University of Southern Indiana

Pott College of Science, Engineering and Education

Engineering Department

8600 University Boulevard

Design, Analysis, and Integration of a Baja SAE Racing Chassis

Xuan Vo (Scott)

USI Baja Racing Team of 2022-2023

ENGR471 – Pre Senior Design

Fall 2022
 ACKNOWLEDGEMENT

It is a great honor to express my utmost gratitude and appreciation to the individuals and
organizations that offered the most genuine helps to me during the duration of the project, as
well as for the last four years of being a student and competing as a student.

To the USI Engineering Department, thank you for allowing me and the Team this
opportunity to gain experience and have fun as well as practicing our knowledge in a practical
environment.

To Dr. Todd Nelson, thank you for being a great mentor, a wonderful resource to seek
professional help and opinions, and the prime guidance for the Baja team throughout this
journey.

To Mr. Justin Amos, thank you for keeping us focused on the more realistic aspects of
engineering and manufacturing, and for keeping the team on track.

To the fellow Baja SAE competitors from institutions across the country and
internationally, thank you for creating a welcoming environment for researching, learning, and
growing as an engineer. It has been an honor to race with and against everyone.

To the USI Baja Racing Team of 2022-2023, thank you for walking along my side
throughout this wonderful and difficult journey, through hardship and joy, sharing every
memorable moment together. I can never ask for better teammates.

To Adam Kirkham, thank you for teaching me what does it means to be an engineer, and
what we uphold as engineers.

Lastly, to Mom, Jayme, David and Mary, thank you for everything.
 ABSTRACT

After approximately 6 years away from official SAE-sanctioned competitions, the USI
Baja Racing Team of 2021-2022 returned for the 2022 Baja SAE season at Tennessee Tech, with
a young and inexperienced lineup and a vehicle that was on the final steps of its lifespan. The
car, codenamed MAX, was built and competed for the only season, as the unfortunate event of
COVID-19 prevented its completion. Many valuable lessons and experiences were learned from
observing fellow students and competitors, as well as sponsors’ showcase vehicles. From this
foundation, the team has decided to construct an entirely new vehicle to compete for the 2023
season of Baja SAE and beyond. The objective of this project focuses on the chassis of the race
vehicle, using lessons learned previously. Four chassis from four different teams were studied to
understand the decisions and engineering completed for the design, which were then utilized to
develop three different concepts of the 2023 chassis. Each concept explores a different design
philosophy and directions, as well as interpretation of the rulebook. The core factors that dictate
the overall design of a racing chassis are Integration of surround subsystems, such as powertrain,
suspension and ergonomic, Manufacturability with the available facilities, and Protection of the
driver. The team divided the chassis into three primary focus areas: Fore – Footwell, Center –
Driver Cockpit, and Aft – Powertrain Bay. Each section required different elements to be
considered, and at the end, needed to mesh in a complete harmony. The then completed chassis
was evaluated during the assembly process and lessons for future design were discussed.
Table of Contents
1 INTRODUCTION ................................................................................................................................ 7
1.1 OBJECTIVE ................................................................................................................................. 8
1.2 DELIVERABLES ......................................................................................................................... 8
2 BACKGROUNDS ................................................................................................................................ 9
2.1 STATEMENT OF THE PROBLEM ............................................................................................ 9
2.2 BAJA SAE CHASSIS OVERALL ............................................................................................... 9
2.3 BAJA SAE REGULATIONS ..................................................................................................... 12
2.3.1 Roll Cage Objective: ........................................................................................................... 12
2.3.2 Roll Cage Structure: ............................................................................................................ 12
2.3.3 Roll Cage Material: ............................................................................................................. 13
2.4 LITERATURE REVIEW ........................................................................................................... 14
2.4.1 Mississippi State University 2022....................................................................................... 14
2.4.2 Northeastern University 2020 ............................................................................................. 15
2.4.3 University of Nevada - Las Vegas ...................................................................................... 16
3 PRELIMINARY DESIGNS ............................................................................................................... 17
3.1 Vertical and Lateral Clearance ........................................................................................... 17
3.2 Fore-Aft Bracing Design ....................................................................................................... 20
3.3 Initial Design Concept ........................................................................................................... 23
4 FINAL ENGINEERING DECISION ................................................................................................. 25
4.1 Overview of Chosen Design - Viper ....................................................................................... 25
4.2 Baja SAE Primary Material Design Requirement .................................................................. 27
5 ENGINEERING RESULT AND ANALYSIS ................................................................................... 28
5.1 Tubing Type Design and Usage ........................................................................................... 28
5.2 Terminal Velocity Collision Simulation .............................................................................. 30
5.2.1 FEA Parameters ................................................................................................................ 31
5.2.2 FEA Simulation ................................................................................................................. 32
LESSON LEARNED .................................................................................................................................. 40
2 APPENDICES .................................................................................................................................... 42
A. System Hierarchy ............................................................................................................................ 42
................................................................................................................................................................ 42
B. Schedule .......................................................................................................................................... 43
A. Budget ............................................................................................................................................. 44
B. Requirements .................................................................................................................................. 44
C. Weight Table ................................................................................................................................... 45
D. Concept of Operation ...................................................................................................................... 45
E. Failure Modes and Effect Analysis ................................................................................................. 46
F. Mechanical Block Diagram ............................................................................................................ 46
Table of Figures
Figure 1. Virginia Tech 2022 Baja SAE vehicle........................................................................................... 7
Figure 2. USI 2023 Baja SAE vehicle .......................................................................................................... 8
Figure 3. MSU 2022 Baja SAE vehicle ...................................................................................................... 15
Figure 4. Northeastern University 2020 Baja SAE vehicle ........................................................................ 16
Figure 5. Chassis Side View ....................................................................................................................... 25
Figure 6. Chassis Front View...................................................................................................................... 25
Figure 7. Chassis Rear View ....................................................................................................................... 26
Figure 8. Chassis Isometric View ............................................................................................................... 26
Figure 9. Front Crash FEA - Stress ............................................................................................................. 33
Figure 10. Front Crash FEA - Displacement .............................................................................................. 33
Figure 11. Rear Crash FEA - Stress ............................................................................................................ 35
Figure 12. Front Crash FEA - Displacement .............................................................................................. 35
 Design, Analysis, and Integration of a Baja SAE Racing Chassis

1 INTRODUCTION
The Baja SAE series, now part of SAE International’s Collegiate Design Series (CDS),
started in 1976 as an opportunity for university students in engineering to practice and develop
their professional abilities beyond the classroom. The series’ initial goal was to conceive and
construct a single seater All-Terrain Vehicle (ATV) that can compete against their commercially
manufactured counterparts. Nearly five decades later, the Baja SAE competition has evolved into
an internationally recognized racing event, with participation of several ATV manufacturers as
sponsors and technical judges and attracts over 150 universities throughout the season. With the
series expanding beyond just technical engineering aspects, now include business, managing and
marketing aspects, students can learn hands-on experience which requires design, manufacturing,
testing, project management, communication, and budgeting.

The Baja SAE series levels the playing field by mandating a uniform engine across the
grid. Previously, the series has utilized various models of the iconic Brigg & Stratton Vanguard
10 horsepower engine. However, due to recent complications, from the 2023 season, the Baja
SAE series will be powered by a Kohler multipurpose engine, particularly the CH440 model.
While a Baja vehicle is composed of multiple subsystems working in a flowing assembly, the
chassis is the prime structural member that connects the race vehicle together. The chassis also
serves the purpose of protecting the driver inside, and as for this reason, it is also the most
heavily regulated and controlled component of the car.

Figure 1. Virginia Tech 2022 Baja SAE vehicle

 Figure 2. USI 2023 Baja SAE vehicle

1.1 OBJECTIVE

The objective for this project is:

Develop a lightweight, manufacturable, and competitive Baja racing chassis that follows the
rules and guidelines set by the 2023 Baja SAE Season Rulebook (Revision A – 29 August 2022).

1.2 DELIVERABLES

The deliverables determined for the project are the following:

● Completed Baja chassis
● Analysis of chassis design and engineering calculations
● SAE Design Presentation Poster
● Senior Project Design Report
● Senior Project Design Presentation

This report accumulates the engineering analysis completed in the process of designing
and constructing the 2023 Baja chassis.
2 BACKGROUNDS

2.1 STATEMENT OF THE PROBLEM

Motor racing is one of the most unique forms of sporting competition, as the result does
not rely solely on the athlete’s performance, but also the equipment with which they compete. A
race win is a combination of effort from the physical effort and capacity of the drivers and the
output performance of their car. In almost every discipline of motor racing, the vehicle is
constructed from four primary subassemblies: the Chassis, Engine, Transmission and
Suspension. Without extracting every drop of potential from any of these systems, a race car
would not be able to perform to its ultimate potential. The most important element of the car, the
chassis, is popularly underappreciated by the general spectators, as it is often difficult to quantify
the visible benefits that a well-tuned chassis provides. It is also often considered that the chassis
is just a large bracket that holds more important components together. This perception is false.

A race car chassis is the primary linkage that carries every other subsystem and allows
them to have a platform to operate in harmony. A well-designed and properly tuned chassis may
be used to assist the suspension system in transferring loads between corners and controlling the
stiffness of the roll transfer equation. The engine and drivetrain system of a race vehicle also use
the chassis as a bracing member, using them to absorb vibration and oscillation to achieve
maximum performance. Therefore, designing and optimizing a chassis is a stable and cost-
beneficial solution to gain additional performance. However, the most important task of a racing
chassis is to protect the driver inside. Motorsport is and has always been a dangerous sport.
Drivers put their life on the line every time they enter the cockpit, may or may not know if it
could be their last time doing so. The safety of the drivers is the permanent paramount priority of
motorsport, and the chassis is the last line of protection the drivers have during an accident.
Therefore, designing a chassis that is optimized for performance, while providing confidence for
the driver to push the limit of the car.

2.2 BAJA SAE CHASSIS OVERALL

The chassis of a Baja SAE car is defined as the structural component surrounding the
driver and the engine. While there are numerous other subassemblies that interact with the
chassis as part of the vehicle, the Society of Automotive Engineers, the governing body of the
Baja series, places the safety of the students participating in the competition as its first and
foremost priority, mandating that the driver, at all times, should remained within the protection
envelope of the roll cage. The chassis of a Baja SAE car is manufactured of tubular tubing [8]
section of ferrous material connected via a welding process. A chassis ergonomic design can be
divided into three primary sections: Fore (Driver’s footwell), Center (Driver’s Cockpit) and Aft
(Engine Bay).

Figure 3: 2023 Overall Chassis Design

The Fore section of the chassis typically extends from the foremost vertex of the frame to
the end of the front suspension packaging area. This area is traditionally used to house the Rack
and Pinion (RaP) steering mechanism, the Brake and Throttle Control Assembly (BTCA) and
forms the base mounting points for the front suspension system. Starting from the 2020 season,
the Fore section of a Baja SAE chassis has seen upward increment in size in order to
accommodate a Front Differential/Drive (FD) system, in order to satisfy the new requirement for
an All-Wheel-Drive (AWD) or 4-Wheel-Drive (4WD). The Fore section of a Baja car is also the
primary protection and load-bearing member for the driver in such a case of a frontal impact. It is
important to uphold the safety bubble of the frontal area and prevent external penetration into the
crumple zone.

The Center (Driver’s Cockpit) section of the chassis is the most important area of the car.
This section is where the driver is situated in the race car and requires the most protection. For
this reason, this area is the most regulated and heavily controlled by SAE and the regulations.
While not typically supporting any dynamic component, the Center section of the chassis must
satisfy driver’s safety clearance requirements. The section is supported and constrained from
movement by the Roll Hoop (RHH), Roll Overhead (RHO) and Floor (LSM) [8] to create a 360
degrees protection of the driver from making contact with the ground in the case of a rollover
event. As dictated by the regulations, the linear distance from a line drawn between any 2 frame
members must be larger than 3 inches from a body part of the driver, while the vertical distance
between the too of the driver’s helmet and the inside edge of the RHH member must be a
minimum of 6 inches. The Center section of the car must also pass the Wooden Figure test,
where a preset template from SAE must fit inside the vehicle at the standard driver seating
position.

The Aft (Engine Bay) of the chassis is used to carry the powertrain of a Baja SAE car.
While a few peculiar examples of front or front-mid engine design have been completed
throughout history, the overwhelming majority of Baja SAE vehicles utilize the rear-mid engine
layout, where the engine sits between the RHH and the centerline of the rear axle. This layout
has been proven throughout the history of Baja competition as the most balanced and practical
setup. The Aft section is also utilized in the Rear-braced chassis configuration, where the RHO
and RHH are additionally supported via the Fore-Aft Bracing (FAB) member. The Aft section
must also protect the engine from ever protruding outside of not just the vehicle’s roll envelope,
but rather the chassis’ roll envelope.

While remains strictly regulated, students from around the world participating in the Baja
SAE Collegiate Design Series have demonstrated strong and diverse creativity as well as
interpretation of the rulebook. The rulebook, while prioritizing the importance of safety, was
designed specifically to maximize the design liberty that students can take. Throughout the
history of the competition, teams have continuously surprised and impressed their design judges
with their own unique and different approach to solving the same set of common requirements.
This variation in design language allows students to not only practice their own knowledge and
skillsets, but also observe and learn new approaches that they might find fascination with. A few
well documented chassis design concepts were selected as a starting resource for this project.

2.3 BAJA SAE REGULATIONS

The Baja SAE is designed to be a guideline for participating teams to construct a safe
protective device for the vehicle. The rulebook strives to sustain a fine balance between creative
design space and affordability, as it is a primary goal for the Baja SAE series to maintain a low
barrier of entry for smaller teams, both in terms of costs and technology. The regulation focuses
primarily on the design parameters of the chassis, as it is the primary means of driver protection,
while providing direction for various design philosophies and support different interpretations.
Over the years of competitions, Baja teams have developed a plethora of vastly different designs
to suit different needs and the team’s requirements.

2.3.1 Roll Cage Objective:

- The purpose of the roll cage is to maintain a minimum space surrounding the driver. The
cage must be designed and fabricated to prevent any failure of the cage’s integrity during
normal operation or during a collision or roll over.

2.3.2 Roll Cage Structure:

- The roll cage must be a space frame of tubular steel. The following section outlines the
requirements of the physical members and joining methods of the roll cage. Roll cage and
Frame Members must be fully welded, and welds must not be ground, sanded or modified
to prevent inspection.
- Roll Cage Members that are bent must not exhibit any wrinkles, kinks or any detrimental
deformation to the cross-section.
- Terminology defined by the rulebook:
• Frame: The entire tubular structure including all non-cantilevered tubes
• Roll Cage: Primary and Secondary Members used to protect the driver
• Member: A Primary or Secondary required element beginning and ending at Named
Points
 • Named Point: The intersection of the centerlines of two or more joining members.

Figure 4: SAE Rulebook Named Points Definition

2.3.3 Roll Cage Material:

The material used for the Primary Roll Cage Members and bracing must meet one of the
following requirements:
• Circular steel tubing with an outside diameter of 25 mm (0.984 in) and a wall thickness
of 3 mm
• (0.118 in.) and a carbon content of at least 0.18%.
• A steel shape with bending stiffness and bending strength exceeding that of circular steel
tubing.
• with an outside diameter of 25 mm (0.984 in.) and a wall thickness of 3 mm (0.118 in.).
The wall
• thickness must be at least 1.57 mm (0.062 in.) and the carbon content must be at least
0.18%, regardless of material or section size. The bending stiffness and bending strength
must be calculated about a neutral axis that gives the minimum values.
Primary members are:
• RRH: Rear Roll Hoop
• RHO: Roll Hoop Overhead Members
• FBM: Front Bracing Members
• ALC: Aft Lateral Cross Member
• BLC: Overhead Lateral Cross Member
• CLC: Upper Lateral Cross Member
• DLC: SIM Lateral Cross Member
• FLC: Front Lateral Cross Member
• LFS: Lower Frame Side Members

Secondary members material must satisfy the following requirements:

• Be a steel tubes having a minimum wall thickness of 0.89 mm (0.035 in) and a minimum
outside diameter of 25.4 mm (1.0 in)
• Otherwise, be rectangular steel tubes having a minimum wall thickness of 0.89mm (0.035
in) and a minimum outside dimension of 25.4 mm (1.0 in).

Secondary members:

• LDB: Lateral Diagonal Bracing

• SIM: Side Impact Members
• FAB: Fore/Aft Bracing Members
• USM: Under Seat Member
• RLC: Rear Lateral Cross Member
• Any tube that is used to mount the safety belts or fuel tank or protect the fuel system

2.4 LITERATURE REVIEW

2.4.1 Mississippi State University 2022

For the 2022 season, Mississippi State University Baja team, commonly known as Mud
Dawg Motorsport, had presented their own interpretation of the rulebook. Staying with a more
traditional frame structure of being rear-braced [3], the team placed their design targets
surrounding the continuation of a well-founded platform that has been developed and proven
over numerous years of competition. While their previous vehicles were designed to be a hybrid
front and rear bracing design, the 2022 iteration took the leap to a fully rear-braced design. The
team conducted analysis and comparison between the two primary design options and concluded
on the selection of rear-bracing due to the benefits of weight-saving and aesthetic. However,
their design documentation focused primarily on the drop test performance of the chassis and the
Finite Elements Analysis (FEA) behind it [3]. The MSU Baja team conducted calculations
simulating the impact forces from the four shocks absorbers from a static drop of 5 feet height.
The team identified this as a non-linear loading condition but was able to simplify the loading
condition down to an average static load for the calculation using Mathcad engineering software
package. The loading was also confirmed via manual calculation.

Figure 5. MSU 2022 Baja SAE vehicle

2.4.2 Northeastern University 2020

2020 was a steppingstone year for many teams, as the Baja SAE witnessed a gradual
transition to a 4WD/AWD vehicle as mandatory. Due to the unfortunate circumstance of
COVID-19, the 2020 competition happened partially in a virtual environment. During this
competition, Northeastern University excelled in the Design Presentation event, with them
making it to the Final round of presentation. In their presentation, the team focused primarily on
discussing the engineering decisions made and how their collected real-world data drove their
changes [4]. Particularly, in the chassis and ergonomic subsystem, the team discussed various
iterations of their Roll Overhead member (RHO) and its effects on the overall performance of the
vehicle. The data collected by the NU Baja SAE team indicated a justifiable amount of
aerodynamic gain by reducing the overall frontal area created by the firewall in front of the
RHO, therefore reducing the amount of drag and improving the vehicle’s acceleration time [4].

Figure 6. Northeastern University 2020 Baja SAE vehicle

2.4.3 University of Nevada - Las Vegas

The University of Las Vegas Baja SAE team created the documentation with a focus on
the safety simulation and analysis aspects of a roll cage design. The team performed detailed
analysis on the loading conditions that the chassis will have to endure during an impact at
terminal velocity, as well as created simulation for such impact using Altair CAD software
package and studied the effects.
 Figure 7. UNLV 2022 Baja SAE Car

3 PRELIMINARY DESIGNS
3.1 Vertical and Lateral Clearance

Minimum Lateral Definition:

• Distance between the driver and a straight edge applied to any two points on the outside edge of
the roll cage structure.

• Helmet clearance: 152 mm (6 in.)

• Body clearance: 76 mm (3 in.)

• Clearances are relative all drivers seated in a normal driving position, and wearing all required
equipment

Minimum Lateral Definition:

• Driver’s helmet shall have 152 mm (6 in.) minimum clearance from any two points among those
members that make up to top of the roll cage.
• Required member: RHO members (exclusive of any covering or padding); the RRH upper, LC;
and the LC between points C (left and right). In an elevation (side) view, no part of the driver's
body, shoes, and clothing may extend beyond the envelope of the roll cage.

Figure 8: SAE Wooden Figure Model

Figure 9: Driver Clearance CAD Model

Figure 10: head and Shoulder Clearance Requirement – Front View

Figure 11: Head and Foot Clearance Requirement - Side View

3.2 Fore-Aft Bracing Design

The Fore-Aft Bracing (FAB) is a vital part of the overall design and is the fundamental design
definition of a modern-day Baja chassis. The purpose of the FAB members is to constrain the
Roll Hoop (RHH) from rotational deflection and bending deflection through a system of
triangulated structural bracing. The RHH is designed to be the primary protection plane for the
driver inside the car, therefore, the FAB plays an important role in helping the RHH maintain its
structural shape during a rollover from any direction.
The FAB system is divided into 2 distinct categories, and every chassis must fully satisfy
the bracing requirements of at least one category.

- Rear-bracing: directly restrain both points B from longitudinal displacement in the event
of failure of the joints at points C

Figure 12: SAE Rear Bracing Named Points

- Front-bracing: restrain both points C from longitudinal and vertical displacement, thus
supporting points B through the RHO members.
 Figure 13: SAE Front Bracing Named Points

While divided into 2 separate categories, SAE advises and encourages teams to
incorporate additional bracing elements from the category other than the one chosen to be the
primary form of bracing. This has created a third design category known as the dual-bracing,
hybrid bracing, in which a chassis fully qualifies for both forms of bracing.

The USI Baja Racing Team has had a history of designing Baja vehicles using rear-
bracing elements, as this design is typically lighter and more compact on average, comparing to
its front-bracing counterpart. However, since 2019, the team had made a decision to switch to a
front-bracing design in response to the 4WD regulation arriving in 2020. The front-bracing
design allows for a higher driver’s foot position and larger overall packaging volume, which
allows the team to package in the front differential, control servo, propelling shaft and any
additional required items.
Figure 14: 2017 USI Baja SAE Car
 Figure 15: 2022 USI Baja SAE Car

3.3 Initial Design Concept

For the 2023 season, the USI Team decided on constructing a new chassis to compete in
the 2023 Baja Oshkosh. Various aspects of engineering and its effects on the overall safety,
performance, aesthetic and feasibility were discussed, in order to condense the chassis’ features
into a series of three highest potentials concepts. Each design features a different aspects and
approaches to the rulebook, and create a good foundation to help the team makes the final
decision on designing.
 CONCEPT ADVANTAGES DRAWBACKS
Large Aft section Heavy weight comparing
Large Cockpit area to other designs
Ample driver Not aesthetically please
protection volume
Easy access for
assembly and
maintenance

Light weight for a Small Aft section

front-braced design Small packaging volume
Large driver clearance for drivetrain
volume
Highest strength due
to bracing
Aesthetically pleasing
Lightest design of all Small packaging volume
3 concepts for drivetrain
Aesthetically pleasing Small driver clearance
volume
Complex design

Table 1. Three Concepts Comparison

The final 2023 chassis was selected from three initial concepts, each featuring different
interpretations of the rulebook, as well as different targets in mind. The final concept was not
specifically an exact copy of one of the initially purposed designs, but rather a collection of the
most optimal features from the three.
4 FINAL ENGINEERING DECISION
4.1 Overview of Chosen Design - Viper

Figure 16. Chassis Side View

Figure 17. Chassis Front View

 Figure 18. Chassis Rear View

Figure 19. Chassis Isometric View

4.2 Baja SAE Primary Material Design Requirement

SAE requires a minimum strength limit for primary tubing material [10] as following:
- Circular steel tubing with an outside diameter of 25 mm (0.984 in) and a wall thickness
of 3 mm (0.118 in.) and a carbon content of at least 0.18%.
- A steel shape with bending stiffness and bending strength exceeding that of circular steel
tubing with an outside diameter of 25 mm (0.984 in.) and a wall thickness of 3 mm
(0.118 in.). The wall thickness must be at least 1.57 mm (0.062 in.) and the carbon
content must be at least 0.18%, Page 46, Revision A – 2022/08/29 regardless of material
or section size. The bending stiffness and bending strength must be calculated about a
neutral axis that gives the minimum values.
Design Definitions: 31.8mm x 2.11mm (1.25in x 0.065in), AISI 4130 Alloy Steel
Bending Stiffness
External Diameter:
Do = 31.75mm
Internal Diameter:
Di = 27.45mm
Moment of Inertia:
I = (π/64)*(Do4-Di4) [9]
= 2.282E+04 mm4
= 2.282E-08 m4
Bending Stiffness: use 205 MPa for Modulus of Elasticity (E) of steel per SAE requirement
Kb = E*I [9]
= (205GPa * 2.282E-08 m4)
= 4.6781E+03 N*m2
Minimum Bending Stiffness Requirement
Kb,req = 2.62E+03 N*m2 [10]

Bending Strength
Yield Strength (minimum specification value)
Sy = 435MPa
Distance from the neutral axis
C = 15.875mm = 0.015875m
Bending Strength:
Sb,req = (Sy * I)/C [9]
= (435MPa * 2.282E-08 m4) / (0.015875m)
= 6.24E+02 N*m
Minimum Bending Strength Requirement
Sb,req = (Sy * I)/C
= (365MPa * 1.28E-08 m4) / (0.0125m)
= 3.74E+02 N*m [10]

5 ENGINEERING RESULT AND ANALYSIS

5.1 Tubing Type Design and Usage

Primary Tubing:

Figure 20: Identification of Primary Tubing

1. RRH: Roll Hoop

 2. RHO: Roll Hoop Overhead Members
3. FBM: Front Bracing Members
4. ALC: Aft Lateral Cross Member
5. BLC: Overhead Lateral Cross Member
6. CLC: Upper Lateral Cross Member
7. DLC: SIM Lateral Cross Member
8. FLC: Front Lateral Cross Member
9. LFS: Lower Frame Side Members

Secondary Tubing:

Figure 21: Identification of Secondary Tubing

1. LDB: Lateral Diagonal Bracing

2. SIM: Side Impact Members
3. FAB: Fore/Aft Bracing Members
4. USM: Under Seat Member
5. RLC: Rear Lateral Cross Member
 6. Any tube that is used to mount the safety belts or fuel tank or protect the fuel system.

SAE Minimum Standard Chosen Design Standard

Material Grade AISI 1018 AISI 4130

Primary OD (in) 1 1.25
Primary Wall (in) 0.12 0.065
Secondary OD (in) 1 1.25
Secondary Wall (in) 0.035 0.049
Primary Weight per Inch
0.11 0.08
(lbs.)

Secondary Weight per

0.06 0.06
Inch (lbs.)

Figure 22: Chosen Material Specification

5.2 Terminal Velocity Collision Simulation

Terminal impact forces are calculated using the following assumptions. Average top
speed of a Baja SAE vehicle on flat ground is recorded to be in the range of 30-35mph, with the
top speed recorded in an official competition to be 39mph. The design perimeter assumes a direct
inelastic impact with a non-deforming surface at the terminal impact velocity of 30mph. The
impact locations are at the extremities of the chassis: Front Bumper (FB) and Front Lateral Cross
(FLC), Rear Lateral Cross (RLC), and Side Impact Members (SIMs) [10]. A frontal impact test
is designed to simulate the event of a complete brake failure and/or loss of control of vehicle
from the driver, causing the vehicle to divert off-track and collide with a barrier/forestation. A
side impact test is designed to simulate the event of a loss of control of vehicle and vehicle
receiving a terminal speed impact from another vehicle on track. The rear impact test is designed
to simulate the event of the vehicle receiving a terminal speed impact from another vehicle at the
Aft section of the car [2].
 Impact deformation time for the chassis material is estimated at 0.1 second, as this
perimeter is extremely difficult to correct quantified without proper crash testing.

Terminal Velocity
Vi = 30 miles per hour (mph) = 13.4 meter per second (m/s)
Final Velocity:
V0 = 0 mph = 0 m/s
Vehicle Weight with Driver:
W = 470 lbf (vehicle) + 150 lbf (driver) = 620 lbf = 281.22 kilograms (kg)
Impact Split Time:
T = 0.188 second [11]
Deceleration:
a = (V0 - Vi) / T
= (13.4 – 0) / 0.188
= 71.27 m/s2
Impact Force:
F =m*a
=W/g*a
= 281.22 * 71.27
= 20.042 kilonewton (kN)
= approx. 20 kN

5.2.1 FEA Parameters

The simulation scenario is defined as a static loading condition with a theoretical

constraining point to help simplify and highlight the failure modes interested. In this case, the
RHO is determined to be the local boundary for each failure mode, as this is the plane to which
the driver is secured to, as well as being the separation layer for the failure modes that the team
was interested in. Therefore, in both cases, the entire RHO loop is used as a fixed boundary to
conduct the simulations. Due to the complex geometry of the chassis, as well as imperfections
when rendering the chassis tubing, the SolidWorks software generated a large quantity of
singularities, commonly known as noises, that distorted the automatically generated result from
SolidWorks. Therefore, the team discussed the various potential failure points, both theoretical
and previously observed by other competitors and the 2019 chassis, as well as taking into
consideration the visualization generated from the preliminary FEA results. The team agreed on
a selection of hotspot locations based on the data provided and placed custom sensors at the
aforementioned locations in order to acquire consistent data from each simulation. These sensors
helped to eliminate false results and data generated by singularities from imperfect tubing
generation.

5.2.2 FEA Simulation

Using the loading condition calculated from the velocity analysis, an FEA study was
conducted using the Simulation Package of SolidWorks to understand the performance of the
design when subjected to a loading condition of Front, Rear and Side impact. In the study, the
primary focus points are the failure points and failure modes of different loading conditions, as
well as the magnitude and nature of the failure. Intuitively, considering the severity of the force
being applied in the simulation, the most common failure severity will be terminal, as defined as
not be able to continue to race. However, the focus of the simulation is to validate if the damage
caused by the impact at this speed will cause physical injuries to the drivers. Therefore, the focal
point is not if the chassis will fail or not, but rather the severity of the failure.

Terminal Velocity Rear Impact FEA Simulation

 Figure 23. Front Crash FEA – Stress

Figure 24. Front Crash FEA – Displacement

 Important Safety Factor Safety Factor Displacement
Stress (MPa)
Location (Yield) (Ultimate) (mm)

Front LFS 555.9 0.8275 1.315 6.834

LFS-FBM
694.7 0.662 1.052 3.798
Intersection
LFS-SIM
717.4 0.6412 1.019 7.669
Intersection

SIM Mid-Section 557.0 0.8259 1.312 5.542

Front Upper A-arm

673.5 0.6893 1.085 3.579
Support
Figure 25: Front Collision FEA Results

As shown by the result from the FEA simulation for a frontal impact scenario, with a
minimum safety of 1.019 appearing at the intersection of the LFS and SIM members, the chassis
as designed can successfully sustain a simulated impact of up to 30mph without suffering from
any catastrophic failure. The simulation also helped quantify the degree of failure observed by
the chassis. The same sensor position as mentioned above also saw the highest amount of
displacement, at up to 7.669mm. While this indicates that the SIM and other related chassis
members in the local region are yielding and deflecting, the metric of deflection is minimal
compared to the protection volume provided as well as the necessary deflection needed to cause
significant injury to the driver. As stated before, it is not only important to determine the failure
type of an event, but also its parameters of failing and the deformation quantity to which it
suffered from.

Terminal Velocity Rear Impact FEA Simulation

 Figure 26. Rear Crash FEA – Stress

Figure 27. Front Crash FEA – Displacement

 Important Safety Factor Safety Factor Displacement
Stress (MPa)
Location (Yield) (Ultimate) (mm)

Rear LFS 453.8 1.014 1.178 5.581

Rear Vertical
636.1 0.723 1.149 6.756
Support

Rear FBM 620.6 0.741 1.611 8.095

Figure 28: Rear Collision FEA Results

Failure Mode: Kinking of Tubing during Bending Process

• Failure type: material structure

• Failure process: bending

Analysis:

A Baja SAE racing chassis is typically manufactured from chromoly steel circular tubing.
The common materials be used are AISI 4130 Chromoly and the more expensive but slightly
stronger Docol R8. While AISI 4130 is a standardized material, Docol R8 is a unique custom
tubing tailored specifically toward racing and motorsport applications. The typical sizes of
tubing being used by many Baja teams are 1.25 inches and 1 inch diameter, as a selection of
0.125, 0.065, 0.049 and 0.035 inches wall thickness.

The 2023 USI Baja chassis utilizes 3 different tubing sizes:

- Primary: 1.25in diameter and 0.065in wall thickness

- Intermediate: 1.25in diameter and 0.049in wall thickness
- Secondary: 1.25in diameter and 0.035in wall thickness

The common practice for tubing bending is having the bending radius equals to 3 times the
tubing diameter. This is primarily to prevent tubing wall failure such as ruptures and wrinkles.
The cause of this failure type is due to the insufficient strength and load bearing capacity of the
thin wall section of the tubing, causing buckling failure during bending. As a piece of tubing is
being bended, forces are exerted on the outside wall of the tubing to yield and deform the tubing
into preferred shape. Under this condition, the inside wall section of the tubing undergoes a
compression load while the outside wall of the tubing is undergoing tension load. A thin wall
section of a piece of tubing can be simulated close to a thin and slender beam, which is more
prone to buckling failure type. While the 3-time rule can be applied with decent confidence to
thick wall tubing, thin wall tubing demands more cautions as well as additional solution to retain
its form.

Figure 29: Kinking in Tubing Wall From Bending

There are several solutions to help mitigate problem with bending thin wall tubing. It is
advised that the internal volume of the tube should be filled with a incompressible substance
such as sand or water and capped at both ends. This allow the substance inside to exert a reactive
force on the inner surface of the thin wall and maintain the volume and shape of the tubing. After
the bending process is completed, the tube can be uncapped to release the substance inside.
Another common practice is heating the tubing to temporarily lower the hardness. However, this
practice can potentially damage the tubing and alter its mechanical properties through heat-
treating.

The solution that the team chose to adopt was just to avoid using the Secondary tubing grade
for any bent members, and keeps the lowest grade member being bent to Intermediate or above.
 Failure Mode: Tubing Wall Rupture from Terrain Contact

• Failure type: material structure

• Failure process: brain-processing

Analysis:

During normal operation, certain terrain types, typically with sharp and pointy edges may
extrude beyond the protection clearance of the suspension and make contact with a part of the
chassis. Tubing grade below 0.125 inch are more prone to failure upon direct contact with
terrain. Due to weight limitations, the thickest tubing present on the chassis is 0.065 inch. This
results in the chassis being more prone to rupture damage if makes contact with terrain. This
failure mode can be mitigated through driver training and education. A smart driver knows
where to place their car upon arriving at an obstacle for maximum performance and protection to
their vehicle. More testing millage is also important to allow the driver to gain an understanding
of the vehicle’s behaviors and limitations.

Similarly, terrain overload on suspension members can also cause a similar failure mode
as direct contact. Tubing at grade below 0.065 are more likely to suffer from detachment and
shearing of mounting fixtures from other subassemblies. The most common subassembly to
cause this type of failure is the suspension system, frequently the trailing or A arm, as well as
shock absorbers tabs.

The team has identified a set of highly plausible causes for this failure mode:

- Heat-Affected-Zone (HAZ): since the joining process of the tabs and chassis is done via
welding, the HAZ generated by the welding heat creates a weakened region surrounding
that location, lowering the strength of the tubing and can potentially cause a premature
failure of tubing wall.
 Figure 30: Virginia Tech 2022 - HAZ Failure

- Unsupported or Inadequate Support of Loading Moment: suspension tabs can create a

bending moment about the neutral axis of the tubing, and in some particular cases and
designs, can be excessive. Tabs not being mounted at a frame’s node are particularly
prone to this failure mode.

Figure 31: UIC 2022 - Wall Failure from Twisting

LESSON LEARNED
The 2023 chassis, and vehicle in general, was built upon the set foundation of the
previous 3-year vehicle, as well as the knowledge cultivated through reviewing fellow teams’
design report and analysis. The previous USI Baja vehicle was manufactured by a highly
inexperienced team, with little to no proper guidance and understanding of the engineering
principle that a project of this scope demanded. Using the painful lessons learned through
making mistakes, and researching concurrent designs from other teams, the 2023 chassis and
vehicle is built based on a much deeper understanding of the engineering requirement, as well as
the ability to utilize the resources provided by both the university and available online. Through
researching the engineering process made by professionals as well as fellow competitors, the
team learned various techniques that apply greatly to the process of analyzing, prototyping and
most importantly, optimizing the design. Furthermore, the team also gained a deeper
understanding of not only the technical aspect of the competition, but also the logistical
challenges when it comes to parts acquisition, funding, politics, and overall management. With
the knowledge gained, the 2023 USI Baja SAE team strives to achieve great results and strives to
practice the level of engineering disciplines that the industry and the competition required.

CONCLUSION

Throughout the project, the team was able to explore and learn new skillsets and methods
to approach similar engineering problems, as well as the engineering standards that a project of
this scale requires. After careful consideration and various iteration cycles, the team has selected
Concept 2, named Viper, as the prominent design to move forward. This design featured various
advantages and features that the team considered to be valuable to help integrate the chassis with
other subsystems. Using the Finite-Element-Method, the team was able to further understand the
capability and durability of the design, and most importantly, the failure modes and types that the
chassis will be subject to in not only the typical operating and competing conditions, but also the
scenario of a serious collision. Motorsport will always be accompanied by risks, and it is
important for the design team to recognize and understand the limitations of their design, in order
to create a faster, better and safer competition car.
2 APPENDICES

A. System Hierarchy

MAIN
CHASSIS

FORE CENTER AFT

Footwell Cockpit Engine Bay

 B. Schedule
Task Name Start Date Due Date
Detail Rear Impact Analysis 10/12/2022 10/15/2022
Front Suspension Chassis Interaction 10/09/2022 10/12/2022
Detail Frontal Impact FEA Analysis 10/05/2022 10/08/2022
Full Weld Chassis 11/23/2022 11/26/2022
Final Packaging Check 11/18/2022 11/23/2022
Misc Plating/Brackets Welded on Car 11/16/2022 11/17/2022
Misc plating/brackets Waterjet 11/14/2022 11/15/2022
Support Structures Tac-welded 10/26/2022 11/12/2022
Rear Bracing and Engine Bay Assembled 10/21/2022 10/29/2022
Side Impact Members Assembled 10/19/2022 10/20/2022
Wood Jigging Construction 10/07/2022 10/11/2022
Wood Jigging Design 10/06/2022
Driver Fitment Test 09/13/2022 09/16/2022
Firewall and Base Roll Cage Tac-welded 10/17/2022 10/19/2022
Tubing Notch and Bend Process and Test Fit 10/17/2022 10/26/2022
Tubing Cutting Process and Verification 10/12/2022 10/15/2022
Tubing Notch List 10/06/2022 10/11/2022
Chassis Tubing Delivery Estimate 10/06/2022 10/11/2022
Drivetrain Final Packaging 09/14/2022 09/17/2022
Welding Familiarization 09/12/2022 09/14/2022
Material Testing 09/10/2022
Prepare Bend and Notch Tooling 09/08/2022 09/16/2022
Contact West Metal For Tubing Acquisition 10/02/2022 10/05/2022
Chassis Final Configuration 10/01/2022
Chassis Preliminary Analysis 09/29/2022 09/30/2022
Rear Suspension Realignment 09/27/2022 09/28/2022
Front Suspension Realignment 09/25/2022 09/26/2022
Record Drivers Measurement 09/06/2022 09/12/2022
Drivetrain Parts Modeling 09/03/2022 09/24/2022
Team Safety Training For Metal Works and
Welding 09/07/2022
Drivetrain Parts Order 09/07/2022
A. Budget
MONETARY RESOURCES
No. Item Cost
1 4130 Chromoly Tubing. 1.25x0.065, 4 x 20ft section 579.2
2 4130 Chromoly Tubing. 1.25x0.049, 2 x 20ft section 432.9
3 4130 Chromoly Square Tubing. 1.25x0.058, 6ft section
4 4130 ChromolyTubing. 1x0.125, 10ft section
5 4130 plate, 0.125in thickness
6 4130 plate 0.065in thickness
7 4130 plate, 0.2in thickness
8 4130 plate 0.25in thixness
9 Welding gas
10 Welding filler
11 75 build hours
Total Budget = $2500

B. Requirements
- Able to provide sufficient clearance volume of protection for the driver
- Able to protect the driver from serious injuries from an impact velocity of up 30mph
- Provide suitable mounting points for the final suspension design
- Provide sufficient body stiffness to maintain optimal suspension geometry and prevent chassis
twisting
- Provide sufficient protection for crucial drivetrain components including engine, differentials
gearbox, reduction gearbox and CVT parts
- Weighs less than 70 lbs
- Able to satisfy a life expectancy of minimum 2 competition years
 C. Weight Table
Weight Total Weight
Item (lbs) Quantity (lbs)
Chassis 80 1 80
Reduction box 25 1 25
Differential 15 2 30
Front Lower arm 4.64 2 9.28
Fornt upper arm 1.85 2 3.7
Trailing arm 3.33 2 6.66
Front hub 1.56 2 3.12
Front Upright 1.67 2 3.34
Rear Upright 1.3 2 2.6
Rear hub 1.66 2 3.32
CVT 7 1 7
Engine 80 1 80
CV axles 8 4 32
Upright bearing 0.25 4 1
Wheels 19 4 76
AFCO shock 10 4 40
Fuel tank 3 1 3
Propshaft 10 1 10
Guarding 7 1 7
Misc 20 1 20
TOTAL CAR
WEIGHT (lbs) 443.02
GOAL OPTIMAL MAXIMUM
TARGET (lbs) 450 470
Leftover (lbs) 6.98 26.98

D. Concept of Operation
E. Failure Modes and Effect Analysis

F. Mechanical Block Diagram

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