Effi-cycle SAENIS 2012

Design Report

Team Name Cyclotron
Team Number 33
College Name Rajalakshmi Institute of Technology
City Chennai, Tamilnadu


Author M. Karthikeyan
m.karthikeyan29491@gmail.com
Co-Author G. Amit Kumar
amittkumar19692@yahoo.co.in

ABSTRACT
In regard to the recent surge of development in the automotive industry, and the growing need for
alternative energy source for mobility in the day to day scenario, this project carried under SAENIS-
Effi-cycle aims at providing an energy efficient human powered three wheeled electric vehicle
capable of carrying two passengers.All the features like drivetrain, KERS,suspension,brakes,steering
and frame structure has been designed to comply with the requirements specified by SAENIS Effi-
cycle rulebook.
The tri-cycle possesses a unique frame structure, designed for maximum stability, maneuverability
and safety of the passengers. It consists of a tad-pole configuration and independent steering which
provides maximum driver control and least turning radius. The pentagonal shaped section in the frame
is designed for optimum space utilization for housing the motor and KERS system.The mechanical
KERS uses a completely new technology complying with the 'GO GREEN!' approach and
facilitating a boost of energy at the driver's will. The drivetrain comprises 5 free-wheel sprockets for
combining the power obtained from the two passengers, KERS and motor and transfers it to the rear
wheel.
A literature survey before the design phase, allowed us to determine the basic raw materials required,
the dimensional tolerances, and the processes for manufacturing. In order to optimize the
manufacturing cost and make it commercially viable, the concept of DFM (design for manufacturing)
was utilized. The FMEA (Failure mode and effect analysis) enabled us to fix the potential problems in
the design phase itself. Hence a commercially feasible and 'production ready' vehicle was generated.















TECHNICAL SPECIFICATION
Overall dimensions: 2159mm X 1143mm X 1914 mm
Weight: Gross weight- 289 kg Kerb weight- 59 kg
Vehicle
configuration
Tadpole configuration
Chassis structure
Rectangular box section chassis with pentagonal framework for mounting motor,
seat and KERS
Power

-PMDC Motor, 400W, 24V
-Pedal driven
Steering

Type : Ackermann Steering, Split handlebar
Turning Radius : 2.25 m
Seating
Front-Ergonomic seat
Rear-Adjustable seat
Suspension
Rear: Coil spring with telescopic shock absorber.
Stroke Length = 5 cm
Front : Coil spring
Stroke Length = 12 cm
Brakes
Front : Mechanical disc brake
Rear : Hand operated shoe brake
Wheels
Front Wheel diameter : 24 inch
Rear Wheel diameter : 26 inch
Electricals
Battery-12V (2 Nos) , connected in series
Headlight ,Tail light, Indicators, Horn, Motor-accelerometer
Safety Independent kill switches for both driver, roll-over cage , front bumper
Additional
features
-Mechanical KERS system spiral torsion spring for energy storage(engaged and
disengaged according to need)
-Dashboard

PERFORMANCE TARGETS
The key performance criteria are:
1. Vehicle configuration- Three wheel not in straight line and capable of carrying two riders with a
maximum vehicle dimension of 90inch x 50 inch.
2. Seating arrangement- Maximum seating height limited to 36 inches &rider height up to 190.3 cm.
3. Chassis structure- Must be made up of steel and a minimum diameter of 1 inch.
4. Load character- Weight of rider 115 kg + PMDC/BLDC motor
5. Brakes- Positive locking brakes on all wheels, hydraulic/non-hydraulic brakes, must be mounted on
the wheel and not on drive axle.
6. Power- must be driven by both humans in addition to electric power.
7. Safety- : Kill switch should be accessible to both riders. Vehicle to consist of roll-over protection
and frontal impact protection.

DESIGN CALCULATIONS


























Brakes
Co-efficient of friction on pedal = 0.3, Force on brake handle =200 N, Radius of disc = 80 mm
M.A Mechanical Advantage = 3:1, Wheel Radius = 304.8 mm
Braking torque = 2 x F x R x = 9600 Nmm
Frictional Braking torque = 28800 Nmm
Braking force = Frictional Braking Torque / Wheel Radius = 94.48 N
Deceleration rate = Braking Force / Vehicle Weight= 0.2140 m/s
2

Assume 0.4g acceleration,
Stopping Distance = Velocity / 0.4(v = 20 km/hr) = 5.55 m

Steering
Force Required = 1000 N x 0.3 (co-efficient of road surface)
Force applied by driver = 30 N
Leverage ratio = 12:1
Transmission efficiency = 0.9
Compressive force = PL / AE
360 = 300 x l / A x 2x10^5
A = 2.708 x 10^ -3 mm2
d = 12.7 mm, Turning circle radius = 2.5m

Suspension
Modulus of rigidity 0.85 x

N/

, Free length = 310 mm, Solid length = 260 mm, Mean coil
diameter (D) = 70 mm, Outer diameter of the spring = 70 mm
To find the wire diameter and pitch of the spring,
Deflection (y) = = 310 260 = 50 mm
Also y = (8 x P x

x n
1
) / G x d
4
Load (P) = 1500 N, n = n1 + 2 (squared and rounded)
n1 = 9, d = 9.66 mm
= pn + 3d Pitch = 25.54 mm





























Motor Power
Driving force calculations:
Gross vehicle weight, w = 270kg=2648.7N, Maximum vehicle speed, v = 20 km/hr = 5.55m/s
Acceleration: (assume 20km/hr in 20 seconds) a = v/20 =0.2775m/s
2

External driving force, E.D.F = gross vehicle weight acceleration = 74.79N
Resistance calculations:
Air resistance:
Ra= 0.0386**Cw*A*(v + vo)
- Density of air = 1.23 kg/m, Cw- Drag co-efficient= 0.4, Frontal area= 1.287m, Vo- Wind speed=0
Ra = 8.07126N
Rolling resistance:
Rr= f*m*g* cos d
f- co-efficient of rolling resistance= 0.007, d=0
Rr==18.5409N
Power due to rolling resistance =205.98W
Case 1: when running on manual power (assume speed=20Km/hr)
S=ut+1/2*at
2

S=55.4m
Work done = F*s = 4143.366 Nm
Power output = Work done/Time taken = 207.91W
Case 2: When running on motor (let speed be 40km/hr)
S=ut+1/2*at
2

S=221.6m
Work done = F*s = 16573.464 Nm
Power output = Work done/Time taken = 414.33W
Total power = 205+414+27.67 = 647.57W


ERGONOMICS
One of the key parameters around which the vehicle was designed is driver ergonomics and passenger
comfort. The following are the design features that reflect it:
Comfort - The driver seat is ergonomically designed for maximum comfort. The rear seat is
also 'slider adjustable' according to the comfort of the pillion driver.
Occupant packaging - The pillion driver seat is placed at a height in order to provide an
unobstructed vision. The placement of the passengers is such that there is ample clearance
from any moving parts.
Safety -The frame is designed in such a way that in case of roll-over, frontal or side impact,
the driver and passenger are protected from the crash.
Ease of use - The vehicle features a dashboard which provides controls to KERS, lights etc to
the driver.
Aesthetics - The tadpole configuration adds an aesthetic appeal to the entire vehicle structure.
The headlights and taillights add a refined look to the vehicle.

RECYCLABILITY AND GO GREEN APPROACH
The primary purpose behind the design and fabrication of the vehicle was to go in sync with the 'GO
GREEN' anthem.
I. The concept of 'Reuse, Reduce, and Recycle was appropriately applied during the fabrication
process as all the materials used in the frame are recyclable. The frame also sports few resale parts
hence absorbing the concept of 'reuse'.
II. Since the drivetrain is a combination of pedal drive and motor driven, this hybrid technology is
pollution free and supports the environment.
III. The key feature and innovation in the design is the KERS (mechanical) which transforms the lost
energy during braking into useful energy which can be used at the driver's will.
INNOVATION
KINETIC ENERGY RECOVERY SYSTEM
The KERS system is housed in an independent shaft parallel to the drive shaft. There are two
sprockets each on the two shafts which are connected via chain. The KERS shaft consists of an
epicyclic gear train, brake with brake calipers and torsion spring







.




During normal running condition, the drive shaft rotates the KERS shaft through the sprockets in
clockwise direction. This is in turn rotates the sun gear in clockwise direction which makes the planet
gears rotate in anti-clockwise direction. The ring gear remains stationary.
During braking condition, when the brakes are applied the sun gear is made stationary and the ring
gear in turn rotates in the anti-clockwise direction. Since the ring gear is connected to the torsion
spring, the spring is wind in the anti-clockwise direction. When the brakes are released the torsion
spring unwinds and transmits this clockwise rotation to the drive shaft. Therefore the energy which is
otherwise lost during braking is regained
DESIGN DIFFERENCES FROM LAST YEAR
There are monumental changes in the design when compared to last year. The key differences are:
I. Frame/Chassis - This year's frame is a completely new design built from scratch. The new frame
sports a ladder type structure which optimizes between occupant packaging, aesthetic appeal and
safety.
II. Drivetrain - The new transverse drivetrain shaft consists of five free-wheel sprockets that are
required to combine the power from two drivers, the motor and the KERS and push the resultant to
the rear wheel.
III. KERS - The Kinetic energy recovery system is an added feature which was not used last year.
IV. Safety - Unlike last year, this new design possess a roll-cage for roll-over protection and front
bumper for frontal protection.
V. Steering - Unlike last year, this year's design possess an independent steering with split handle bar
for increased maneuverability.
RESOURCES UTILISED
I. Design phase: The SOLIDWORKS CAD software was used for modeling all the components and
generating the drawing views.
II. Analysis phase: The frame analysis was carried out using ANSYS CAE package.
III. Manufacturing phase: Workshop tools required for the welding, milling, cutting, drilling and
machining operations were used.

PROJECT PLAN
Phase Dates Work scheduled
1. 30 July to 5 Aug Material Purchase
2. 6 Aug to 12 Aug Fabrication of chassis
3. 13 Aug to 19 Aug Fabrication of Steering Parts
4. 19 Aug to 21 Aug Assembly of steering system
5. 22 Aug to 26 Aug Fabrication of Transmission System
6. 27 Aug to 2 Sept Assembly of Transmission System
7. 3 Sept to 9 Aug Fabrication and Assembly of Mechanical KERS
8. 10 Sept to 16 Sept Full Body Assembly including the Wheel
9. 17 Sept to 23 Sept Connections of Brakes and Electric power source
10. 24 Sept to 30 Sept Aerodynamics and Finishing
11. 1 Oct to 7 Oct Test Driving and trouble shooting

Target date of completion-7/10/12

DESIGN VALIDATION PLAN
In order to ensure that 'design meets requirements' and to reduce the manufacturing cost the following
technique were applied:
I. Literature survey and Market survey- It provided a deeper understanding of the need &
requirements and then generates a commercially viable solution complying with the required
standards.
II. Risk management- The potential problems were discovered and mitigated during the design phase
itself using FMEA tool.
III.Design analysis- The generated design were tested using ANSYS software for load and stress
pattern
COST REPORT SUMMARY
Subassembly name Procurement cost(Rs) Manufacturing cost(Rs)
Frame 3667.5 3256
Drivetrain and KERS 18349 416
Suspension 4795 478
Wheels and Brakes 2175 -
Steering 1021.25 530.7
Total cost: Rs.34688.45

REFERENCE AND ACKNOWLEDGEMENT
We would like to thank SAENIS for providing a platform to pursue such engineering maneuver. We
would also like to extend our sincere gratitude to our college for assisting us with workshop
technology. We would also like to thank our parents for encouraging us to pursue this project.
References:
-www.google.com
-www.wikipedia.com
-www.howstuffworks.com
-Machine Drawings by N.D.Butt
-Production technology by Hajrachowdry
-Material sciences by O.P.Khanna
-Automotive engineering by Kirpalsingh
-Automotive engineering fundamentals by Richard Stone & Jeffery ball
-Automotive engineering chassis system and vehicle body by David Crolla

TEAM STRUCTURE

TEAM MEMBER WORK ALLOTED
Mr. Janakiraman Faculty Advisor
G.Amit Kumar Design and analysis
M .Karthikeyan Frame structure welding and assembly
K. Shanmugaraj Frame structure welding and assembly
S. Anand ram Drivetrain and KERS
M.S. Karthigeyan Steering
L. Mohan Kumar Brakes and assembly
C.G. Dhatheshvar Suspension
M. Maharaja Mariappan Electricals

CAD MODEL

FRAME (Actual and 3D)













DRIVETRAIN (Actual and 3D)











FEA SIMULATION
FRONTAL IMPACT














SIDE IMPACT











Equivalent stress Deformation
Equivalent stress Deformation
The maximum equivalent stress is 2329.2 MPa.
The total deformation is 30.1 mm.
The maximum equivalent stress is 1689MPa.
The total deformation is 38.05 mm.

ROLL-OVER

Equivalent stress
Deformation
The maximum equivalent stress is 4176.8 MPa.
The total deformation is 169.57 mm.