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![Weight Transfer at 40
kmph to 0 kmph
92.25kg
Static Rolling Radius of
Tyre
11.3”
Co-efficient of Friction
for Road & Tyre
0.7
Brake Torque per wheel
[F/R]
234.54 N/195.67
N
Force required at
Caliper Cylinder
3058.01 N
Stopping Distance @ 45
kmph
7.44m
Deceleration 10.52 m/s2
Kinetic Energy @ 45
kmph
21.87 kJ
Pedal Travel & Force 5.51 ” & 200 N
Pedal ratio 7:1
Force at Master
Master Cylinder Bore Size 19.05 mm
Master Cylinder Stroke 20 mm
Type of Calliper Fixed
No. of Piston in Calliper 2
Brake Calliper Piston Diameters
[F/R]
31.75 mm / 29
mm
Mean Braking Radius 75 mm
Brake Pad Area 1182.89 mm2
Co-efficient of friction of Calliper
Pad
0.4
Brake fluid DOT 4
Objective:- The main objective of the braking system is to reduce the speed of the vehicle and ensure the safety of the
driver and vehicle and perform the locking of all four wheels during the dynamic brake test.
BRAKE SYSTEM
SPECIFICATION CALCULATION](https://image.slidesharecdn.com/24081aryarathdesingpresentation080258-250611171524-a180e2b5/75/24081_AryaRath_Desinyyg-tion_080258-pptx-33-2048.jpg)
24081_AryaRath_Desinyyg tion_080258.pptx
- 1. Team Name: Aryarath TeamID: 24081 Birla Vishvakarma Mahavidyalaya (An Autonomous Institution) Vallabh Vidyanagar- Gujarat
- 2. VEHICLE SUMMARY VEHICLE SPECIFICATION SpecificationTarget Achieved Kerb Weight 200 kgs 205 kgs Ground Clearance 14 inch 14 inch Overall Height 60 inch 65 inch Cost < 10 Lakhs 8.01 Lakhs Top Speed 60 kmph 52 kmph OBJECTIV E • Achieve Design Driven Manufacturing • Ensure Durability and All Terrain Performance • Driver Safety • Driver Ergonomics • Focus on Weight Reduction • Cost Reduction and Optimization • Rulebook Compliance • Ease of Serviceability FEATURES AND IMPROVEMENTS • 2 Speed Gear Ratio – Gradeability & Top Speed Benefits • Brake Proportioning • Opting for OEM Products for Reliability • Pneumatic Suspension for Tuneable Stiffness for the same Stroke • Precisely timed Startup sequence and Ready To Drive Sound (RTDS) using STM 32 microcontroller.
- 3. VEHICLE SUMMARY Subsystem Specification SubSystem Specification Target Achieved Roll Cage Weight Head Clearance Chest Clearance Lateral Clearance 35 kgs > 6 inches > 8.87 inches > 3 inches 29 kgs 10 inches 9.48 inches 4 inches Suspension Camber Angle Toe Angle <10° <4° 8.5° 3° Steering Steering Wheel Torque <10 Nm 9.88 Nm Brake Target Stopping Distance <8 m @45 kmph 7.44 m Powertrain Range Top Speed 80 kms 60 kmph 70 kms 52 kmph Overall Target of All Subsystem • Integration of Vehicle • Specification and Design Compliance with Rulebook • Sustainability for Endurance Test • Driver Ergonomics & Fatigue in Driving
- 4. TECH & PERFORMANCESPECS VEHICLE SPECIFICATIONS VALUE Overall Width 55” Overall Length 79” Track Width Front - 44” Rear – 48” Wheel Base 56” Ground Clearance 14” Wheels & Tyres 23×7-10’’ (Front) 23×7-10’’ (Rear) Drivetrain Motor – 5 kW & 25 Nm Battery – 48 V & 90 Ah Top Speed Gradeability 52 kmph 34 % Front Suspension Double Wishbone Rear Suspension H-Arm with Camber link Stiffness Front – 19.234 N/mm Rear – 29.743 N/mm Brakes Hydraulic Disc Brake Stopping Distance 7.44 m Steering Geometry Ackerman Turning Radius 2 m Estimated Cost ₹ 8,01,486 Cost ROLL CAGE 17% TRANSMI SSION 38% STEERING 6% BRAKES 4% SUSPENSION 7% WHEEL AND RIMS 14% HUB AND KNUCKLE 2% SAFETY EQUIPME NT 7% MISCELLA NEOUS 5% KERB WEIGHT FRAME 4% BODY 2% STEERIN G 2% BRAKES 6% SUSPEN SION 23% E- POWERT RAIN 38% DRIVE SYSTEM 19% ELECTRICAL EQUIPMENT 6% MISCELLANEOUS 1% COST
- 5. CAD Views Side Viewof Proposed Vehicle Front View of Proposed Vehicle Top View of Proposed Vehicle Isometric View of Proposed Vehicle
- 6. VEHICLE INTEGRATION &PACKAGING Driver’s Ergonomics Comfortable Seat Angle (70°) SIM lower and wider for ease of egress Headrest Head Clearance> 6” Foot Pedal travel Pedal clearance >3” Dashboard view angle Easy control accessibility Lumbar Support as per tailor made seat Chest distance >220 mm from steering wheel Cushion Pan Angle of 5°-10° Hands, Legs & Knees clearances > 4” 5 0 ° 30°
- 7. Front Wheel AssemblyRear Wheel Assembly Battery Swapping VEHICLE INTEGRATION & PACKAGING Driver’s View
- 8. 2” 2” VEHICLE INTEGRATION& PACKAGING Suspension System Integration 2” inch offset of lower arm mounting on the Roll-cage side Shock absorber upper mounting point with eye-to-eye length 18.2” Arm length according to wheel assembly & Design geometry Side view of packaging Top view of packaging 2” offset of the lower arm
- 9. DESIGN VALIDATION PLAN Aggregateor part Performance Target Acceptance Criteria Validation Test & Method Test Resource No. of Test Start Date End Date Remarks Roll Cage Minimum deformation and structural rigidity Drop from 8-10 ft. , No deformation Drop test: Vehicle to be dropped from a height of 2m Visual Inspection 6 31-12- 2023 08-01-2024 Safe roll cage design Shock Absorber Stiffness and Strock length Obtain desire parameter from the shock absorber Compression test (no load/load length) Measuring tape and weight 5 03-02- 2024 07-02- 2024 Safe working condition for suspension components Powertrain Target speed of 55- 60 kmph Max. speed 55 kmph acceptance criteria Running the vehicle on a straight road till it reaches top speed Speedomet er 5 12-02- 2024 15-02- 2024 Max. speed of our vehicle must be less than 60 kmph Steering In line travel of our vehicle even when driver is not controlling it Should move in straight line up to 250 m Driving on a long straight road Visual inspection and Driver’s response 3 12-02- 2024 16-02- 2024 Stable drive down a straight road
- 10. DESIGN VALIDATION PLAN Aggregateor part Performance Target Acceptance Criteria Validation Test Method Test Resource No. of Test Start Date End Date Remarks Brake All four wheel are locked simultaneousl y in 7.44 m Vehicle must stop within 8 m More than 40kmph speed and applied brake within limit White mark on the tyres and measuring tape 3 18-02- 2024 20-02- 2024 Ensure that there is no leakage in brake line and propare bleeding is performed Electrical Short circuiting and failure should not occur after water spray/ splash test Component must be water proof Water impact test on component Water spray 5 21-02- 2024 22-02- 2024 All IP rated components should be intented after the test Vehicle A target of 35% gradeability Should be able to climb 18° of inclined slope Vehicle driven on a slope incline at approximately 18° to the ground Inclined slope 3 25-02- 2024 26-02- 2024 Stable drive up a slope PFMEA Process Part Mode of Failures Causes Effects S O D RPN Actions Machining Hub & Knuckle Shearing & Bending Improper Fixture & Coding Error Errors in Assembly 8 5 4 160 Proper Alignment of job Installation Tractive System Short Circuit Improper Insulation & Loose Connections System Break Down and Fire 7 4 3 84 Proper Insulations & Connections Welding Joints Breaking Weld Defects like Crack, Voids, etc Fracture of Joint 6 5 2 60 Proper Joint Preparation
- 11. DFMEA System Part ModeOf Failures Causes Effects S O D RP N Actions Knuckle Front & Rear Knuckle Plastic Deformation Failure due to Bending/Shearing Misalignment of Suspension wheel geometry 8 5 4 160 Choose high FOS material according to vehicle specification Roll Cage Pipe/ Struc-ture Bending Impact Loading caused by collision Fracture 9 8 2 144 Increase the FOS at stress concentration area Steering Tie Rod Bending and Buckling, Heim joint failure Sudden impact load and higher compressive force on tie rod Poor driver-vehicle response 8 5 2 80 Proper tie rod geometry and location Suspensio n Lower Arm Breakage due to impact Impact loading and enormous dynamic force No operation of the vehicle 9 6 3 162 Proper selection of material with appropriate FOS and proper welding Brake Brake Rotor Wear and Tear Improper material selection, rough terrain travel, wearing of brake pads Vehicle is out of control due to wear and tear of rotor 6 4 6 144 Proper material selection, update the design of rotor Power- Train Accumula tor Thermal Runaway Overheating & Over charging Ignition and Explosion of battery pack 9 8 4 288 Monitoring BMS Data, cooling of the battery pack PMSM Electrical Armature reaction under high load Unable to generate enough 8 7 5 280 Magnetization of the material (AlNiCo), proper 4 DFMEA
- 12. COST AND WEIGHTANALYSIS SR. NO. NAME OF SYSTEM KERB WEIGHT (kg) COST (INR) 1 FRAME 35 ₹ 30,966/- 2 BODY 8 ₹ 12,154/- 3 STEERING 13 ₹ 17,250/- 4 BRAKES 8 ₹ 44,292/- 5 SUSPENSION 15 ₹ 1,83,892/- 6 E-POWERTRAIN 55 ₹ 3,04,093/- 7 DRIVE SYSTEM 56 ₹ 1,51,924/- 8 ELECTRICAL EQUIPMENT 3 ₹ 51,395/- 9 MISCELLANEOUS 12 ₹ 5520/- 10 TOTAL 205 ₹8,01,486/- ROLL CAGE 14% TRANSMIS SION 39% STEERING 6% BRAKES 4% SUSPENSION 7% WHEEL AND RIMS 15% HUB AND KNUCKLE 2% SAFETY EQUIPMEN T 7% MISCELLAN EOUS 5% KERB WEIGHT FRAME 4% BODY 2% STEERI NG 2% BRAKES 6% SUSPEN SION 23% E- POWER TRAIN 38% DRIVE SYSTEM 19% ELECTRICAL EQUIPMENT 6% MISCELLANEOUS 1% COST
- 13. 3 PROJECT TIMELINE Knowing theEvent Literature Survey & Knowing Fundamentals Design Calculations CAD Modelling CAE Analysis Design Validation and Correction Design Optimization Understanding Rule Book Preliminary Preparation Preliminary Preparation Virtual Static + Dynamic Phase 2 Preparation Phase 2 Manufacturing Plan Final Procurement Rollcage Suspension Wheel Assembly Brakes and Lines Steering Powertrain Assembly Overall Testing and Failure Analysis Painting and Finishing Final Vehicle Testing Phase 3 5/4/2023 6/23/2023 8/12/2023 10/1/2023 11/20/2023 1/9/2024 2/28/2024 4/18/2024
- 14. OBJECTIVE AND PERFOMANCETARGETS ❑ OBJECTIVE:- The main objective is to design and validate a lightweight and durable chassis structure with a desired factor of safety with utmost comfort. ❑ PERFORMANCE TARGETS:- • Desired FOS to ensure driver safety • Weight optimization by proper selecting material • Uniform load distribution through out the roll cage member • All terrain durability • Design aerodynamically to reduce air drag DESIGN PROCESS Preliminary Design CAD Model FEA Revised CAD Model Design Comparison & Optimization Final Design
- 15. VEHICLE SPECIFICATION ❑ OVERALL DIMENSION:- Overall Length, Width, Height 2006.6mm (79") long, 1397mm (55") wide, 1651mm (65") high Wheelbase 56" ( 1422.4mm ) Track Width 44"( 1117.6mm ) Front 48"( 1219.2mm ) Rear ❑ FRAME:- Frame Construction and Material AISI 4130 Tubular space frame with AISI 4130 Brackets and Tabs Joining method and material GTAW ER80S-D2 filler/GMAW Frame primary member cross section 1.15" OD X 1.6mm thickness Frame secondary member cross section 1" OD X 1.5mm thickness Center Of Mass (35",0",23") Frame crossBare frame weight with brackets and paint section 43kg ❑ MATERIAL(AISI 4130) PROPERTIES:- Yield strength (MPa) 460 Young’s modulus (GPa) 210 Density (gm/cm3 ) 7.85
- 16. ROLL CAGE DESIGNPROCESS - ERGONOMICS NAME RULEBOOK GUIDELINES OUR DESIGN Longest Straight Member <40” 31.3” RRH Inclination <20° 10° RRH Width Above 27” >29” 29.88” RRH Width Above 14” >32” 34” SIM Height 8-14” 10-14” FBM – Vertical Inclination <45° 30° Design Considerations Compliance with Rules Ability to withstand impact High Strength to Weight ratio Driver’s Safety and Ergonomics Rear Roll hoop dimension
- 17. ROLL CAGE DESIGNPROCESS – DRIVER ERGONOMICS Driver’s Ergonomics Comfortable Seat Angle (70°) SIM lower and wider for ease of egress Headrest Head Clearance> 6” Foot Pedal travel Pedal clearance >3” Dashboard view angle Easy control accessibility Lumbar Support as per tailor made seat Chest distance >220 mm from steering wheel Cushion Pan Angle of 5°-10° Hands, Legs & Knees clearances > 4” 5 0 ° 30°
- 18. CAE BASIC PROCESS AnalysisForce (N) Max. Stress (MPa) Deformation (mm) FOS Front impact 7G 428.05 7.1389 1.12 Front bump 2G 418.46 4.021 1.147 Rear impact 5G 335.24 6.0952 1.43 Side impact 2G 384.47 5.947 1.24 Roll over 2G 230.66 7.533 2.08 CAE of Roll cage Structure: Element Type 2D Shell / Tetrahedral Element Size 5 mm Type of Analysis Static structural G-Force Calculation m = 210 kg, t = 0.3 sec v = 40 kmph S=v*t G= (m*V^2) / 2*S N CFD Analysis:- For this analysis car model stays steady and air flows at 60 kmph speed. The model is Viscous(Laminar)
- 19. FINITE ELEMENT ANALYSIS Total deformationin front impact test Total deformation in rear impact test Max combined stress during front impact max combined stress during rear impact Max stress:-428.05 Mpa Max stress:-335.24 Mpa Max deformation:- 7.1389mm FOS:-1.12 Max deformation:- 6.0952mm FOS:-1.43
- 20. FINITE ELEMENT ANALYSIS Total deformationin side impact test Total deformation in rollover impact Max combined stress during side impact Max combined stress during rollover impact Max stress:-384.47 Mpa Max stress:-230.66 Mpa Max deformation:- 5.947mm FOS:-1.24 Max deformation:-7.533mm FOS:-2.08
- 21. FINITE ELEMENT ANALYSIS Total deformationin front bump impact test CFD Analysis Max combined stress during front bump impact CFD Analysis Max stress:-418.46 Mpa Velocity Line at Tire section Max deformation:-4.021mm FOS:-1.147 Velocity line at mid plane
- 22. DFMEA System Part ModeOf Failures Causes Effects S O D RPN Actions Roll Cage Pipe/Struc- ture Bending Failure of Pipe Impact Load Cause Stress Conc. Fracture 9 8 2 144 Improved CAE & Proper Joints PFMEA Process Part Mode of Failures Causes Effects S O D RPN Actions Bending Roll cage pipe elongation Improper Fixture Errors in Assembly 4 5 3 60 Proper Alignment of job Welding Joints Breaking Weld Defects like Crack, Voids, etc Fracture of Joint 6 5 2 60 Proper Joint Preparation 12 DESIGN AND PROCESS FAILURES
- 23. DRIVE TRAIN • Transmitpower from motor to the wheels • Control Longitudinal Performance • Acceleration and Top speed OBJECTIV E Features • Single Motor Drive • Battery Swap Mechanism • Dual Gear Ratio Drive • BMS - Bluetooth Connectivity • Microcontroller based Vehicle control unit Improvements Phase 1 Phase2 • Use of ESP32 • Use of STM32 For more Powerful and efficient Electronic Control Unit Performance Targets Parameters Gear Ratio 1 (13.6 : 1) Gear Ratio 2 (7.2 : 6) Max Speed 33 kmph 52.8 kmph Acceleration 0-33 in 2.6 Sec 0-52.8 in 7.3 Sec Gradeability % 34% 16% Range 90 Km @Speed of 33kmph 70.22 km @Speed of 52.8 kmph Consumption 44.03 Wh/km 56.43 Wh/km
- 24. SPECIFICATION Tractive System Specifications- Battery Accumulator Configuration 14s18p Chemistry Lithium Nickel Manganese Cobalt Oxide – NMC Maximum Cutoff Voltages 58.8 V Nominal Cutoff Voltages 51.8 V Minimum Cutoff Voltages 35.7 V Nominal Capacity (Ah) 90 Ah Approximate Weight 32.22 kg Approximate Dimension 457.2×323.8×177.8 mm3 Discharge 200 A (Instantaneous) 350 A (Max) Operating Temp. Range 0 - 50 Charge ℃ -20 - 50 Discharge ℃ Battery Cooling Type Air Cooling IP Rating & Battery IP67 & Nickle Coated Battery Management System Specifications Discharge & Charge Voltage 2.4 V - Discharge 4.3 V - Charge BMS Safety Parameters & Protections Over charge, Over Discharge, Over Current Over Voltage, Short Circuit High Temperature Tractive System Specification-MCU Rated & Maximum DC Current 100A & 150A Throttle Input Type Hall Sensor Cooling Type Air Cooled IP Rating IP67 Approximate Weight 2.5 kg Approximate Dimensions 296×151×80 mm3 Drive Motor Type PMSM Peak Power 7.2 kw Peak Torque 60 Nm Continuous Power 6 kw Continuous Torque 25 Nm
- 25. TRANSMISSION UNIT Power Conversionand Transmit Method Main Component Gear Reduction Mechanism Available Options Gear Box CVT Sub Options Dual Speed Reduction Single Speed Reduction CV Tech CVT Accessibility OEM Available Self Design and Determining Gear Ratio Complex Design and Validation Cost Comparison Cheaper Costly Machining Costlier Maintenance Not Regularly Required Not Regularly Required Regularly Required Gear Ratios Available 7.2:1 (high speed) & 13.6:1 (high Torque) Custom Design Based 0.4:1 to 3:1 approx We opted ✓ ✗ ✗ CV JOINTS INBOARD SIDE OUTBAORD SIDE TRIPOD Joint RZEEPA Joint Connecting Axle to Gear Box Connecting Axle to Wheel Hub Allow Axial ‘Plung’ Movement High Articulation (45°-48°) TRIPOD JOINT RZEEPA JOINT Wheel Specifications Front Wheel 23 × 7 inch Rim 10 inch Rear Wheel 23 × 7 inch Rim 10 inch
- 26. COMPONENT SPECIFICATIONS &CIRCUIT DIAGRAM Component Specifications Fuse 6 A, blow type AIR Range 80 - 200 Ampere Kill Switch Push to Kill, Rotate to Energize GLV Accumulator 18Ah, 12 V Lead Acid AUX Sub system Driver Display Microcontroller STM 32 Wiring/Connectors 1mm² Complete Circuit Diagram Transmission System Gear Box Dual Speed Reduction Overall gear Ratio 13.6:1 (low speed) 7.2:1 (high speed) Kill Switch Off Master Key ON GLV System Active Tractive System Active TSAL ON & RTDS for 3sec Ignition Button Pressed FNR is neutral Brake pressed
- 27. VEHICLE VALIDATION &COMPLIANCE Max. Temp 45.467 ℃ Avg. Temp 32 ℃ Torque Applied 400 Nm Total Deformation 0.00113 mm Material AISI 4340 Diameter 20mm Length 12 inch approx. Alternate Option Maruti ALTO 800 Half Axle PERFORMANCE CHARACTERISTICS CURVE
- 28. DFMEA Part Mode Of Failures CausesEffect Design Control S O D RPN Actions BATTERY PACK Thermal Runaway Overheating & Over charging Ignition and Explosion of battery pack Suitable BMS System & Use of appropriate heat dissipation mechanism 9 8 4 288 Developing sturdy battery pack casing, proper bushing and rubber protection at critical locations PMSM Motor Electrical Stator Winding breakdown due to voltage, current or thermal stress Unable to generate torque or power and loss of current Purchasing Standard Certified Motor, Proper integration of motor for heat dissipation 7 3 4 84 Proper design of electrical circuits, properly administering the current losses PMSM Motor Mechanical (Eccentricity) Radial force, leads to rubbing of stator & rotor, causes damage to hub & winding Noise and Vibrations Proper mounting and integration of motor, using tolerances limit provided by manufacturer 5 6 5 150 Proving vibration control mechanism and proper coupling of shafts Half Axle Bending and Torsional Error in design – material selection and analysis Incapable to transmit torque or power CAE analysis & to determine material properties and dimensions 4 5 6 120 Replacing with Proper Design & Mounting orientation Half Axle Jumping Out of CV joint Incorrect Calculations of Dimension Complete Failure to Transmit Power Ensuring proper movement of half axle & play of CV joint, 4 7 2 56 Performing Accurate Calculations PFMEA Process Part Mode of Failures Causes Effects S O D RPN Actions Installation Tractive System Short Circuit Improper Insulation & Loose Connections System Break Down and Fire 7 4 3 84 Proper Insulations & Connections Oiling Gear Box Wear and Tear Improper Lubrications Decreased Efficiency 3 3 6 54 Maintaining proper oil level
- 29. Specifications Front Rear Type Double wishbone H-Arm with Camber Link Mass Distribution 90.64 kg 120.15 kg Camber at laden weight 0° 0° Camber at Impact -6.81° -6.34° Caster angle 4° - Toe angle 0° - King Pin Inclination 8° - Scrub Radius 61.26 mm - Roll Centre Height 12.96” 13.04” Wheel Travel 5.71” Jounce 1.85” Rebound 6.13” Jounce 2.16” Rebound Damper Stroke 5.3” 5.3” Motion Ratio 0.7 0.6 Spring Stiffness (N/mm) 19.234 29.743 Ride Rate (N/mm) 9.2 10.4 Natural 2.253 2.08 Suspension Geometry for Front and Rear Objective:- To design an effective suspension system to absorb impact shocks and to have maximum traction between road and tyres during any off road condition . Front Geometry SUSPENSION SYSTEM Rear Geometry
- 30. Von mises StressFOS Lower A-Arm 238.6 MPa 2.01 H-Arm 286.4 MPa 1.68 Specification Values Laden Sprung Mass 210.8 kg Unsprung Mass 82.2 kg DESIGN VALIDATION Variation of Roll centre Height with Wheel Travel Variation of Camber Angle with Wheel Travel Lesson learnt and Improvements • Performed CAE Analysis of Lower-A arm and H-arm in ANSYS Workbench • For static structural Analysis we have kept mounting member of arms on knuckle as fixed and applied force on mounting of shock absorber and mounting members of body. • Here below shown is CAE Analysis and its resulting stress and F.O.S. • Improvement in CAE Analysis in Lower arm and H-Arm of suspension system . • Improvement in Design geometry with respect to ground clearance that has to be achieved when driver is in vehicle • Improvement in calculation related to spring stiffness and avoiding what we are over designing
- 31. Steering Geometry Ackerman Wheeltrack width (Front/Rear) 44” / 48” Wheel Base 56” Inside Angle 46.1° Outside Angle 29.7° Ackerman % 100.33 % Nature of Steering Over steer Turning Radius 78.74” (2 m) Steering Mechanism Rack and Pinion Rack Travel 6.535” Turns lock to lock 360° Steering Ratio 4.8:1 Steering Arm Angle 19° Length of Tie Rod 11.83” Steering Column Type Fixed Steering Wheel Diameter 10” Steering Wheel Torque 9.88 Nm Steering Effort 77.84 N Objective:- The objective of the steering system is to provide directional control of the vehicle, withstand high stress in off-terrain conditions, reduce steering effort and provide a good response steer. MATERIAL EN 19 STEERING SYSTEM Steering geometry
- 32. Part Mode OfFailures Causes Effects S O D RPN Actions Suspension Lower A - Arm Bending and Fracture Impact Loading and Huge Dynamic Forces Poor Ride Control & Improper Power Transmission 9 6 3 162 Selection of Proper Material & Redoing CAE Analysis Spring mounting tab at chassis Fracture at mounting impact loading and concentration of force Dismantling of spring from the system, damaging brake lines 7 5 3 105 Proper welding of joints, proper stress analysis at mounting points Steering Tie Rod Bending and Buckling; Heim Joint Failure Sudden Impact Load & Higher Compressive Force on tie rods Poor Driver-Vehicle Response 8 5 2 80 Proper Assembly & mounting of tie rod Steering column Breakdown of the system Impact load during bump, harsh use by driver Unable to steer vehicle 5 3 3 45 Proper material selection of column Rack and pinion Mechanical failure Improper lubrication or uneven gear meshing Difficulty to steer, slipping of steering wheel 8 3 3 72 Good quality gear and proper lubrication Machining Improper alignment of component Desired dimensions would not be achieved Improper assembly and loosening of functionality Vibrations, breakage of components 5 4 6 120 Proper coding and selection of fixtures Welding Joints Breaking Weld Defects like Crack, Voids, etc Fracture of Joint 6 5 2 60 Proper Joint Preparation Process Part Mode of Failures Causes Effects S O D RPN Actions DFMEA PFMEA
- 33. Weight Transfer at40 kmph to 0 kmph 92.25kg Static Rolling Radius of Tyre 11.3” Co-efficient of Friction for Road & Tyre 0.7 Brake Torque per wheel [F/R] 234.54 N/195.67 N Force required at Caliper Cylinder 3058.01 N Stopping Distance @ 45 kmph 7.44m Deceleration 10.52 m/s2 Kinetic Energy @ 45 kmph 21.87 kJ Pedal Travel & Force 5.51 ” & 200 N Pedal ratio 7:1 Force at Master Master Cylinder Bore Size 19.05 mm Master Cylinder Stroke 20 mm Type of Calliper Fixed No. of Piston in Calliper 2 Brake Calliper Piston Diameters [F/R] 31.75 mm / 29 mm Mean Braking Radius 75 mm Brake Pad Area 1182.89 mm2 Co-efficient of friction of Calliper Pad 0.4 Brake fluid DOT 4 Objective:- The main objective of the braking system is to reduce the speed of the vehicle and ensure the safety of the driver and vehicle and perform the locking of all four wheels during the dynamic brake test. BRAKE SYSTEM SPECIFICATION CALCULATION
- 34. Material of DiscAISI 1040 Thickness of Disc 3 mm Thermal Conductivity 0.01240 W/m²K Ultimate Strength 620 MPa FOS 2.27 Static structural analysis of pedal Material of Pedal AISI 1018 Ultimate Strength 440 MPa FOS 1.48 Static thermal analysis of disc brake rotor Part Mode Of Failures Causes Effects S O D RPN Actions Brake Brake pads Worn out of brake pads Pads are not mounted properly or rough usage Improper braking, noise and vibration, stopping distance increases 5 7 3 105 Frequent checking and replace new brake pads Disc brake rotor Wear and tear, excessive heating Improper material selection ,improper design, accident Reduction in braking performance 6 4 6 144 Proper design, analysis and material selection Master Cylinder Improper Pressure Generation Formation of Air Bubbles in Brake line Insufficient Braking Force 8 3 5 135 Regular Bleeding & maintain fluid level Routing & Brake line Leakage or Damage Improper routing of brake lines, Collision with other components Reduction in brake pressure 6 4 3 72 Replacing Brake line & Flaring Process Process Part Mode of Failures Causes Effects S O D RPN Actions Machining Brake Rotor Bending or shape distortion Coding error or improper holding Improper assembly 8 2 4 64 Proper coding and fixtures DESIGN VALIDATION DFMEA PFMEA
Editor's Notes
- #23 Green Total Change Yellow = Data change