

SCRUB RADIUS

25.4 mm

25.4 mm

OVERALL MOTION RATIO

(I.R.*M.A.)

2:1

2:1

SPRING RATE

20 N/mm

25 N/mm

Rear
Geomet
ry

FEA
Rear bell
crank

Front bell
crank

Objectives :
To promote straight line stability.
To reduce the net unsprung mass.

STEERIN
GTo provide better ride quality.
To reduce the minimum turning radius.

Parameters

Description

Steering System

Centre Mounted Rack and

Pinion

Overall Steering Ratio

10:1

Rack Travel (End to End)

4.25inches

Steering Geometry

Ackermann (100%)

Caster

+6 degrees

Minimum Turning Radius

3.52 metres

Outer Wheel Angle

24.2 degrees

Inner Wheel angle

33 degrees

Steering Knuckle Design Considerations :

1. Avoidance of Bump steer
2. 100% Ackerman Geometry
3. Rack position according to bump steer
criterion
4. Space available in wheel assembly
The material for Steering Knuckle selected is 6061
Aluminium alloy of yield strength 275MPa.
The results of the Finite Element Analysis of the
design are :
Maximum von Misses Stress = 94.6MPa
Minimum Factor of Safety = 2.9

Turning Radius
Calculation

Cost Report
Department
Brake
Engine &
Drivetrain
Frame & Body
Electrical
Steering &
Suspension
System
Tires & Rims
Safety
equipments and
miscellaneous
Total Billing Cost

Materials
Rs 35,000

Processes
0

Fasteners
Rs 500

Tooling
Rs 500

Total
Rs 36,000

Rs 250,000
Rs 50,000
Rs 55,000

Rs 100,000
Rs 5,000
Rs 30,000

Rs 3,000
0
Rs 1,000

Rs 13,000
Rs 2,000
0

Rs 366,000
Rs 57,000
Rs 86,000

Rs 80,000
Rs 44,000

Rs 3,000
0

Rs 2000
0

Rs 2,000
0

Rs 87,000
Rs 44,000

Rs 88,000

500

Rs 88,500
Rs 7,64,500

DEPARTMENTAL DISTRIBUTION OF COST(IN RS)

FUNDING FOR THE PROJECT(IN RS

350000
87,000

44,000 36,000

300000
250000

86,000
57,000

366,000

200000
150000
100000

Brake

Engine & Drivetrain

Frame & Body

Electrical

Steering & Suspension System

Tires & Rims

50000
0

Funds from College

Sponsorship

SAFETY EQUIPMENT RATING

EQUIPMENT

EQUIPMENT RATING

PADDING

SFI spec 45.1 or FIA 8857-2001

HELMET

Snell K2000,SFI 31.2A or FIA 88602010

DRIVER SUIT

SFI 3-2A/5, FIA Standard 1986

FIA Standard 8856-2000

SHOES

SFI 3.3, FIA 8856-2000

ARM RESTRAINT

SFI Standard 3.3

FIRE
EXTINGUISHERS

Powder extinguisher
homologated by the FIA

DRIVER RESTRAINT
SYSTEM

SFI Specification 16.5, or FIA

specification 8853/98

GLOVES

Made from Fire Resistant Materials like

CarbonX,Nomex etc.

Performance Targets

Max Velocity- 110Km/h

Max Acceleration- 4m/s2
Maximum torque- 35Nm
Maximum Power- 50 HP
Total Weight- 350 Kg
Stopping Distance- 65 meters @ 130 Km/h
Suspension travel of 1 inch jounce 1 inch rebound
Turning Radius- 3.52 meters
100% Ackermann Geometry

Design validation procedure

Engine : Dynamometer testing for power and torque figures of the vehicle, Strength
calculations and simulation of Sprocket and chain drive with ample factor of safety,
Physical and track testing for acceleration, max speed, and endurance testing for the
occurrence of failures.
Braking: Chassis Dynamometer, Physical testing of stopping distance and wheel locks &
Leakage checks in brake lines.
Chassis and body: Material and weld strength testing on UTM, Real time prototyping for
the ergonomical compliance, Torsional rigidity test using self fabricated jigs and scaled
down modeling for aerodynamic testing.
Electricals: Physical testing for various sensors and brake lights, Kill switch testing & Electronics
check.

Before
Virtual

After Virtua

Team Composition
Team
Administra
tion

Technical

Managem
ent

Administrat
ion:
Gagan Dhawan
Deepak Kukreja
Amal George
Prashant Gupta
Tejash Raj
Saarthak Gupta
T. Mani Teja

Manageme
nt:
Deepak Kukreja
Rishabh Kakkar
Vardaan Bhatiya
Pranay Aggrawal
Ashish Krishna
Gurpreet
Marwah

Technical:
Palash Kaushik
Rituraj Jangid
Anubhav Bansal
Amanpreet Singh
Prashant Gupta
Ankit Sharma
Pushkar Pandey
Mohit Singh Jaggi
Abhilash Kumar
Singh
Aditya Shukla
Varun Chandiok
T. Mani Teja

WORKSHOP FACILITIES

CNC MILLING
MACHINE
PRECISION LATHE

HYDRAULIC PRESS

SHAPER

COMPUTER
INTEGRATED ICENGINE LAB

OTHER
FACILITIES
INCLUDE:
OXYACETYLENE
GAS WELDING,
ARC WELDING,
BENCH
GRINDERS,
CENTER LESS
GRINDER,
BRINELL
HARDNESS
TESTING
MACHINE ETC.

CNC LATHE

CNC VERTICAL MILLING AND WIRE

CUTTING

POWER SHEAR
DRILLING MACHINE

UNIVERSAL TESTING
MACHINE

MIG WELDING

SLOTTER