16009_SILVER KNIGHTS _CAD/CAE Report

Authors Name: BHUVANESWARAN

Co-Authors Name: SIVA PRAKASH

1. INTRODUCTION
COST
We wanted to prepare a comfortable rigid EFFI
CYCLE. The most common means of comfort riding is
car, hence we took reference from some of the top
automobile designs and put in our efforts to make ours
a unique EFFI CYCLE. The vehicle is made with
aesthetics in mind and aerodynamics with utmost riding
comfort. This lead us to give a double wishbone
suspension system and pit man arm steering. The
overall dimensions are reduced based on multiple
considerations of various frame design and material.
Designing was completely done in Creo v2.0 and
analysis was done in Ansys 15.

2. Frame Material options

LEAD TIME FOR

DELIVERY

Cheap

Costly

Costly

Immediat
e

More

More

[Comparison of material selection parameters should be

shown in tabular format such as yield strength, ultimate
strength, weight, cost, lead time for delivery etc.]

3. CALCULATION OF BENDING STRENGTH

AND BENDING STIFFNESS
STAINLESS STEEL

i.

Stainless steel (Grade UNS S030200)

Cross-Section Type- SQUARE; 1.35 x 1.15 x
2mm

ii.

E = 195GPa
Sy= 330MPa

Aisi 1018 (Grade SAE)

Cross-Section Type- SQUARE;1.35 x1.15 x
2mm

I= (bo) - (bi) /12

4

iii.

-8

= 2.398*10 m

where;

C = 0.017 m

A = Outer dia for circular section, Bigger side for Rectangular

section, Major axis in case of elliptical section etc. (all
dimensions in mm or inch)

M= Sy*I/C
6

Stainless
steel

Aisi 1018

YIELD
STRENGTH

2.075e8
Pa

365 MPa

2.5e8 Pa

ULTIMATE
STRENGTH

5.171e8
Pa

4.4 e8 Pa

4.6e8 Pa

7750
3
Kg/m

7870
3
Kg/m

-8

= 330*10 * 2.398*10 / 0.017

B= Inner dia for circular section, Smaller side for Rectangular

section, Minor axis in case of elliptical section etc. (all
dimensions in mm on inch)
t= wall thickness in mm or inch.

Properties

= (0.034) - (0.032) /12

STRUCTURAL STEEL (Grade A500)

Cross-Section Type- SQUARE;1.35 x 1.15 x
2mm

= 465.49 N/ m

Bending Stiffness
X = E* I

Structural
Steel

-8

= 195 * 10 * 2.398 * 10
X

=4.67 * 10 N/ m

AISI 1018
E = 205GPa
Sy= 365MPa
DENSITY

7850
3
Kg/m

I= (3.14 * (do) - (di) )/64

4

= ( 3.14* (0.034) - (0.032) )/12

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-9

= 5.7142*10 m

4.1. FRONTAL IMPACT ANALYSIS

C = 0.0127 m

Material-1 (Stainless steel/ UNS S030200, SQUARE;

1.35 x 1.15 x 2mm)

M= Sy*I/C
6

Material-2 (Aisi 1018 /SAE, SQUARE; 1.35 x1.15 x

2mm)

-8

= 365*10 * 5.7142*10 / 0.017

= 164.23 N/ m

Material-3 (structural Steel/A500,SQUARE:1.35 x

1.15 x 2mm)

Bending Stiffness
a) Assumption & Considerations:
X = E* I
9

We have considered the frame alone for analysis. For

frontal impact we have assumed the impact load to be
acting uniformly all over the front bar of the frame.
Material is considered under normal temperature
conditions. All the members were designed separately
and some impact was applied and used to eliminate
unwanted frame members. For Boundary conditions
back member is fixed support, this is done in order to
ensure that the impact is felt throughout the entire
frame. The frame built in all the three material are
meshed with medium mesh in order to obtain a good
result and element is triangular element. A sudden large
load acting for a small period of time is considered as
Impact condition.

-8

= 205 * 10 * 5.7142 * 10
3

=1.1714* 10 N/ m

STRUCTURAL STEEL
E = 200GPa
Sy= 250MPa
4

I= (bo) - (bi) /12

4

b) Calculation of Impact Forces:

= (0.034) - (0.032) /12

-8

= 2.398*10 m

IMPACT FORCE = (2*MASS* VELOCITY)/ TIME

Since impact occurs during short time time period of

impact is considered as 1 seconds Mass of the vehicle
is estimated to be around 75-100 Kg and velocity is
around 30 m/s

C = 0.017 m
M= Sy*I/C
6

-8

= 250*10 * 2.398*10 / 0.017

= 352.647 N/ m

Hence impact force will (2*75 * 30)/ 1 = 4500N

For safety and considering extra mass we have applied

5000 N.

Bending Stiffness
X = E* I
9

= 200 * 10 * 2.398 * 10
X

=4.796 * 10 N/ m

-8

4. CAE ANALYSIS OF VEHICLE/FRAME

CAE Analysis on the frame is performed to evaluate the
safety offered by the frame to drivers in case of any
accident including Frontal Impact, Side Impact and
Rollover. The whole vehicle model has not been
subjected to this safety analysis through CAE because
we have considered on building a strong frame which is
designed to take all the impact and reduce the further
impact on the vehicle. Hence analysis of frame is
submitted in this report.

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c) Analysis Results:
FOR STAINLESS STEEL

FOR STRUCTURAL STEEL

FOR AISI1018 STEEL

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d) Optimizations:
Optimizations in reducing the frame members to reduce
the unnecessary weight was done.

4.2. SIDE IMPACT ANALYSIS

c) Analysis Results:

Material-1 (Stainless steel/ UNS S030200, SQUARE;

1.35 x 1.15 x 2mm)

FOR STAINLESS STEEL

Material-2 (Aisi 1018 /SAE, SQUARE; 1.35 x1.15 x

2mm)
Material-3 (structural Steel/A500,SQUARE:1.35 x
1.15 x 2mm)
a) Assumption & Considerations:
We have considered the frame alone for analysis. For
side impact we have assumed the impact load to be
acting uniformly all over the side support member of the
frame. Material is considered under normal temperature
conditions. All the members were designed separately
and some impact was applied and used to eliminate
unwanted frame members. For Boundary conditions
back member is fixed support, this is done in order to
ensure that the impact is felt throughout the entire
frame. The frame built in all the three material are
meshed with medium mesh in order to obtain a good
result and element is triangular element..
b) Calculation of Impact Forces:
IMPACT FORCE = (2*MASS* VELOCITY)/ TIME
Since impact occurs during short time time period of
impact is considered as 1 seconds Mass of the vehicle
is estimated to be around 75-100 Kg and velocity is
around 30 m/s
Hence impact force will (2*75 * 30)/ 1 = 4500N
For safety and considering extra mass we have applied
5000 N.
FOR AISI1018 STEEL

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d) Optimizations:
Some members were added to prevent major
deformation and preventing direct impact to rider.

4.3. ROLLOVER ANALYSIS

Material-1 (Write Name/Grade, Cross-section Size)
a) Assumption & Considerations:
We have considered the frame alone for analysis. For
rollover impact we have assumed the impact load to be
acting uniformly all over the extended support member
of the frame. Material is considered under normal
temperature conditions. All the members were designed
separately and some impact was applied and used to
eliminate unwanted frame members. For Boundary
conditions back member is fixed support, this is done in
order to ensure that the impact is felt throughout the
entire frame. The frame built in all the three material are
meshed with medium mesh in order to obtain a good
result and element is triangular element..
b) Calculation of Impact Forces:
FOR STRUCTURAL STEEL
IMPACT FORCE = (2*MASS* VELOCITY)/ TIME
Since impact occurs during short time period of impact
is considered as 1 seconds Mass of the vehicle is
estimated to be around 75-100 Kg and velocity is
around 30 m/s
Hence impact force will (2*75 * 30)/ 1 = 4500N
For safety and considering extra mass we have applied
5000 N.

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c) Analysis Results:
FOR STAINLESS STEEL

FOR STRUCTURAL STEEL

FOR AISI1018 STEEL

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MAXIMUM

Pa

MPa

MPa

STRAIN
MAXIMUM

0.008

8.68

0.0055

Properties

Stainless
steel

Aisi 1018

Structural
Steel

MANUFACTURIB
ILITY

Good

Good

Okay

WEIGHT

Less

Normal

Normal

30
rupees/fe
et

60
rupees/fe
et

60
rupees/fe
et

d) Optimizations:
No major optimization was required as previously done
optimization helped in attaining good strength to the
frame.

5. FINAL MATERIAL SELECTION

FRONTAL IMPACT
Properties

Stainless
steel

Aisi 1018

Structural
Steel

DEFLECTION
MAXIMUM

70.6mm

77.619e3
mm

44.911m
m

STRESS
MAXIMUM

7.619e8
Pa

7.62e8 Pa

720.99e6
Pa
PRICE

STRAIN
MAXIMUM

0.004

4.680

0.0036

Materials Selected for Frame:

SIDE IMPACT

i.
Properties

Stainless
steel

Aisi 1018

Structural
Steel

Stainless steel (Grade UNS S030200)

Cross-Section Type- SQUARE; 1.35 x 1.15
x 2mm

6. CAE ANALYSIS OF OTHER PARTS

DEFLECTION
MAXIMUM

1.06mm

1.77e3mm

1.32mm

WISHBONE SUSPENSION
STRESS
MAXIMUM

STRAIN
MAXIMUM

6.09e7
Pa

0.0004

6.26e7 Pa

0.406

53.24
MPa

0.003

ROLLOVER IMPACT

a) Assumption & Considerations:

We wanted a aerodynamic shape and desired to give it
looks of car in order to not to compromise with our
desire we selected double wishbone suspension.
Material is normal stainless steel. The wish bone arm
are SS tubes. Meshing conditions were medium and
under normal temperature.
b) Calculation of load Forces:

Properties

Stainless
steel

Aisi 1018

Structural
Steel

DEFLECTION
MAXIMUM

189.56

2.07e5mm

147.42m
m

STRESS

1.445e9

1463.1

1019.14

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The suspensions are used for carrying the load of the

vehicle and the force reaction on it is the force acting
upon it that is the weight of the vehicle and passenger.
Hence it is assumed to be around 500 N on each.

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7. VEHICLE VIEWS

c) Analysis Results:

d) Optimizations:
The length of the spring with stiffness posed a
challenging task, hence we had to modify the spring
length and finally made it effective.

CAD Models of all these parts should be shown with the

dimensions at Appendix-1.}

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APPENDIX-1 : Vehicle Views

Figure-1 (Isometric View of Vehicle)

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APPENDIX-1 : Vehicle Views (contd..)

Ht=
46in
ches

Track width = 46 inches

Width = 49 inches

Figure-2 (Front View of Vehicle)

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APPENDIX-1 : Vehicle Views (contd..)

Length= 60inch

Over head protection =

25inch
= 46 degree

Hs = 32 inch

Seat height= 16.3 inch

Figure-3 (Side View of Vehicle)

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APPENDIX-1 : Vehicle Views (contd..)

Wheel base
= 55 inch

Figure-4 (Top View of Vehicle)

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APPENDIX-1 : Vehicle Views (contd..)

{Different Materials/Cross-section shown with different colors.}

Figure-5 (CAD Model of Frame)

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APPENDIX-1 : Vehicle Views (contd..)

Figure-6 (Double Wish Bone)

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APPENDIX-2
GROUND SKETCH

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APPENDIX-2 : GROUND SKETCH(contd..)

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APPENDIX-2 : GROUND SKETCH (contd..)

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APPENDIX-2
HAND SKETCH

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APPENDIX-2 : HAND SKETCH (contd..)

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APPENDIX-2
FRAME DESIGN OPTIMIZATION

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APPENDIX-2
FRAME DESIGN OPTIMIZATION (contd..)

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APPENDIX-2
FRAME DESIGN OPTIMIZATION (contd..)

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APPENDIX-2
FRAME DESIGN EXPLICIT DYNAMICS

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