Published by : International Journal of Engineering Research & Technology (IJERT)

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Vol. 10 Issue 03, March-2021

Design and Analysis of SAE Supra Chassis

Poovarasan K 1, Raguram R S 2, Vivekanandhan M 3, Vyshaak R B 4
Vignesh G 5
1, 2, 3, 4, 5
BE Students, Department of Automobile Engineering, Karpagam College of Engineering, Coimbatore,
Tamilnadu, India.

1. INTRODUCTION
The chassis shape must competently assist the
burden of the car components and transmit loads that result
from longitudinal, lateral and vertical accelerations which
might be experienced in a racing environment without
failure. This paper probes the diverse components of
chassis design. Some important questions addressed are:
What is the high-quality manner to transfer the hundreds
via the structure? How stiff ought to the body be? How a
chassis has impact on exceptional race situation? What is
the effect of pipe diameter and pass phase at the stiffness of
the chassis? What need to be the appropriate component of Fig 1.1 SAE Supra Chassis
protection whilst designing a body?
Supra SAE India is a countrywide degree pupil The suspension may be adjusted, the frame cannot.
opposition, organized with the aid of Society of So to get required dealing with, the frame have to be stiffer
Automobile Engineers India, wherein students are asked to to compensate lateral loading on the auto. On the whole, a
layout, manufacture and run a prototype of open wheel frame that is capable of preserve torsional loads resulting
racing automobile. This competition is performed annually from inertial accelerations of components experienced in
in India and approximately a hundred and eighty faculties the course of cornering or from carried out hundreds acting
take part each year from throughout India. on one or opposite corners of the car will almost
Following the technical inspection are the sub continually be sufficiently robust.
events which include the static occasions like tilt test, brake
check, price report presentation, engineering layout report MATERIAL SELECTION
and business presentation, dynamic events like acceleration The integrity of a layout may be ensured only after
check, skid pad, autocross and persistence test. In this a scientific material selection method. Since the chassis
excessive octane state of affairs, an automobile is expected needs to be designed for harsh riding situations, the choice
to carry out high on acceleration, dealing with, braking, of material turns into a critical part of design method.
aesthetics, ergonomics, fabrication and renovation with The mechanical Structural Performance Analysis
least funding in fabrication without compromising on of SAE Supra Chassis 241 houses such elasticity modulus
protection of the driver. The motive of the thesis is to E, the shear modulus G, density ρ and yield stress fy are
design and manufacture tubular space frame chassis that important from design point of view. For selection of
should be robust enough to take in the power while the suitable fabric for chassis, prepare a selection matrix of
front, lower back, side, torsional loads are applied. critical aspect which can have an effect on the overall
For the cause of the application on a high overall performance of the auto’s mechanical houses, fee and
performance racing automobile, it has to meet the availability.
following criteria: The chassis undergoes various kinds of forces at
• Minimize the weight to stiffness ratio some stage in locomotion, it has to live intact without
• Maintain Low Center of Gravity yielding, and it must be stiff to absorb vibrations,
• Reasonable material and manufacturing costs additionally it need to withstand excessive temperatures.
• Create a solid base chassis to evolve on for years The fabric assets of the chassis are an important criterion at
to come the same time as designing and manufacturing the
• Aesthetically pleasing design automobile. A tubular space body chassis became chosen
over a monocoque chassis notwithstanding being heavier
THE CHASSIS because, its manufacturing is cost effective requires simple
The number one objective of the chassis is to offer tools and damages to the chassis may be effortlessly
a shape that connects the front and rear suspension without rectified. The very typically used substances for making the
immoderate deflection. When considering a race car distance body chassis are Chromium Molybdenum metal
chassis, a frame this is effortlessly twisted will result in (Chromoly) and SAE-AISI 1018.
massive coping with troubles. The lateral loading on a Both those materials had been analyzed for
vehicle is taken up in places; the frame and the suspension. specific parameters and subsequently decided on to apply

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Chromoly metal 4130 for making the tubular area body

chassis due to several reasons. SAE 1018 grade steel is
better in phrases of Thermal homes however weaker than
Chromoly in terms of power. But the primary precedence
of layout is protection for the driver therefore the fabric
with better stiffness and energy changed into chosen.
The material must no longer motive any failure
even underneath extreme situations of using as described in
the rule e book. Chromoly metal 4130 exhibits better
structural property than SAE 1018 Grade steel for this
reason the former turned into taken into consideration as
the primary cloth for building a tubular area body chassis.
Even though the cost of Chromoly is marginally higher Fig 1.2 Changes in Compressive Stress
than that of SAE 1018 grade steel, the protection of the
driving force remains the maximum priority for the team. NORMALIZED COMPLEX STIFFNESS
Change in Young’s Modulus with respect to The alternate in elasticity ought to appear as an
Compressive Stress asymmetry inside the distribution of complicated stiffness
The cloth reveals a three hundred% boom in leading to a unique trend in skewness for the ST3R
Young’s modulus (80 MPa), considerable transition from a composite under dynamic stress compared to static
bendy low modulus as-organized figure. We count on (nonresponsive) analogous composites (e.g. EGaIn, strong
latent heat of solidification to be released into the matrix, FM or glycerol). To verify this inference, we achieved
but, estimated dissipation time primarily based on Fourier’s dynamic tensile stress on skinny rectangular samples at 1
regulation shows that the change in temperature would be Hz, with growing amplitudes from 5–15% stress. As
in large part unnoticeable. In contrast, the EGaIn sample anticipated, ST3R composite suggests a boom in complex
fractured upon compression whilst stable FM composites stiffness as strain is expanded, assisting the notion of a
display a statistically insignificant growth in stiffness. strain hardening cloth.
We infer that the rise in complicated stiffness is a
To affirm differences in mechanical houses of the result of partial solidification of the below cooled liquid
compressed samples, we issue the substances to excessive steel, triggered by way of deformation of the composite. In
stresses, expecting that shape alternate and network evaluation, EGaIn fillers show a small initial upward thrust
formation will differentiate compressed ST3R composite in normalized complicated stiffness before a decrease as
from stable FM samples. Besides the larger (300%) initial pressure is expanded. Additional manage experiments of
stiffness for ST3R, we found an asymptotic mechanical solid FM particles, glycerol droplets, and PDMS (matrix)
response previous to yielding, similar to plastic in addition show a decrease in stiffness as stress is
deformation in metals. The networks spoil as pressure is expanded, highlighting the unique behavior of the ST3R.
accelerated, main to the knocking down of the strain– We also observed a shift in skewness of the
pressure curve at better strains. distribution of complicated stiffness, whereby effective
This phenomenon is similarly investigated by values represent bias within the mass of the distribution
varying the volume of filler. When f = 30%, the pre- toward decrease stiffness and terrible values point towards
compressed ST3R and strong FM samples gave similar better stiffness. It is consequently glaring that only the
modulus (12–15 MPa). At f=50%, but, a dramatic ST3R composite displayed a shift towards higher complex
exchange in modulus is located in the ST3R. This is stiffness. Although stiffness is enhanced after mechanical
consistent with the formation of networks whereby a loading, the boom is at the order of 10%.
minimum filler quantity is required.
MATERIAL PROPERTY AISI 1018 AISI 4130
Brinell hardness 130-140 200-300
Tensile strength 430-480 (MPa) 530-1040 (MPa)
Yield strength 240-400 (MPa) 440-980 (MPa)
Shear strength 280-300 (MPa) 340-640 (MPa)
Thermal conductivity 52 (W/m-K) 43 (W/m-K)

Thermal shock resistance 14-15 (points) 16-31 (points)

Chromium content 0% 0.8-1.1 %

Thus the material AISI 4130 proves to be most

desirable even with the higher cost for a greater safety.

Fig 1.3 Vehicle Loading

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VEHICLE LOADING * Center of Gravity * Weight) / Track Width

Frame is described as a fabricated structural = (1.5 * 10 * 705.479) / 48
meeting that supports all purposeful car structures. This Lb. = 220.462 lbs. = 99.99 kg
meeting can be a single welded structure, multiple welded Force = 99.99 * 9.8 = 979.902 N
structures or an aggregate of composite and welded Lateral bending is because of the weight switch
systems. Depending upon utility of loads and their path, while cornering that is same to centrifugal pressure and as
chassis is deformed in respective manner proven beneath. a result the pressure of 4774. Three N is acted on the side
• Longitudinal Torsion - Created specially by a cornering effect member in cockpit, consequently the equal stress is
automobile or bumps in the racetrack. It is the chassis calculated (246 MPa) that is well beneath permissible limit.
capacity to withstand deformation below this load that Thus fabric will no longer begin to yield all
defines torsional stiffness. through lateral bending. Longitudinal Load Transfer: Such
• Vertical Bending - Vertical bending is created by means load switch occurs in a longitudinal plane underneath linear
of the load of the power and automobile’s components, acceleration or deceleration
those forces may be boosted through vertical acceleration Longitudinal Load Transfer (Lb.) = (Acceleration *
produced. Center of Gravity * Weight) / Track Width
• Horizontal Bending - This deformation mode is as a = (1.5 * 10 * 731.667) / 68
result of the centrifugal forces created with the aid of the Lb. = 161.397 lbs. = 73.209 kg
cornering of the car. Force = 73.209 * 9.8 = 717.448 N
• Horizontal Lozenging - Occurs whilst the automobile
deforms into a parallelogram-like shape, that is caused by ACCELERATION AND BRAKE
the choppy or opposing application of pressure at the Test Due to inertia effect, acceleration forces
wheels on opposite facets of the auto. generally tend to act in opposite course to the motion of
body. The mass of driver is assumed 70 kg and power train
EFFECT OF CHASSIS ON DIFFERENT RACE 50 kg and acceleration of engine is three.7 m/s2. As
CONDITION calculated above, longitudinal pressure is implemented on
The SAE Supra competition is scored based on the main hoop; and simultaneous static load because of
two areas, static and dynamic testing, with both having force and drive teach is acted downward in cockpit region.
diverse sub-categories. The dynamic section includes 4 Equivalent pressure is calculated for this dynamic take a
occasions; acceleration, skid pad, autocross and staying look at which comes as 221 MPa. This is much less than
power. Each of those events needs extraordinary overall the permissible stress 435 MPa, as a consequence chassis is
performance from the chassis. It is a balancing act to reap secure.
foremost overall performance from the vehicle.
Acceleration: This event surely needs a vehicle IMPACT LOADING
that can reach excessive speeds quick, hence looking at Force that
Newton’s 2d law of movement F = ma; accordingly, low Type of
Boundary
chassis can Von mises
impact withstand stress FOS
mass of chassis will deliver higher acceleration. forces
conditions
after the (MPa)
Skid pad: This event is a degree of the car’s impact
cornering potential around a flat nook. To achieve this, the Clamping all
chassis is required to have an excessive cost of torsional suspension
Front pickup points
stiffness that is properly balanced all through the chassis. impact and applying
9G 261 1.76
Autocross: The Autocross event is a standard race force on front
track comprising of a straight, regular turns and some bulk head
different varieties of turns. Cars run at the tune with the Clamping all
suspension
average speed among 40–48 km/h. This occasion is pickup points
designed to measure the automobile’s favored overall Side
and applying 5G 114 4.03
impact
performance effects of dealing with, acceleration and force on side
breaking. Thus higher torsional stress of the chassis will impact
member
yield higher managing.
Endurance: The very last event is the measure of The characteristic of the frame is to provide the
the automobile’s reliability, patience and gas economic car electricity, structural integrity and to protect the driving
system. The fuel economic system but will be motivated force (in case of serious impacts and rollover) and help the
via the car’s chassis, as any superfluous weight will front and rear suspension structures, engine, drive educate,
gradual the auto down consequently lowering financial steerage system and other structures in the vehicle. It has to
system. be of good enough strength to guard the motive force in
DYNAMIC LOADING case of a coincidence.
Lateral Load Transfer: When cornering in a steady
flip, load is transferred from the internal pairs of the wheels SELECTION OF THEORY OF FAILURE
to the outside pair because of centrifugal pressure. This Since all of the checks are completed underneath
load switch is called lateral load transfer. static structural, the go phase of the issue is thought to be
Lateral Load Transfer (Lb.) = (Lateral Acceleration uniform during, but in exercise due to some irregularities,
fluctuating load can lead to fatigue failure. These

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fluctuating masses are very difficult to calculate and so it is where,

usually desired to have a better issue of safety. It is visible K - Torsional Stiffness
that Distortion Energy Theory (Huber Von Mises and T - Torque
Hencky’s Theory) predicts yielding with unique accuracy θ - Angular deformation
in all four quadrants. Moreover, Distortion Energy Theory F - Shear Force
is used for ductile materials, while the element of safety is y1, y2 - Translational displacement
to be held in close limits and the cause of failure of the
element is being investigated. This concept predicts failure Applied Deflection Stiffness
most correctly. Thus, some of the 3 theories, i.e. Max. moment (Nm) (m/deg) (Nm/deg)
2.4 mm wall
Principle Stress Theory, Max. Shear Stress Theory and thickness
450 0.10368 480
Distortion Energy Theory, Distortion Energy Theory was 3.4 mm wall
450 0.034 1470
selected for designing the chassis. thickness

TORSIONAL RIGIDITY Force applied 1130 N

It is the torsional reaction of a structure to an y1 = y2 1.68 mm = 0.00168 mm
applied torque loading. An exceptional feasible chassis L 0.20
might be one that has high stiffness; with low weight and K = (1130 * 2) / tan-1 ((0.00168 + 0.00168) / (2 * 0.20))
fee. If there is enormous twisting, the chassis will vibrate, K = 482 Nm / deg
complicating the machine of the automobile and sacrificing Deakin et al. Concluded that a Formula SAE racer,
the coping with overall performance. It is proper to layout a which has a total suspension roll stiffness of 500–1500
chassis with maximum torsional stress. This allows the Nm/deg, requires chassis stiffness among three hundred
suspension to do their job efficaciously. In order to design and one thousand Nm/deg to permit the dealing with to be
an automobile of most torsional stiffness, the premise or tuned.
generalized equation for torsion must be tested. Figure
beneath is a primary shaft confined at one end and an EFFECT OF WALL
applied torque T at the opposite, with Φ denoting the Thickness on Torsional Stiffness from the given
ensuing twist of the shaft. table, it can be inferred that the thickness of the frame has
Fig 1.4 Torsional Rigidity the maximum impact on the torsional stiffness. The
T = ΦJG / l torsional stiffness increases three instances with 1 mm
This equation can then be rearranged to express torsional boom in frame thickness. Thus, it will increase stiffness
stiffness, notably and not using a great growth within the weight of
T / Φ = JG / l the chassis and growing the stiffness to weight ratio of the
chassis improving the coping with of the auto.

2. LITERATURE REVIEW
❖ SHUBHAM THOSAR, ANTRIKSH MUTHA and
S.A. DHARURKAR discussed in detail in
Innovative Design and Development Practices in
Aerospace and Automotive Engineering, Lecture
Notes in Mechanical Engineering DOI
10.1007/978-981-10-1771-1_27 about the
Structural Performance Analysis of SAE Supra
Chassis.
❖ ABHIJEET DAS discussed in detail in
International Journal of Science and Research
(IJSR) ISSN (Online): 2319-7064 Volume 4 Issue
4, April 2015 about the Design of Student
Formula Race Car Chassis
❖ SWATI UPADHYAY, GANESH BADIGER
discussed in detail in International Research
Journal of Engineering and Technology (IRJET)
This expression presentation that torsional Volume: 07 Issue: 05 May 2020 about the Design
stiffness in proportion to each the polar moment inertia and and Analysis of Supra Chassis
fabric shear modulus, while being inversely proportional to
❖ PROF. DHAWARE P.A., MISTRY P.T., JOSHI
the period.
K.S., KARDILE O.B., KALE G.R discussed in
The torsional stress can be calculated via locating
detail in IOSR Journal of Engineering (IOSR
the torque implemented to the frame and dividing by using
JEN) ISSN (e): 2250-3021, ISSN (p): 2278-8719,
the angular deflection.
Special Issue June-2019, PP 81-85 about Design
K=R/θ
and Analysis of Supra Car
K = (F * L) / tan-1 ((∆y1 +∆y2) / 2L)
❖ SHUBHANANDAN DUBEY, RAHUL

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JAISWAL, RAUNAK MISHRA discussed in ❖ Ranjit Kale, Nagesh Koli, Darshan Sonawane,
detail in International Journal of Recent Trends in Dipesh Garud, Rohan Korpenwar discussed in
Engineering & Research (IJRTER) Volume 03, detail in International Journal of Innovative
Issue 03; March - 2017 [ISSN: 2455-1457] about Research in Science, Engineering and Technology
Design of Chassis of Student Formula Race Car Vol. 8, Issue 10, October 2019 about Design,
❖ AVINASH BARVE1, SANKET LAKHE Analysis, and Material Selection of a Student
discussed in detail in International Journal of Formula Race Car Roll Cage
Science and Research (IJSR) ISSN (Online): ❖ P.K. AJEET BABU, M.R. SARAF, K.C. VORA
2319-7064 Volume 7 Issue 6, June 2018 about discussed in detail in International Mobility
Detailed Design Calculation & Analysis of Conference ISSN 0148-7191, e-ISSN 2688-3627
Student Formula 3 Race Car about Design, Analysis and Testing of the Primary
❖ PRASHANT SAHGAL under the guidance of ER. structure of a race car for Supra SAE India
RAMENDRA SINGH NIRANJAN discussed Competition
about Design and structural performance analysis ❖ N. G. Jogi, Piyush Ram Shahade, Akshay Kumar
of Supra SAE car chassis Kaware discussed in detail in International Journal
❖ AMOGH RAUT, ANIKET PATIL discussed in of Engineering Science Invention ISSN Volume 3
detail in International Journal of Engineering and Issue 6 June 2014 PP.22-33 about Analysis of
Advanced Technology (IJEAT) ISSN: 2249 – Formula Racing Car Frame Using Ansys
8958, Volume-7 Issue-1, October 2017 about ❖ B. Subramanyam, Vishal, Mahesh Kollati, K.
Design Analysis of Chassis used in Students’ Praveen Kumar discussed in detail in International
Formula Racing Car using FEA Tool Journal of Engineering Research & Technology
❖ AJAY KASHIKAR, SHREYAS MHATRE, (IJERT) ISSN: 2278-0181 IJERTV5IS100046
ANISH, RAHUL CHAVAN, ABHISHEK Vol. 5 Issue 10, October-2016 about Analysis of
SHUKLA discussed in detail in International Formula Student Race Car
Journal of Research Publications in Engineering
and Technology [IJRPET] ISSN: 2454-7875 3. DESIGN
VOLUME 3, ISSUE 3, March-2017 about Design Development
and Analysis of Formula Car Chassis The purpose of the body is to rigidly connect the
❖ ANKIT PATIL, SAAHIL PATIL, MONIK front and rear suspension even as supplying attachment
SHAH, NITIN SALL discussed in detail in points for the extraordinary systems of the car. Relative
International Journal of Scientific & Engineering movement between the front and rear suspension
Research Volume 9, Issue 3, March-2018 about attachment factors can reason inconsistent handling. The
Design and Analysis of Suspension System with frame must additionally offer attachment factors with the
Different Material for SUPRA SAE INDIA 2018 intention to no longer yield within the automobile’s overall
❖ MOHIT SINHA discussed in detail in performance envelope. There are many special types of
International Journal of Innovative Research in frames; area frame, monocoque, and ladder are examples of
Science, Engineering and Technology Volume 5 race car frames.
Issue 4 April 2016 about Design of a space frame The most famous fashion for SUPRA
race car chassis entailing rectification of preceding SAEINDIA/FSAE is the tubular space body. Space frames
flaws with apt ergonomic considerations, material are a series of tubes which are joined together to form a
selection and Impact analysis shape that connects all of the important components
❖ William B. Riley and Albert R. George discussed collectively. However, maximum of the ideas and theories
in detail in SAE Technical Paper Series Reprinted may be implemented to other chassis designs. A Space
from: Proceedings of the 2002 SAE Motorsports body chassis changed into selected over a monocoque
Engineering Conference and Exhibition (P-382) regardless of being heavy, as its manufacturing is fee-
about Design, Analysis and Testing of a Formula effective, requires easy gear and damages to the chassis can
SAE Car Chassis. be effortlessly rectified. The chassis layout began with
fixing of suspension mounting coordinates and engine
❖ Dr. Tanveer Singh Chawla and Mr. Eric Leonhardt
tough factors.
discussed in detail in 2018 ASEE Annual
Considerations
Conference & Exposition about Two Approaches
The layout manner of the chassis includes many
to Optimize Formula SAE Chassis Design Using
steps, from the preliminary project to the mission of chassis
Finite Element Analysis
layout to the begin of production. These steps are; to
❖ Jannis D.G. van Kerkhoven, 516303 DCT become aware of the restrict, decide the specified overall
2008.154 discussed in detail in Technische performance standards, studies layout techniques and
Universiteit Eindhoven Department Mechanical technique, use of CAD software program to layout chassis
Engineering Dynamics and Control Technology and ultimately begin creation. Throughout those steps,
Group about Design of a Formula Student race car picks should be made based on the objectives which might
chassis be to be executed to meet the performance requirement.

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The dressmaker of the chassis need to have an idea Designers can also evaluate their frame by using
as to how all additives of the car are going to feature when checking to see if every pin jointed node carries at least
it comes to every different. As a result, the designer has to three rods which complement the load course. It turned into
understand how all parts ought to interact and take this determined to use thin wall metal tubing for the frame
interplay into account while designing the body. The design. This required considerable triangulation of the
design of a racing vehicle chassis, or any racing chassis for frame, considering that skinny wall tubing plays
that be counted, is going to be primarily based on thoroughly in tension and compression but poorly in
suspension points, powertrain format, driving force bending. The additives which produce big amounts of
function controls, protection, and many others. These vital pressure, as an example the engine and suspension, need to
points must come collectively to form a powerful bundle be connected to the frame at triangulated factors.
for the car to perform as meant. Suspension Points - The suspension geometry is
Stiffness - The suspension is designed with the what determines how well the car controls the tires that
purpose of retaining all four tires flat on the ground at some connect the vehicle to the floor. Should the suspension now
point of the overall performance range of the vehicle. not manipulate the tires efficiently, the automobile will not
Generally, suspension structures are designed under the nook as quickly and therefore be slower ordinary.
belief that the frame is an inflexible body. For example, Through trying out, facts evaluation, and
undesirable adjustments in camber and toe can arise if the simulation we've evolved powerful suspension geometry
body lacks stiffness. A photograph of a body subjected to a for our SUPRA SAEINDIA race vehicle. Packaging of the
torsional load is superimposed on an undeflected frame. suspension to the body is typically not an interference
Generally, a chassis that is stiff sufficient for opposition trouble when you consider that maximum of the
will not yield. However, a few care should be taken to components is exterior to the body. However, it's far
make sure that the attachment points of the frame do now particularly vital to attach the suspension components to
not yield whilst subjected to layout loads. For instance, the stiff portions of the chassis to correctly distribute the
engine mounts have to be made stiff enough to reduce the hundreds so one can be exceeded thru those components.
opportunity of failure. Designing the frame so the manipulate arms are
Torsional Stiffness - Torsional stiffness is the attached to a stiff portion of the chassis can on occasion be
resistance of the frame to torsional hundreds. FEA turned very hard. By changing the distance among the manage
into used to research the torsional stiffness of the chassis. arm pivot points can assist to optimize the weight course
In order to design a car of most torsional stiffness the for the manipulate fingers. This distance can be modified
premise or generalized equation for torsion must be as it will now not have an effect on the suspension
examined. geometry, for the reason that rotational axis of the manage
T = ΦJG / l arm isn't always affected. However, reducing the span of
The above equation is an easy component that the manipulate arms will lessen the arm’s capability to
relates the attitude of twist to the carried out torque, with J react to the forces which can be generated via accelerating
representing the shafts polar second of inertia, with θ or braking. It is suggested that suspension need to be
denoting the resultant twist of the shaft, G representing the designed simultaneously with the body. This permits the
shear modulus of the cloth and l being the length of the clothier to concentrate at the load paths from the push rods
shaft. Now a chassis may be made extremely stiff by way and rockers in order that the body can efficaciously react to
of including vast amounts of cloth to the frame. However, the masses.
this extra material would possibly degrade the performance Powertrain Layout - Correctly attaching the
of the auto due to the introduced mass. Therefore, while components of the drivetrain to the frame is very important
designing a race automobile chassis it is crucial to get a for extended frame life. The relative stiffness among the
balance among the burden and stiffness of the chassis. engine, differential, and body is not as important as while
Triangulation - Triangulation can be used to attaching the suspension. This is because of the fact that
increase the torsional stiffness of a body, in view that a maximum race automobile chassis layouts have brief
triangle is the handiest form that is continually a shape and distances among the drivetrain components. The major
now not a mechanism. Obviously, a frame that is a design factor is to make certain that the frame does now not
structure will be torsionally stiffer than a mechanism. ruin at some point of a wrong downshift or a violent release
Therefore, an attempt must be made to triangulate the of the snatch.
chassis as an awful lot as possible. Visualizing the frame as Since SUPRA SAEINDIA race automobiles use
a collection of rods that are connected through pin joints motorbike engine it is simpler to place the engine as it was
can help body designers find the mechanisms in a layout. within the motorcycle. The region of the engine on the
subject of the wheelbase of the car performs the biggest
function in weight distribution of the automobile. A smooth
manner to combat this is to distribute extra of the weight of
the automobile closer to the driven wheels to boom vertical
load on the tires. Any exceedingly big mass, being some
distance far away from the centerline of the automobile,
doubtlessly have a bad effect on the yaw inertia of the
automobile.
Fig 3.1 Frame Triangulation

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By shifting the mass to an area inside the middle packaged near the center of gravity to reduce the outcomes
of the auto will lower the yaw inertia that's favorable for of its various mass at some point of the race.
race motors. When designing the body across the motor
and differential on chain pushed designs, sufficient
clearance need to exist so that numerous the front and rear
sprockets may be used. This clearance lets in a large choice
of very last power ratios. Well the extra area may be
omitted primarily based upon the clothier’s preference,
however it's miles endorsed to have sufficient clearance as
incapacity to trade the final power ratio has proven to be a
drawback when looking to power the race vehicle inside
the confined area of the SUPRA SAEINDIA competition
and the greater open spaces of autocross. Ease of
preservation is likewise an important layout attention when Fig 3.2 Chassis Planes - Side Views
designing the frame across the drive train. By providing
clearance for direct elimination of the engine will lessen Modeling of Fixed Elements - Fixed elements
the amount of mechanic’s pressure concerned with engine include roll hoops, front bulkhead, suspension factors, and
adjustments. engine mounts. These features will no longer be moved
Driver Position and Controls - Another crucial round at some point of chassis design new release so that
factor of chassis design is driver positioning and controls. the range of variables able to be manipulated may be
If the driver is not able to operate the automobile readily, decreased.
it'll no longer meet its full capability. Designing the frame This allows for a quicker layout period in order
across the controls, which include the steerage wheel and that creation may also begin earlier than normal. The roll
pedals, is an issue of ensuring that the shape of the frame hoop and bulkhead shapes are determined upon to reduce
does now not intervene with the driver’s venture. Also, the the duration of tubing for the elements. Since the roll hoops
controls ought to be appropriately supported through the and bulkhead are required to be at least 1” OD .0.5” wall
body in order that the attachment factors do no longer yield and 1” OD .1/2” wall, respectively, the lengths of this
even as the automobile is being driven. Driver consolation heavy tubing want to be minimized to reduce weight. Once
concerns consist of seating perspective, elbow area, head shapes of the functions are decided upon, they may be
height in relation to the the front of the auto, and controls drawn on their respective planes.
operation (pedals, shifter, and guidance wheel).
Safety - Fortunately, the FSAE policies committee
has set up a group of rules requiring positive tubing sizes in
areas of the frame essential to driver protection in the event
of an accident. These regulations outline outer diameters
and wall thicknesses for the front bulkhead, front roll hoop,
fundamental roll hoop, facet impact tubing, roll hoop
bracing, and front effect zones. The stated rules are adhered
to without deviation so that the motive force can be safe
and the car can skip technical inspection at opposition.
Process
A tubular space frame is designed in several steps Fig 3.3 Roll Hoops and Suspension Points
which might be based at the layout issues previously said.
A methodical plan need to be observed so that all The suspension mounting points are the next to be
parameters are considered and the layout incorporates a designed. These are drawn as constant factors in space in
part of the car efficaciously. We designed the SUPRA the Solid works version. During suspension design, a
SAEINDIA race vehicle in Solid works 2014 the usage of premier a-arm span became decided and this dimension
the weldment characteristic to model tubes effortlessly and ought to now be incorporated into the chassis.
accurately. Suspension mounts needs to be welded to the
Initial Setup - The design changed into initiated chassis so the placement of this mounts are needed to be
by using determining the height, track width, wheel base, obtained from the suspension calculation. Engine mounting
and general period dimensions of the car. Stemming from places also are determined upon and glued so that the
these dimensions were roll hoop places, bulkhead vicinity, engine layout group can correctly vicinity their individual
cockpit place, engine mounting vicinity, and wheel element models within the automobile assembly while not
centerlines for an estimation of weight distribution. Once having to alternate their elements. This continues the team
those dimensions were decided on, a sequence of planes from making drastic changes while farther along in the
had been created in Solid works at those factors in order layout system.
that those locations may be visualized. Some idea turned Modeling of Variable Elements - The next step
into given to the placement of different crucial or tough-to- is to version the tubes that connect the fixed elements to
package structures. For instance, the gas gadget had to be each other. Arrangements of these tubes are variable and

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careful attention of weight, manufacturability, and chassis TOP VIEW

stiffness must be taken, in order that the chassis does not
come to be heavy and too flexible. The competition rules
have to additionally be taken into account whilst drawing
those connecting tubes.
Since the load of the chassis is important to
vehicle overall performance, connecting tubes must be
stored brief and skinny. All the connecting tubes ought to
be of the scale specified in the rule e-book i.e., 1” .049”
wall. The simplest connecting tubes that won't be of this
length are the required roll hoop bracing tubes which
should be 1” .1/2” wall. These bracing tubes are stored to a
minimum period. The first chassis layout underneath had a
whole lot of structural contributors which in-fact improved
the weight of the chassis. The most important purpose of
growing the quantity of structural contributors turned into
to increase the torsional stiffness. By Finite Element
Analysis the individuals which weren’t of any use had been SIDE VIEW
removed and therefore it reduced the weight without
affecting a good deal the torsional stiffness
Manufacturability is vital to endure in thoughts
because the greater complex the chassis, the more difficult
it will be to manufacture. If the connecting tubes have
extraordinarily tough notches at the ends, it will take the
team member who's making that tube a lot longer to finish.
Subsequently, if every tube at the chassis takes 2 or extra
hours to notch, then it's going to take plenty longer to
complete the frame.
Chassis stiffness relies on the powerful association
of the connecting tubes. This will be discussed in further
detail later. Modeling of the connecting tubes is
exceptionally easy in Solid works the usage of the 3-d
caricature tool. Drawing the strains is just like connecting
the dots, or in this example, nodes. Once a line is drawn
among of the nodes, a structural member may be located ISOMETRIC VIEW
alongside that line. A community of tubes may additionally
then be drawn by connecting nodes in certain locations and
placing structural participants.
FRONT VIEW

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4. ANALYIS TORSIONAL ANALYSIS

FRONT IMPACT

5. CONCLUSION
The purpose of this assignment become to design
REAR IMPACT a chassis for a competition, a goal that has been completed.
In the work accomplished, a frame is designed that's
inflexible sufficient no longer to deform beneath
acceleration and braking masses and on the same time
maintain all the components together. The work was started
out with a fundamental design of body which would meet
the whole design requirement. Chassis was observed to be
secure appreciably in static (bending) and dynamic
(acceleration) modes with pressure values pretty much less
than the yield power. The dominant characteristic of
structural behavior viz. Torsional rigidity multiplied three
instances with a median boom inside the wall thickness.
The cause of this thesis project is not handiest to
layout the roll cage for the 2019 SUPRA SAEINDA
automobile, however also to offer an intensive study inside
the method taken to arrive on the final layout. With the
general design being cautiously considered beforehand, the
SIDE IMPACT producing manner being managed carefully, and that many
design functions had been established effective within the
performance requirement of the vehicle.
During the design method, the crew should obtain
a compromise among price, manufacturing, overall
performance, and design time in order that their car may be
competitive in all aspects of the SUPRA SAEINDIA
competition. The timeline of the competition, mixed with
the rigorous schedule of college, limits the variety of
iterations for each layout. However, the group ought to take
into account that it'll take several iterations to converge on
a first-class design. The amount of time used for the layout
procedure subtracts from the time to be had for
manufacturing and checking out. Although this paper has
focused on design, it is very critical to check the auto in
order that any design oversights could be highlighted
earlier than opposition.

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(This work is licensed under a Creative Commons Attribution 4.0 International License.)
Published by : International Journal of Engineering Research & Technology (IJERT)
http://www.ijert.org ISSN: 2278-0181
Vol. 10 Issue 03, March-2021

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