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DESIGN REPORT QUAD BIKE DESIGN CHALLENGE – 2016

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International Journal of
Recent Scientific
International Journal of Recent Scientific Research Research
Vol. 8, Issue, 1, pp. 14995-15006, January, 2017
ISSN: 0976-3031
Research Article
DESIGN REPORT QUAD BIKE DESIGN CHALLENGE – 2016
Shaik Himam Saheb*., Ravi Sandeep Kumar., Abhilash Reddy G and Neela Sai Kiran
Department of Mechanical Engineering, GNIT, Hyderabad

ARTICLE INFO ABSTRACT

Article History: The Quad Bike Design Challenge initiated by Fraternity of Mechanical and Automotive Engineers,
th provides a platform for graduate and diploma students to fabricate their own QUAD BIKES and
Received 05 October, 2016
compete against students from various colleges around the country. The report explains objectives,
Received in revised form 08th
assumptions and calculations made in designing and fabricating a QUAD BIKE for QBDC 2016.
November, 2016
Quad Bike is an All Terrain Vehicle (4-wheeler bike), which was initially developed as a farm to
Accepted 10th December, 2016
town vehicle in Isolated and mountainous areas. The team’s primary objective is to design a safe and
Published online 28st January, 2017
functional vehicle based on rigid and torsion free frame considering the technical guidelines
provided in the rulebook along with that working on each parameter that would enhances the
Key Words: performance and efficiency of our vehicle. Our project vision is to develop technically sound and
As Design Report, conceptually engineered quad bike which includes design, analysis and methodology followed and
Ergonomic Measurement, Reba Method considerations made in the entire design process.

Copyright © Shaik Himam Saheb et al., 2017, this is an open-access article distributed under the terms of the Creative
Commons Attribution License, which permits unrestricted use, distribution and reproduction in any medium, provided the
original work is properly cited.
Suspension System: To keep the wheels firmly pressed to the
INTRODUCTION ground for better traction and to support the weight of the
Technical Specifications of the Vehicle vehicle
Seamless Steering: To achieve minimum turning radius with ease of
Chassis AISI 4130
Tube handling to driver.
Wheelbase 1130.3 mm
Overall Engine and Transmission: To achieve maximum acceleration
Length Of 1676.4 mm in minimum possible time.
Vehicle
1016 mm Front Braking System: To accomplish the task of getting less
Track Width stopping distance with less effort of the driver and to provide
960.12 mm Rear
Type Of 23bhp 200cc
safety to the vehicle in all the prevailing circumstances.
Engine Engine LITERATURE REVIEW
Mechanical
Steering
Linkage Being a new team required a clear idea of basic requirements,
Wheels And 21*7*10 front
parameters in designing of quad bike. We made a detailed
Tyres 22*10*10 rear
study on quad bike by visiting Polaris-Hyd, BRC- Bhopal. We
gained a sound knowledge during our field study and basic
Brakes Hydraulic Rear& front
disc brake doubts on design were cleared. We approached our design by
Transmission Manual considering all possible alternatives for a system and modeling
Mass Of The 270kg Approx
them in CAD software, Solid works and subjected to analysis
Vehicle using Solid works simulation and ANSYS. Based on analysis
Ground 7 Inch result, the model was modified and a final design was fixed.
Clearance
The design process of the vehicle is based on various
Performance Targets engineering aspects depending upon
Designing: To ensure good sustainability of the frame designed  Safety and Ergonomics
with even stress distribution.  Market Availability
 Cost of the Components
 Safe Engineering Practices

*Corresponding author: Shaik Himam Saheb

Department of Mechanical Engineering, GNIT, Hyderabad
 Shaik Himam Saheb et al, Design Report Quad Bike Design Challenge – 2016

About Team: Team Super Ignite has made significant progress Outside Diameter 25.4mm
towards the completion of the bike. The team consists of 30 Wall Thickness (Front and
dedicated students under the name of team super ignite and Rear Suspension Control Arms
and Engine Compartment and 2.4 mm
have been working since past few months to de3ign and different accessories
fabricate a quad bike for QBDC. The concept of team work has mounting)
been developed based on the sub components present in the Wall Thickness
vehicle fabrication; the team has been branched into 6 1.65 mm
( Main frame and its structure)
Departments. Each branch/department holds the responsibility
of applying engineering techniques and performs design Tensile Strength (Ultimate)
calculations, and selects the required materials. With this we 560MPa
had view of our quad bike and set up some parameters of our Tensile Strength (Yield) 460 MPa
Shear Modulus 80 GPa
work and team has been divided into the following core groups. Modulus of Elasticity 190 -210 Gpa
Poisson’s Ratio 0.27-0.30
 Design Mass Density
 Engine and Transmission 7.85 g/cm3
 Steering Dimensional Specifications
Round tube of dimension = 25.4mm OD
 Suspension Thickness = 1.65 mm, 2.4 mm
 Brakes and wheels
 Business and Management Justification
Project Objective Round hollow tubes are light in weight
Participating in championships like QBDC helps a student to Fabrication Processes
understand the variation in theoretical and practical knowledge.
Lathe Work, Cutting, Drilling, Milling, Shaping, Grinding,
For students to enter into the racing field and understand its
Polishing, Finishing, Welding
standards QBDC is a best start. Provides good work experience
with national level recognition and a huge platform to display Analysis
our talent.
Front Impact Analysis
Design of Quad
Using the gross weight of the vehicle is 270 kg, the impact
The following design methodology was used during design: force is calculated taking the time of impact between 0.1 to 1.2
sec. With different impact times forces are calculated.
 Requirements
 Design calculations and Analysis Impact time(sec) Force(N)
 Considerations 0.1 44982
0.3 14994
 Testing 0.5 8996.4
 Acceptance 0.8 5622.75
1 4498.2
Material Selection The material AISI-4130 (Annealed at 840° 1.2 3748.5
C) is used in the frame design because of its good weldability,
relatively soft and strength as well as good manufacturability. Among them maximum, minimum and intermediate forces
44982N, 8996.2N, 3748.5N forces are picked up and
AISI 4130 has been chosen for the chassis because it has simulation is performed.
structural properties that provide a low weight to strength ratio.
Presence of chromium makes it a corrosion resistive material. 1 Forces are applied on chassis taking three considerations,
inch diameter tube with a thicker wall is used. It is assured by Case 1) Vehicle hit at the center, Case 2) Vehicle hit at
analysis in ANSYS simulation software. The various Physical leftwards, Case 3)Vehicle hit at rightwards
properties of the material are as follows
For F=44982N
Properties AISI 1018 AISI 1020 AISI 4130
Yield strength 370 MPa 294.74Mpa 460 MPa Case 1)
Ultimate 440 MPa 394.72 560 MPa
strength MPa
Carbon % 0.14- 0.14-0.24% 0.28-0.33
0.20% %
Young’s 200 GPa 200 GPa 205 GPa
Modulus
Density 7.87 g/cc 7.87 g/cc 7.85 g/cc
Mach inability 70 % 65 % 70%

Properties of AISI 4130 seamless tube

Feature Specification
Name AISI-4130
Hardness 95 BHN

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Model of frame designed using Solid Works

For load applied F=44982N
Case 1) Case 1
Stress 218.7 115.57 226.08
Deformation 1.50 2.759 4.6875
F.O.S 2.10 3.9 2.03

Above table describes about stress and deformation

For F=3748.5N
Case 1)
Fig: Stress Fig: Deformation
Case 2)

Fig Stress Fig Deformation

Case 2)

Fig Stress Fig Deformation

Fig Stress Fig Deformation

Case 3)
Fig Stress Fig Deformation
For load applied F=44982N
Case 1 Case 2 Case 3
Stress 336.59 312.05 307.91
Deformation 2.309 7.44 6.598
F.O.S 1.366 1.474 1.49
Fig Stress Fig Deformation
Above table describes about stress and deformation For load applied F=44982N
For F=8996N Case 1 Case 2 Case 3
Stress 126.15 115.57 114.04
Case 1) and case 2) case 3) are as follows.
Deformation 0.865 2.759 2.4438
F.O.S 3.646 3.98 4.033

Side Impact Analysis

For side impact forces are calculated by consideration of
relative velocity of the vehicles being impacted. As maximum
speeds of vehicles are 60kmph. The relative velocities are
Fig Stress Fig Deformation 30Kmph, 25Kmph & 20Kmph among them maximum,
minimum and intermediate
applied
Stress 358.87 179.22 29.88
Deformation 4.281 2.138 0.356
F.O.S 1.28 2.566 15.39

Torsional Test
Fig Stress Fig Deformation

Fig Stress Fig Deformation

Fig Torsional stress analysis

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 It supports the weight of the vehicle.

 Keeps the wheels firmly pressed to the ground for
better traction.
 The design of a suspension which will significantly
show its effect on comfort, safety and
maneuverability.
Of all the independent suspension systems, Double Wishbone
Suspension System is the most common type of suspension
system used in the passenger cars and most of the All-Terrain
Vehicles.
Double Wishbone Suspension System consists of two lateral
Fig Torsional test Total Displacement control arms (upper arm and lower arm) usually of unequal
length along with a coil over spring and shock absorber. It is
forces 22491N,7491N&1248N forces are picked up and
popular as front suspension mostly used in rear wheel drive
simulation is performed.
vehicles. This type of suspension system provides increasing
1)F=22491N negative camber gain all the way to full jounce travel unlike
Macpherson Strut. They also enable easy adjustment of wheel
parameter such as camber.
Design of Wishbones
Design of wishbones is the preliminary step to design the
Fig: Stress Fig: Deformation
suspension system.. The Roll Centre determined in order to
2)F=7491N find the tie-rod length. The designed wishbones are modeled
using software and then analyzed using ANSYS analysis
software to find the maximum stress.
Material Selection of Wishbone Material and swing arm
The material selection also depends on number of factors such
as carbon content, material properties, availability and the most
important parameter is the cost. Initially, three materials are
Fig: Stress Fig: Deformation considered based on their availability in the market are AISI
3)F=1248N 1018, AISI 1040, AISI 4130.
Wishbone Material Selection
Properties AISI 1040 AISI 1018 AISI 4130
Carbon content
0.40 0.18 0.30
(%)
Tensile
620 440 560
strength (MPa)
Fig: Stress Fig: Deformation Yield
415 370 460
strength(MPa)
For load applied F=44982N Hardness
1 2 3 201 126 217
(BHN)
Load 22491N 7491N 1248N Cost
(Rp /Meter) 425 325 570
Load applied: 2200
Maximum stress: 130.77 MPa As for above properties we selected AISI 4130 based on
Displacement: 3.38 mm hardness, tensile and yield strength
Factor of safety: 3.51
Determination of Roll Centre
Suspension System
Roll Centre in the vehicle is the point about which the vehicle
Suspension system is referred to the springs, shock absorbers rolls while cornering. The location of the geometric Roll Centre
and linkages that connect the vehicle to the wheels and allows is solely dictated by the suspension geometry, and can be found
relative motion between the wheels and the vehicle body. Also, using principles of the instant Centre of rotation. Determination
the most important role played by the suspension system is to of Roll Centre plays a very important role in deciding the
keep the wheels in contact with the road all the time. Good wishbone lengths, tie rod length and the geometry of
suspension system and better handling is the characteristic of a wishbones. Roll Centre and ICR is determined because it is
good All-Terrain Vehicle (ATV). expected that all the three elements- upper wishbone, lower
wishbone and tie rod should follow the same arc of rotation
Its main objective is
during suspension travel. This also means that all the three
The overall purpose of a suspension system is to absorb elements should be displaced about the same Centre point
impacts from coarse irregularities such as bumps and distribute called the ICR.
that force with least amount of discomfort to the driver.
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Analysis of Wishbones

Analysis of wishbone in ANSYS Analysis Software is

necessary in order to determine the induced maximum stress
and maximum deflection in wishbones. For analysis,
wishbones are first needed to be modeled in software. Solid
Works Cad Models are shown below.

Analysis of Lower Arm in ANSYS

Fig: Lower Wishbone

Analysis of Upper Arm in ANSYS

Design of Spring
A spring is an elastic object used to store mechanical energy.
Springs are usually made out of spring steel. When a spring is
compressed or stretched, the force it exerts is proportional to its
change in length. The rate or spring constant of a spring is the
change in the force it exerts, divided by the change in
deflection of the spring.
Design Considerations in spring: Design Sprung mass =
140kg
Un sprung mass = 60 kg
Wheel displacement= 228mm (9”)
Fig: Upper Wishbone Specifications of spring
Analysis in ANSYS is engineering simulation software Specifications Front shock Rear
(computer-aided engineering). Various types of analysis like absorber shock
structural analysis, thermal analysis, etc are possible using absorber
ANSYS analysis software. In structural analysis in ANSYSs, Motion ratio 0.65 0.7
Coil diameter 12.7 15.78
boundary conditions are to be defined in order to determine the Mean diameter 88.9 71
stress and deflection. Solid length 190.5 157.8
Free length 330.2 279.4
Input parameters are as follows,
Material AISI 4130 Simulation of Suspension System
Vertical load 7100N
Spring force 1500 N Lotus Engineering Software has been developed by automotive
engineers, using them on many power train and vehicle projects
Analysis of wishbones in ANSYS: at Lotus over the past 15 years. It offers simulation tools which
enable the user to generate models very quickly, using a
Swing Arm
mixture of embedded design criteria and well-structured
It is a control arm which is used at rear suspension system; it is interface functionality. 8.1 Suspension Geometry in Lotus
an arm that there is mono shock is mounted on it and to the simulation software has been used to simulate the suspension
frame. geometry of double wishbone suspension system. Various co-
ordinates of the entire system are given as input and the virtual
model is built.

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Thus, we have designed the double wishbone suspension

system and simulated it in the LOTUS software. This was
followed by analysis of the system in ANSYS.
Steering System
The steering system is designed to withstand the stress of safely
manoeuvring the vehicle in all type of terrains with appreciable
safety and minimum effort. The purpose of the steering system
Fig: Simulation of Suspension using Lotus Shark Software is to provide directional control of the vehicle with minimum
steering effort.
Typical target for a quad vehicle designer is to try and achieve
the least turning radius so that the given feature aids while
maneuverings in narrow tracks, also important for such a
vehicle for driver’s effort is minimum. The next factor to take
into consideration deals with the response from the road. The
response from the road must be optimum such that the river
gets a suitable feel of the road but at the same time the handling
is parameters on other system like the suspension system
should not be adverse.
Design considerations
Fig: Camber Change in Bump
1. We need a steering system that would be easy to
maintain, provide easy operation, excellent feedback,
cost efficient and compatible to driver’s ergonomics.
Thus we have selected trapezoidal linkage as steering
mechanism for our Quad bike.
2. We have increased our front and rear track width to
improve the lateral stability according to off-road
conditions.
3. Rear track width is kept slightly less than front track
width to create a slight over steer in tight cornering
situation which allows easier
Initial Data
Fig: Toe Angle change in bump
Wheelbase(L) 44.5” = 1130.3mm
Front Wheel Track 40” = 1016mm
Rear Track Width 37.8” = 960.12mm
Total Weight 270 kg
Turning Radius 2.7m
Steering mechanism Trapezoidal Linkage

Components and dimensions: Steering Column

The steering column is a device intended primarily for
connecting the steering Handle to the steering mechanism or
transferring the driver's input torque from the steering Handle.
The 3-D model of Steering Column is assigned using AISI
4130 material.
Fig: Roll center change in bump
The design of steering column is given in the following Figure.

Fig: King pin Angle change in bump

Fig cad model of steering column.

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Knuckle
The knuckle was evaluated using the ANSYS 14.0 finite
element program. The total weight of the system was estimated
to be around 270 kg. In a previous study, it was determined that
the maximum acceleration an off-road vehicle is likely to
endure during competition is 3g’s. With this knowledge,
8240.4 N forces were distributed on each component in various
directions in order to simulate the stresses encountered during
landing from a jump, lateral acceleration due to turning, and
frontal impact.
The resulting Von-misses stress plot is shown in following
figure.
And the total deformation for the applied load of 8240.4 N for
the knuckle is given below
Fig: Handle Bar CAD model in Solid Works

Wheels and Selection

We have chosen 4 ply tires because they have more durability.
Deep, thick lugs provide traction in the harshest mud
conditions. Off-road trail riding varies from tight single track
trails in the mountains, down to high speed wide open desert
Fig Knuckle Analysis showing total deformation riding and everything in between Tires.

Hence the design is safe according to the applied loads. Dimensions

Tie Rods Front: 21*7*10 inches

Rear: 22*10*10 inches
As that of theoretical study of tie rod is done. The overall
purpose if tie – rod is to transmit the motion from steering arm
to steering knuckle and sustain the forced vibrations caused by
bumps from tires due to uneven road surfaces the main task is
to find the deformation and stresses induced in the tie rod and
optimizing it for various material combinations. The 3-D model
is prepared for Tie-Rod of AISI 1020 material is assigned and
analysis is carried out using ANSYS 14.5 and Solid works by
applying about 2000 N as load,

Fig: Tires
Fig: Force applied on Tie rod Formulae and Calculations
Turning Radius Formula:
R = T/2 + W/sin (θi+ θo/2)
Θi + θo = 62.08 Correct steering angle:
(cot θ0- cot θi) = C/ W
Θi = 36.53o θo = 25.55o
Ackerman 100% inside angle:
tan-1 (WB/(WB/Tan θo-TW))-θo =14.4212o
Ackerman percentage: %Ackerman = ((inside angle - outside
Fig: Stress Analysis on Tie Rod
angle) / (Inside 100% Ackerman)) * 100%
= 76.13% Ackerman angle calculation:
Handle Bar
Tan α = (sin ϕ – sin θ) / (cos ϕ + cos θ – 2)
Handle Bar is used to turn the vehicle in any direction. The =0.5571
Circular motion of handle bar is converted to angular motion of α = tan-1 (0.5571) = 29.125o
wheels using tie rods. The design of Handle bar is given below, Turning radius(Rmax) calculation

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R min = length of heel base / tan θi = 1.5258 m Engine and Transmission

R max 2 = [R min + Wheel track width] 2 +[Length of
Engine is the power generating unit and the power from the
wheel base 2]
engine is to transmitted to the wheels .So, there is a need of
= 2.7 m
transmission system.
Wheel Geometry:
Description Values Max engine capacity =250 cc with maximum of 30 BHP.
Outside Wheel Turning
25.55o The reasons for selecting the engine is tabulated accordingly in
Angle the below table.
Inside Wheel Turning
36.53o Considering above factors Pulsar 200NS is chosen.
Angle
Steering Ratio 1.1 Transmission
% Ackermann Geometry 76.13
Ackermann Angle ْ 29.125
Manual transmission system has been used with 6 gears that
Turning radius 2.7 m comes pre-assembled with pulsar 200NS.
Steering System Components and their Geometry Gear ratios for chosen transmission system are:

Components Dimensions Gear Gear

Tie Rod 10 inch x 0.78 inch ϕ Ratio
6 inch x 4 inch x 0.43inch 1 10
King-Pin ϕ 2 7.15
4 inch x 4 inch x 3inch x 3 5.5
Bracket 0.23inch 4 4.6
10 mm ϕ 5 3.88
Bolt 6 3.33
Steering column 29 inch x 1 inch ϕ
Steering handle 29.3 inch x0.8 inch ϕ Teeth on front sprocket (t1) i.e driver sprocket = 14 Max. Mass
Wheel Characteristics: (m) = 270Kg
GEOMETRY VALUES
Caster Angle 0 degrees Driven sprocket determination
Camber Angle +2 degrees
King pin Inclination 10 degrees Min. Force
Combined Angle 12 degrees
Toe-in 3 mm Starting Force FX = m * a
Scrub Radius 20 mm
Minimum Turning Radius 1.5258 m Considering acceleration
Maximum Turning Radius 2.7 m
Acceleration(a) in m/s2 Starting Force(Fx) in N
3 810
performance budget 4.2 1130
Engine Capacity rating rating Overall Resisting Forces
26 BHP
@8500 Drag force
RPM
CBR
22.92N- 3 8 FD = [ρair*u2*CA]/2 Ρair = 1.1 kg/m3
250 R u = 60kmph = 16.6m/s Co = 0.3
m@ 5
7000
A = 1m3
RPM FD = 45.8 = 50N
24.6
BHP @ Rolling Friction
10000
KTM FR = CRN CR = 0.03
RPM 5 3 8 Weight distribution – front – 45%
200
19.2 N-m Rear – 55%
@ 8000 N= m*g = 270*10 = 2700N
RPM
25 BHP
Nrear = 1485N
@ 9500
PULSA RPM Starting Torque No. of teeth on
R200 4.5 5 9.5 (T) driven
NS 18.1 N-m sprocket (t2)
@ 8000 260 21
RPM 350 30
20.8
BHP Nfront = 1215N
@8500
PULSA RPM 3.5 5 8.5 Rolling friction = 0.03*2700 = 81N ≈ 90N
R 220 Total resistance (R) = Drag force + Force due to friction = FD +
19.1 N-m FR = 50 + 90 = 140N
@ 7000
RPM Wheel Radius = 11″ = 11*25.4 = 279.4 = 280mm

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Rolling Radius (r) = 0.96*280 = 269 = 270mm = 0.27 m Total Shaft simulation results
force F = Starting force (FX)+ Total resistance (R)
Starting Starting
Total Force (F)
Force Torque (T) in
(Fx) in N in N N-m
810 950 258.5 ≈ 260
1130 1280 346 ≈ 350

Engine Torque = 18.1N-m Teeth on front sprocket (t1) = 14

Torque on front sprocket (T1) = 18.1*10 = 181N-m
Iterations
Considering starting torque to get number of driven sprocket
teeth
t2 = (T2/ T1) * t1 Fig: Stress induced
But to reduce our manufacturing cost, we are employing with
driven sprocket of 39 teeth which we already have and
compromising on speed of vehicle for torque.
So t 2= 39

Fig Deformation

Fig Driven Sprocket

Fig Shaft deformation

Then torque on driven sprocket
T2 = (39*181)/14 = 504.2 N-m
Speed
Let consider vehicle at 6th gear then N1 = (max rpm)/gear ratio
= 10000/3.3 = 3030 RPM
RPM of rear shaft N2 = (N1 * t1) / t2 = 3030*14/39 = 1087.6
RPM
Speed = (2∏*N2*r)/60 = (2*∏*1087.6*0.27)/60 = 110
Km/hr
Acceleration of vehicle Fig Stress Induced
F = [Tengine * gear ratio * Transmission efficiency]/wheel radius
= 18.1*10*2.8*0.9/0.27 = 1689.3N ≈ 1690N The shaft has keyways machined exactly opposite to each other
Actual force = F– resisting force = 1690 – 150 = 1540N a = with dimensions of 12 x 8 mm in breadth and height.
F/m = 1540/270 = 5.7 m/s2
v=u+at, here u=0 then t= 16.6/5.7 = 3 sec Hubs

Rear Axle Shaft The rear wheel hubs are designed keeping in mind simplicity,
machinability. The hub is designed with key way which will be
Rear axle shaft is designed on Bending moment basics. safely housed on the keyway on the shaft ends.
Diameter of rear axle shaft = 40mm.

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Wheel Hub
Dimensions of Disc and calliper
Front
1. Diameter of the Disc: 130mm
2. Thickness of the Disc: 4 mm
3. Effective disc radius: 60mm
4. Coff. Of friction of brake pads: 0.4 Rear:
1. Diameter of the disc: 200mm
2. Thickness of the Disc: 4 mm
3. Effective disc radius: 95 mm
4. Coff. Of friction of brake pads: 0.4
Design
The braking system composed of disc brakes. The disc brakes
are arranged for two wheels on the Front and a single disc at
the rear in order to satisfy the braking requirements. The front
discs are mounted on each of the wheel and the rear disc to the
axle.
Fig CAD model of hub Testing
Analysis of the Hub
Braking System
The hub for the brake was tested using 3D stress analysis in the
The objective of the braking system is to increase the safety ANSYS. The hub was analyzed for impact forces (KN) and the
and maneuverability of the vehicle. It converts kinetic motion brake torque. The results of analysis were within permissible
of vehicle in to heat energy by using frictional force offered by range.
the brake pads. Thus, the vehicle can be slowed down or
stopped at any desired distance. Brake Fluids

Design Methodology We have decided to use DOT 3 Brake fluid

The braking system design includes the single disc at the rear  Inexpensive
axle to lock/stop the vehicle. Master cylinder is used at the  Easily available
front near the brake pedal providing the occupant to easily  Compatible
accessible space.
Weight Distribution
List of design criteria or requirements Gross Mass of the Bike = 270Kg
Front: Rear = 2:3
1. Assign maximum deceleration of the Vehicle All data has been tabulated below:
2. Calculate target stopping distance and target braking Type REAR FRONT
force Disc OD-200 mm OD – 130 mm
Master cylinder 10 mm 10 mm
3. Select optimum brake parts which in combination help
achieve target Dia.
4. Optimize brake design Caliper piston 35 mm 35 mm
Design of Brake System Elements diameter

Brake pedal Brake Pedal 6:1 6:1

Lever ratio
Passenger cars generally use a pedal ratio of 3 to 6. We select a
pedal ratio of 6 at both rear and front. Stopping 2.4m 2.86 m
Master cylinder: The master cylinder with bore Diameter distance
10mm proved to be best suited for the design. The single piston
master cylinders were used. Formulae
Brake line pressure = pedal ratio *force on the pedal / area of
Calliper and Disc Selection
master cylinder
The dual piston calipers were selected due to their light weight Rear: = 26.73 MPa ; Front: = 22.91MPa
easy availability and reliability. Clamping force = brake line pressure *(area of caliper piston *
The disc of suitable to the calliper was used at the rear and 2)
front. Rear: = 51449.99 N ; Front = 44100 N
Rotating force:
RF = CF* coefficient of friction of brake pads Rear: =
20579.996 N ; Front: 17640N

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Braking torque (tn) = Rotating force* effective disc radius Driver’s

Rear: = 2057.99 Nm; Front: 1146.6 Nm Pictu
Braking force = Braking Torque /tire radius Rear: =
7365.556N; Front: = 2149.60N
Deceleration: F=-ma (-ve sign indicates force in opposite
direction)
Rear: = -76.22 m/s2 ; Front: - 67.20
Stopping distance V2-U2=2*a*Ds (V=0,U= 19.44m/s) Rear: Ds
= 2.4 m ; Front: Ds = 2.86 m
Analysis

Fig: Disc Analysis

Various parameters of braking system

Parameter Front Rear
Vehicle Velocity 19.4 m/s 19.4 m/s
Stopping Distance 2.86 m 2.4 m
Stopping Time 0.3 0.9
Maximum
67.20 76.22
Deceleration
Wheel Radius 10” 11”
Rotor
60 mm 95mm
Radius(Effective)
Rotor radius ( Actual) 65 100 Ergonomic Measurements Obtained For Two
Frictional Coefficient
(Tires)
0.3 0.3 Drivers (REBA Method)

Body Works
External appearance of the vehicle depends upon bodyworks. It
is an important part of the vehicle design. It also dominates sale
and marketing of the vehicle.
We have selected fiber on the basis of market survey because
of its light weight and good electrical insulation
Innovation
Use of plastic teflon pipes below the engine to reduce
vibrations.
Safety and Ergonomics
Safety is the most important concern for our Quad bike.
Bumper is provided for safety. In addition fire extinguishers
Steps 1-3: Neck, Trunk And Leg Analysis STEP 1: Neck
and kill switches will also be used in case of emergency.
position
Ergonomics are designed perfectly for the comfort of the driver
using RAPID ENTIRE BODY ASSESSMENT METHOD Locate neck position: Neck is bent not more than 20° Neck
(REBA) and the value obtained intimates the non necessity of score for Driver 1=.+1
the change in driver’s posture. Trunk inclination is 0°
Trunk score for Driver 1=.+1 Trunk score for Driver 2=+1
STEP 3:Leg position
Knee Angle > 60° and two legs are supported Leg score for
Driver 1 =.+1
Leg score for Driver 2=+1 STEP4

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 Shaik Himam Saheb et al, Design Report Quad Bike Design Challenge – 2016

Score B=Table B + coupling score = 2+0 =2

STEP 12: Add the values in step 10 and 11 to obtain
score b. Next, find column in table c and match with score a in
row from step 6 to obtain table c score. STEP 13: The activity
score is +1 due to job requiring small range actions (more
than 4x per minute).

The final REBA score = table c score + activity score

Values obtained from step 1-3 are checked against the table;
Score obtained in table A = 2
STEP5: Adding forces/ Load score
Shock or rapid build up of force is observed while riding the
bike. therefore score added=+1
STEP 6: score A =table A +force score =2+1-=3 Score A=3
STEP 7: Upper arm position
Upper arm position is 20 to 45° For driver 1+2 FINAL TABLE C: The final REBA score =2 + 1 = 3
STEP 8: Lower arm position Therefore, the score obtained is acceptable and changes of
The angle is not more than 90° posture may not be necessary.

Lower arm position score for driver 1 = +2 Lower arm position Considering Ergonomics, driver was made to sit in the actual
score for driver 2 = +2 STEP 9: Position of wrist model. Remained in the position for 20 minutes, Thereby,
simulating driving conditions.
Wrist angle is below 15° Score for driver 1 = +1 Score for
driver 1= +1 STEP 10: Table B Electricals
12V DC Battery will be used to power all the electrical
components.
CONCLUSION
The design and construction for QBDC has been a challenging
task. A detailed study of various automotive systems is taken as
our approach. Thus this report provides a clear insight in design
and analysis of our vehicle. This project has helped us students
in extensive learning and gaining practical knowledge on the
theoretical concepts imparted in classrooms.
References
Fundamentals of Vehicle Dynamics-Thomas A Gillespie
Values obtained from steps 7-9 are checked against Table B, Dr.Sreenatha Reddy principal for his continued support and
obtaining a Score = 2 Mr.Vijaya Kumar, head of department of GNIT and
STEP 11: Well fitted handle is used hence the Mr.Shaik Himam Saheb for their encouragement and
coupling score is 0 for their valuable support during the project.

Coupling Score = 0
*******
How to cite this article:
Shaik Himam Saheb., Ravi Sandeep Kumar., Abhilash Reddy G and Neela Sai Kiran, 2017. Design Report Quad Bike Design
Challenge –View
2016. Int J Recent Sci Res. 8(1), pp. 14995-15006.
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