DEPARTMENT

of
MECHANICAL ENGINEERING
Session : 2016-2019

PROJECT REPORT OF
RACING CART(Buggy)

Submitted to: Submitted by:

 S.NO. PARTICULAR

1. Certificate

2. Preface

3. Acknowledgment

4. Introduction

5. Village Survey

6. Project

7. Development schems

8. Conclusion

9. The end
 CERTIFICATE

This is to certify that Mr. Yogendra singh(team leader) and his team
members Ravi Shankar Sharma, Shivam yadav, Adesh kr. Srivastava,
Jogesh singh, Akul Yadav,Aman kumar,Mithilesh singh, Rohit singh,Adeeb
Khan, Himansu Upadhyay, Abhinov and Priyansu dubey are student of
mechanical engineering production of Ambition Institute of technology,
Varanasi. They visited to village and prepared a survey report for this
project .

In the name regard by contact the villagers and gave them valuable
technical suggestions for the improvement of their livelihood

Er. S.P. singh Er. Upendra singh

(project incharge) (Principal)
 Village survey
 NAME OF SURVEYOR : Mr. Yogendra singh(team
leader) and his team members Ravi Shankar Sharma, Shivam
yadav, Adesh kr. Srivastava, Jogesh singh, Akul Yadav,Aman
kumar,Mithilesh singh, Rohit singh,Adeeb Khan, Himansu
Upadhyay, Abhinov and Priyansu dubey

 NAME OF VILLAGE : KATARIYAN

 POST : VASANT NAGAR

 DISTRICT : CHANDAULI

 BLOCK : NIYAMTABAD

 THANA : ALI NAGAR

 POST : VASANT NAGAR

 NAME OF VILLAGE HEAD : SHRI SHYAM JI YADAW

 NAME OF VILLAGE DEVELOPMENT : NIYAMTABAD CHANDAULI.

 LEKHPAL : JAYPRAKASH

 BDC : SANJAY YADAW

 NO. OF MEMBER :8

 NAME OF VILLAGE SECARTARY : KAUSHALENDRA

 NEAR RAILWAY STATION : PT. DEEN DAYAL UPADHYA(DDU)

 RIVER : NO
 ELECTRICITY : 18 HOUR IN A DAY

 IRREGATION FACILITY : TUBULE

 EDUCATION : MAXIMAM 8TH STANDARD

 POWER HOUSE : SAHUPUR

 PRIMARY SCHOOL : 8TH STANDARD

 GOVT. HIGH SCHOOL : NO

 DEGREE COLLEGE :NO

 ITI COLLEGE : NO

 MAIN FESTIVAL : HOLI /DIWALI

 BANK : KASHI GOMATI BANK

 FIELD : NO

 HOSPITAL : JAN SAHAYATA KENDRA

 NO. OF PARK : NO

 NO. OF WELL : 25

 NO. OF HANDPUMP : 35

 GAS GOBAR PLANT :1

 POND :1

 VILLAGE POPULATION : 4000

 VOTER : 2200

 NO. OF EMPLOYEE : 5-15

 NO. OF LABOUR IN MNREGA : 7-15

 NO. OF CLEAN MISSION EMPLOYEE:4

 NO. OF PENSIONER : 10-14

 NO. OF TOILET IN VILLAGE : 80

 EDUCATED PEOPLE : 25%

 B-TECH. : 2-4

 GRADUTE : 5-8

 POLYTECHNIC : 10

 INTERMEDIAT : 25

 POST GRADUTE : 5-10

 CASTE : YADAW

 PET ANIMAL : MAXIMUM

 CULTIVATED CROP : RICE/WHEAT

 MAIN AGRICULTERAL GRAIN : RICE/WHEAT

 INDUSTRY : NO

 TEMPLE AND MOSQUE : 2 TEMPLE, NO MOSQUE

 CLAY : DOMAT
 Main problems in Village
 WATER SUPPLY

 SEWAGE PROBLEM

 DRAINING SYSTEM

 DISPOSAL SYSTEM
 Introduction
भारत गााँ व ों का दे श है । हमारे दे श की साठ-सत्तर प्रततशत जनसोंख्या अब भी गााँ व ों में
ही रहती है । गााँ व का जीवन शहरी जीवन से अलग ह ता है । यहााँ की आब हवा में जीना
सचमुच आनोंददायी ह ता है ।

गााँ व ों में भारतीय सों स्कृतत के दशशन ह ते हैं । यहााँ भारत की सतदय ों से चली आ रही
परों पराएाँ आज भी तवद् यमान हैं । यहााँ के ल ग ों में अपनापन और सामातजक घतनष्ठता
पाई जाती है । यहााँ खुली धूप और हवा का आनोंद उठाया जा सकता है । यहााँ हररयाली
और शाों तत ह ती है ।

हमारे गााँ व भारत की कृति व्यवस्था के आधार हैं । यहााँ कृिक ों का तनवास ह ता है । गााँ व
के चार ों ओर खेत फैले ह ते हैं । खेत ों में अनाज एवों सब्जिय ों उगाई जाती हैं । गााँ व ों में
तालाब और नहरें ह ती हैं । इनमें सोंग्रतहत जल से तकसान फसल ों की तसोंचाई करते है ।
गााँ व ों में खतलहान ह ते हैं । यहााँ पकी फसल ों क तैयार तकया जाता है ।

गााँ व ों में खेती क अलावा पशुपालन, मुगीपालन, मधुमक्खी पालन जैसे व्यवसाय तकए
जाते हैं । पशुपालन से तकसान ों क अततररक्त आमदनी ह ती है तथा कृति कायश में
सहायता तमलती है । पशुओों का ग बर खाद का काम करता है । पशु दू ध दे ते हैं तथा
बैल, भैंसा आतद पशु हल में जीते जाते हैं । कुछ पशु माल दु लाई में ग्रामवातसय ों की
मदद करते हैं ।

गााँ व का जीवन शाों ततदायक ह ता है । यहााँ के ल ग शहरी ल ग ों की तरह तनरों तर भाग-

दौड़ में नहीों लगे रहते हैं । यहााँ के ल ग सुबह जल्दी जगते हैं तथा रात में जल्दी स जाते
हैं । यहााँ की वायु महानगर ों की वायु की तरह अत्यतधक प्रदू तित नहीों ह ती । यहााँ बाग-
बगीचे ह ते हैं जहााँ के फूल ों की सुगोंध हवा में व्याप्त रहती है । यहााँ भीड़- भाड़ कम ह ने
से ध्वतन प्रदू िण भी नहीों पाया जाता है ।

गााँ व ों में उत्सव ों और मेल ों की धूम ह ती है । यहााँ ह ली, बैशाखी, प ग

ों ल, ओणम,
दीवाली, दशहरा, ईद जैसे त्य हार परों परागत तरीके से मनाए जाते हैं । त्य हार ों के
अवसर पर ल ग आपस में तमलते-जुलते हैं । वे ल क धुन ों के नृत्य पर तथरकते हैं । गााँ व
के ल ग आपसी सुख- दु :ख में एक-दू सरे का पूरा साथ दे ते हैं । गााँ व के सभी ल ग
आपसी भाईचारे से रहते हैं । वे आपसी तववाद क अतधकतर पों चायत में ही सुलझा लेते
हैं ।भारत के गााँ व ों में भी अब शहर ों की कई सुतवधाएाँ पहों च गई हैं । यहााँ तबजली,
टे लीफ न, म बाइल फ न, कोंप्यूटर, सड़क, पानी का नल जैसी सुतवधाएाँ पहाँ च रही हैं ।
वहााँ के तकसान आधुतनक कृति योंत् ों का प्रय ग करने लगे हैं । अब हल बै ल के स्थान पर
ज्यादातर टर ै क्टर ों से खेत ों की जुताई की जाती है । वहााँ भी अब स्कूल, सावशजतनक भवन
तथा अस्पताल हैं । गााँ व ों की गतलयााँ पक्की कर दी गई हैं ।

गााँ व ों में खान-पान की जतटलताएाँ नहीों हैं । ग्रामवासी सादा भ जन करते हैं । वे ताजा दू ध
पीते हैं तथा हरी-ताजी सब्जियााँ खाते हैं । पीने के तलए ल ग हैं डपोंप, कुएाँ या नलके के
जल का प्रय ग करते हैं । कुछ ग्रामीण नदी-जल से अपनी प्यास बुझाते हैं ।

हमारे गााँ व तेजी से उन्नतत कर रहे हैं । ग्रामवातसय ों क गााँ व ों में ही र जगार उपलब्ध
कराया जा रहा है । ग्रामवासी अपने बच् ों की तशक्षा के प्रतत अतधक जागरूक ह गए हैं
। ग्रामीण नवयुवक एवों नवयुवततयााँ शहर जाकर उच् तशक्षा एवों नौकरी प्राप्त करती हैं ।
गााँ व के ल ग कृति के अलावा छ टे -म टे उद् य ग चलाकर अपना-अपना तनवाश ह कर रहे
हैं । यातायात के आधुतनक साधन ों की मदद से उन्हें अपना माल दू र-दराज के स्थान ों
तक भेजने में आसानी ह रही है ।

शहरी प्रभाव के कारण गााँ व ों में कुछ बदलाव जरूर तदखाई दे रहे हैं परों तु
गााँ व ों की सोंस्कृतत में मूलभू त अोंतर नहीों आया है । गााँ व आज भी भारतीय
सभ्यता और सोंस्कृतत के आधार स्तोंभ हैं ।
DEVELOPMENT OF VILLAGE
SCHEMES FOR RULAR DEVELOPMENT

For uplifting the rural sector of our country, the Ministry of Rural
Development and the Government of India in coordination with Department of
Rural Development and Department of Land Resources have been carrying
forward various schemes. These schemes are formulated to benefit the citizens
of rural India who will eventually become the pillars of Indian Economy in the
long run.
 Schemes for Rural Development launched
by Government of India
 Pradhan Mantri Gram Sadak Yojana. ...
 Deen Dayal Upadhyaya Grameen Kaushalya Yojana. ...
 Swarnjayanti Gram Swarozgar Yojana (SGSY)/
National Rural Livelihood Mission. ...
 Prime Minister Rural Development Fellows Scheme. ...
 National Rural Employment Guarantee Act (NREGA) ...
 Sampoorna Grameen Rozgar Yojana (SGRY) ...
 Sarv Siksha Abhiyan.
Pradhan Mantri
Gram Sadak
Yojana

Launched on 25 December
2000 by then Prime
Minister Atal Bihari
Vajpayee, the scheme aims
at enhancing rural road
connectivity. This scheme
provides connectivity to
the habitations with less or
no connectivity at all and helps in poverty reduction by promoting
access to economic and social services. This ensures sustainable
poverty reduction in the long run as people get an opportunity to get
connected with the rest of the world. The scheme has been benefiting
several villagers and is helping them lead better lives. Nearly 82% of
roads have been built till December 2017 which have successfully
connected several rural areas to cities. Remaining 47,000 habitations
will also get connected by all-weather roads by March 2019. Earlier,
the scheme was funded only by the central government but after the
recommendation of 14th Finance Commission report the expense is
shared by both state and central government.
Deen Dayal Upadhyaya Grameen Kaushalya
Yojana
Deen Dayal Upadhyaya
Grameen Kaushalya
Yojana, a part of
National Livelihood
Mission, has the
objectives of catering to
the career aspirations of
the rural youth and
adding diversity to the
income of rural families.
Launched on 25th
September 2014, the
scheme’s prime focus is
on the rural youth of poor families aged between 15 and 35. An
amount of Rs 1500 crores has been provided for the scheme which
will help in enhancing employability. The yojana is present in 21
States and Union Territories across 568 districts and 6215 blocks
changing the lives of youth. Around 690 projects are being
implemented by 300 partners. As per the government reports, over 2.7
lakh candidates have been trained till now and nearly 1.34 lakh
candidates have been placed in jobs.
Swarnjayanti
Gram Swarozgar
Yojana (SGSY)/
National Rural
Livelihood Mission

Swarnjayanti Gram
Swarozgar Yojana which is
redesigned as National
Rural Livelihood Mission was launched in 2011. Also known as Ajeevika,
this scheme aims at empowering women self-help model across the
country. Under this scheme, the government provides a loan of 3 lakh
rupees at an interest rate of 7% which can be reduced to 4% at the time of
repayment. The scheme was aided by World Bank and aimed at creating
efficient and also effective institutional platforms for poor people. It also
helped in increasing the household income by improving access to
financial services. NRLM also helps in harnessing the capabilities of the
poor so that they can participate in the growth of the economy of the
country.

Prime Minister Rural Development

Fellows Scheme
The Prime Minister Rural Development Fellowship (PMRDF) is a scheme
initiated by the Ministry of Rural Development, implemented in
collaboration with State Governments. It has dual goals of providing short-
term support to the district administration in the underdeveloped and
remote areas of the country and develop competent and committed
leaders and facilitators who can serve as a resource for a long-term.
National Rural Employment Guarantee Act
(NREGA)
As per the National Rural Employment Guarantee Act (NREGA) of 2005,
100 days of employment is guaranteed to any rural household adult who
is willing to do unskilled manual work in a financial year. The Act
addresses the working people and their fundamental right to live life with
dignity. If a person does not get a job within 15 days, he is eligible for
getting unemployment allowance. National Rural Employment Guarantee
Act (NREGA) also highlights the importance of basic right to work.
Amendments have been introduced to this act to minimise corruption in
the scheme.
Sampoorna Grameen Rozgar Yojana (SGRY)
The Sampoorna Grameen Rozgar Yojana (SGRY) was launched in 2001 to
provide employment to the poor. It also aimed at providing food to people
in areas who live below the poverty line and improving their nutritional
levels. Other objectives of this Yojana were to provide social and economic
assets to the people living in rural areas. The scheme did not include the
employment of contractors or middlemen.
Sarv Siksha
Abhiyan
Pioneered by former
Prime Minister Atal
Bihari Bajpayee, the
Sarv Siksha Abhiyan
was launched in 2000. It
is an attempt to provide
an opportunity to all
children between 6 and
14 years of age to get free education which is also a basic fundamental
right. The state and the central government share the expenses of this
project.
Sansad
Adarsh Gram
Yojana
(SAGY)
Sansad Adarsh Gram
Yojana (SAGY) is a rural
development project
launched in 2014 by the
Government of India in
which each Member of
Parliament will take the
responsibility of three villages and look after the personal, human, social,
environmental and economic development of the villages. This would
substantially improve the standard of living as
well as the quality of life in the villages. No fundings have been provided to
this project as fundings can be raised through existing schemes.
ABSTRACT
The objective of the racing cart(buggy) competition is to design a buggy
all-terrain vehicle that embodies innovation, simplicity and functionality,
delivering high performance and safety at a reasonable price. This report
details the considerations, functions and processes behind the separate
vehicle subassembly.

INTRODUCTION
Engineering students are given a challenge to design, simulate and
manufacture a “fun to drive”, versatile, safe, durable, and high
performance off road vehicle.
The goal of the 2019 car is to improve on some of the key areas that have
caused the team problems over the last few competition years. These
areas are: suspension ,steering, driveline, hub and fabrication tolerances.
It was decided that, while making components light weight is important,
strength and durability of key components would not be sacrificed for
weight reduction. All subassemblies and components were researched
and designed to meet pre-established team expectations.
The design targets of our vehicle for racing cart (buggy) are as follows:
1.Maximum speed –60 km/hr
2.Weightof vehicle –270 kg
3.Ground clearance –20 cm or 8inch
4.Track width –140cm or 56inch approx
5.Wheel base –130 cm or 52inch approx
6.Braking distance –1400 cm
7.Turning radius –240 cm or 96 inch

MAIN SECTION

The design of Racing cart(buggy) is divided into follow section:

1.CHASIS AND ANALYSIS
2.ENGINE AND TRANSMISSION
3.TYRES
4.BRAKES
5.STEERIN
G
6.SUSPENS
ION
7.HUB
DESIGN
CHASIS
AND
ANALYSIS

The kind of
body we
are
required to manufacture is a unitized body. The roll cage is of utmost
importance for us as it would be the one which would provide safety to
the driver, mounting points for various systems and even ergonomics and
looks to the vehicle

MATERIAL

The material used in vehicle must fulfill the Racing cart(buggy)

requirements. The proper equilibrium should be acquired between the
design requirements, costand weight to
achieve an unbeaten design. Theavailable materials that fulfil the
requirements are AISI 1018, 1020, IS1239 part-1and 4130.A
comparisonwas done to select the material by considering various
properties and cost of each material

ENGINE AND TRANSMISSION

A quick look at the engine:

Power -8 kW at 4400 rpm
Max Torque –19 Nm at 3000 rpm
Engine was bought by us. Thus we had a little choice while working on
engine.
Configuration of our vehicle would be rear engine rear wheel drive. We
decided to keep the maximum speed of the vehicle at 60km/hr as the
vehicle is not about larger speed but greater torque and stability.
As per the rules of the competition, the engine cannot be modified in any
way. This restriction causes the design emphasis to be placed on the
choice of transmission.
For the transmission we have several options:
A manual transmission (4 or 5 speed):
this system would allow the driver to select the right gear from the
available gears allowing more control over the vehicle. This is seen on
most manual cars with standard “H” pattern.
A sequential transmission: this is similar to the manual transmission, but
the “H” pattern is eliminated and replaced with a different shifting pattern.
For example in a race car, the motion of the shift lever is either “pull
upword” to up-shift or “pull downward” to downshift.
These transmissions are usually found in either motorcycles or all terrain
vehicles.This type is most suitable of our vehicle as it has good sensitive
i.e. why we are using M&Mchampion transmission.

To increase the torque following options were available:

1. Manipulation of power transmission outside the gear box using gears,

sprockets and chain.
2. Using the transmission system in normal conditions. We decided to
work on the 3rd option due to following reason:
1. We were able to check the weight
2. Reduce the cost of the vehicle as we avoided the use of additional gears,
sprockets and chains.
3. We used standard parts, thus increased the reliability of the
transmission system.
To find the speed of the vehicle corresponding to different gear ratios, the
formulae used is

Velocity on road = 2π×N×R×60/(1000G)

Where,
G=gear ratio
N=revolutions per minute
R=outer radius of the tire in meters.
Some of our calculationsfor normal orientation are as follows:
Hence for maximum speed of 60km/hr, we selected tires of 22inch outer
diameter.
Further, for better economy,we assume engine rpm to be ranging from
2750 to 3250 as maximum torque produced by the engine is at 3000 rpm.
In between this range
the torque produced by the engine is almost constant.
Thus, for better economy, the range of speed in each gear,for the driving
tires of O.D. 22inches;operating in normal forwardorientationis
:First-10 to 12km/hr
Second-15 to 18km/hr
Third-25 to 33km/hr
Forth-40 to 51km/hr
Apart from this, for mounting the engine we are going to use neoprene
rubber mountings.
TIRES

Selecting the tires is one of the most important

things as the whole vehicle is in contact with
the road on these 4 points or rather patches.
Also for designing an all terrain vehicle tires
form the most important part. They should be
such that they are able to provide enough
traction on all kind of surfaces so as to
transmit the torque available at the
wheels without causing slipping.

Front

Outer diameter of tire –21inch

Outer diameter of rim –10inch
Tread width –6inch
Aspect ratio –0.68
Number of plies –6

Rear

Outer diameter of tire –22inch

Outer diameter of rim –10inch
Tread width –8inch
Aspect ratio –0.75
Number of plies –6
One of the most important parameter for the selection of the outer
diameter of the tires in rear was the maximum speed of the vehicle. The
relation between outer diameter of the tires and the vehicle speed is as
given below

For the Normal orientation of the transmission system and maximum

speed of the vehicle as 60km/hr radius comes out to be 11inches. Apart
from outer radius of the tire, other factors for the selection of tires include
tread width, tread design, side wall width, load handling capacity, number
of plies and treads on side wall etc which define the traction ability, tire
resistance to wear and puncture and performance of the tire on various
terrains.
Reason:
1.Built with a 6 ply rating and a reinforced casing makes theseone of the
most puncture resistant tires in the market today.
2.Large shoulder knobs wrap down the sidewall toprovide excellent side
to pull out of the ruts without causing sidewall failure
.
3.The deep treadand open wing designprovides excellent clean-out with
each lug and an improvedtraction.
4.Special natural compound delivers added traction.
5.Smaller tires in front results in a smaller magnitude of moment on the
wishbones due to cornering forces during steering.
6.Use of the larger outer diameter tire at the rear helps to provide good
ground clearance and also 8inch treads provides good traction to the
power wheels.

BRAKES

The criterion for designing the brakes stated as per the rule book is that
all the four wheels should lock simultaneously as the brake pedal is
pressed.For designing the braking system this year, we calculated the
weight of our vehicle in static condition as well as in dynamic conditionas
per the deceleration (0.6 g) and stopping distance.

In static condition it is around 60kg on each front tire and 110kg each on
the rear tire.
But in dynamic conditions, we consider weight to be85kg on each tire, the
front and the rear. We have
calculated the dynamic weight using the formulae as given below:

Where,
W1=Weight on the front axle in the static condition.
W2=Weight on the rear axle in the static condition
g = Acceleration due to gravity.
W= Total weight of the vehicle.
H=Height of center of the gravity.
L= Length of the wheel base.

Deceleration of the vehicle is α.We planned to use disc brake in rear fix
wheel. Initially
we thought of using bush in rear but problem with bush brake is of locking
.For achieving the condition for locking at once on the application of brake
paddle,

STEERING SYSTEM

After a comparative study on

different steering which are
available in the market it
was found that the best
suitable steering for our
vehicle is central roller and
rack. Table 6 shows results
of our study on steering.

1 – steering wheel
2 – steering rod
3 –rack
4 –tie rod
5 –wheel clamp
Steering comparision

Central roller and rack.

• Turning radius –8feet.
• No. of teeth on the Rack bar =36
• Length of rack = 144mm
•The ratio of the rack and pinion = 12:1
• The axial pitch of the Rack bar = 6 mm
• Steering ratio –7.8:1
• No.of universal joints
in column = 2
• Column inclination
from horizontal-45
degree
• Removable steering
wheel assembly for the
ease of driver exit in
time specified as per
the rulebook.

Central roller
and rack.

• No. of the tie rods = 2.

While designing the steering system the constraints that we possessed

were centre alignment of steering system, track width, human effort at the
steering wheel and the
desired response of the steering system.

Apart from deciding the steering ratio we have not been able to design the
linkages, tie rods etc as presently we do not have the gear box of steering.

SUSPENSIONS

Suspension is the term given to the system of springs, shock absorbers

and linkages that connects a vehicle to its wheels. The suspension
systems not only help in the proper functioning of the car's handling and
braking, but also keep vehicle occupants comfortable and make your drive
smooth and pleasant. It also protects the vehicle from wear and tear.This
year we are going to use equal wishbone suspension in both front and rear
because of the following reasons:

Double wishbone designs allow the us to carefully control the motion of

the wheel throughout suspension travel, controlling such parameters as
camber angle, caster angle, toe pattern, scrub radius more
* In a double wishbone suspension it is fairly easy to work out the effect of
moving each joint, so you can tune the kinematics of the suspension easily
and optimize wheel motion
*Double wishbones are usually considered to have superior dynamic
characteristics, load handling capability and are still found on higher
performance vehicles .Spring Design started with some arbitrary
parameters within the Constraints: Weight, ground clearance required
and space limitations
Now according to designfor rear wheel drive 40% of the total weight will
be distributed at the front portion and the remaining 60% of the weight
will be at the back or rear
end.From the above estimated weight we find that weight distribution at
one side of front end will be approximately 70 kg and at one side of rear
end will be approximately 105 kg.
So, all the calculations will be done taking this weight distribution only.

FRONT SUSPENSION

The spring damper would be placed at the centre of the upper wishboneas
shown in the figure .
Taking ground clearance to be around 8 inches and load of 70 kg on each
tire. Thus static load on each spring would be 140kg as spring is mounted
at the centre of the wishbone.

Front spring design specification of our vehicle is shown in the table

REAR SUSPENSION

Here also the constraints were

ground clearance 8 inches, vehicle
weight 110 kg on each tire and
movement of transmission shaft as
shown in figure 7;
full angle being 15 degree, full
jounce 3 degree and full rebound
12 degree In here, we keep the
mounting point of the spring on
the upper wishbone and at its end.
The rear suspension system is as shown in figure .

HUB DESIGN

The hub assembly has a very important contribution towards vehicle’s

weight. So to achieve our main objective of reducing the overall weight of
our vehicle we have to reduce the weight of wheel assembly. We have a
detailed study of previous year’s wheel assembly.It was made up of mild
steel that why weight of the assembly isextremely heavy.

This year we have decided to use aluminium alloy for the manufacture of
our hub .we are also using some standard part such as disc, spline cut alto
shaft etc to reduce the cost of our hub assembly. Wight of this year hub
assembly is about 3kgs and 400gms which is 4 times less than previous
year
CONCLUSION

As discussed earlier, our approach is to design for the worst and still
optimize so that we avoid over designing. This would help us to reduce the
cost. The approach that we followed is iterative in nature and processes
like reverse engineering are adopted in order to select various systems
from the ones, existing in the market. This step would ensure
standardization and reliability would follow as a by part. Our top priority
would always be the safety of the driver and working in this direction, we
will strive to add aesthetic value and a sense of ergonomics to the vehicle.