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Instituto Politcnico Nacional
Escuela Superior de Ingeniera Mecnica y

Elctrica
Unidad Azcapotzalco
INGENIERA MECNICA
Tesis
Diseo y anlisis de una estructura
tubular para un vehculo de carreras
todo terreno
Que para obtener el grado de
Ingeniero Mecnico
Presenta
Gmiz Prez Alberto Boanerges
Asesores
Dra. Guadalupe Juliana Gutirrez Paredes
Ing. Hilario Bautista Morales
INSTITUTO POLITCNICO NACIONAL

ESCUELA SUPERIOR DE INGENIERA MECNICA Y ELCTRICA
UNIDAD AZCAPOTZALCO
TESIS Y EXAMEN ORAL
QUE PARA OBTENER EL TTULO DE
INGENIERO MECNICO
DEBER DESARROLLAR
EL C.: GMIZ PREZ ALBERTO BOANERGES
"DISEO Y ANLISIS DE UNA ESTRUCTURA TUBULAR PARA UN VEHCULO DE

CARRERAS TODO TERRENO"
El presente proyecto es una propuesta original, que se enfoca al desarrollo de una estructura
tubular para un vehculo todo terreno, empleando la tecnologa disponible y los conocimientos
adquiridos en la carrera de ingeniera mecnica: seleccin del material, diseo del chasis y la
simulacin de este mediante el mtodo del elemento finito. En esta simulacin, se pueden inducir
condiciones especficas de prueba, como por ejemplo:
Cargas estticas, resistencia a la torsin, resistencia al impacto, deformacin a una frenada, etc. De
los resultados obtenidos del diseo y anlisis se determino la viabilidad de construccin y resistencia
de la estructura para el desempeo del vehculo todo terreno.
EL TEMA COMPRENDER LOS SIGUIENTES PUNTOS:
1.
2.
3.
4.
5.
Antecedentes
Diseo de la estructura
Clculos estructurales de chasis
Anlisis del chasis en elemento finito
Resultados, discusin y conclusiones
Mxico, D.F. a 03 de Febrero del 2011.
ASESOR
ASESOR
DRA. GUADAH/PE JULIANA GUTIRREZ
ING./HILARIO BAUTISTA
Vo.Bo.
EL DIRECTOR
7EL ALEJANDRO MERCHAN CRUZ

NOTA^Tdebera utilizar el
/201C
P.S. 04EAMC/AAC
irracional de Unidades.
Departamento tfs Trayectorias

y Servicios Acadmicos
INSTITUTOPOLITECNICONACIONAL
ESCUELASUPERIORDEINGENIERAMECNICAYELCTRICA
UNIDADAZCAPOTZALCO
AGRADECIMIENTOS
Agradezco a Dios por permitirme el llegar a este mundo y por estar siempre que lo
necesito, en ti he encontrado consuelo y aliento cuando he estado al borde de
caer abatido. Dios mo. Gracias por protegerme, por ampararme y por permitirme
concluir mis estudios.
A mi madre: Graciela Matilde Gmiz Prez. A ti mujer maravillosa te quiero
agradecer por darme la vida, por no dejarme caer en la perdicin y protegerme;
mam te agradezco el me hayas soportado todas las ausencias, desveladas y
crisis neurticas que me ocasiono mi carrera. Te agradezco el me apoyaras para
llegar hasta aqu, te agradezco todo esto y mucho ms mami querida. S que no
me entiendes en muchas ocasiones con mis experimentos, mis herramientas, mis
libros raros llenos de ecuaciones kilomtricas y que no soportas que la casa
parezca deshuesadero. Mam. Te agradezco el me apoyes de manera
incondicional para perseguir mis sueos aunque muchos de ellos sean unas
completas locuras. Mam te Amo hoy te lo demuestro con esta tesis, fruto de 4
aos y medio (bueno, un poquito ms) de esfuerzo. Mamita. Gracias por darme
la vida. Muchas gracias por traerme al mundo, por ser una mujer excepcional y ser
la ms hermosa, te adoro mami, perdname, pero desgraciadamente, como
sucede en la caricatura de Dilbert, Naci con el Don, esa extraa enfermedad,
que provoca una gran anti socialidad en conjunto de una gran intuicin para los
asuntos referentes a la mecnica. Mami, tu esfuerzo ha dado un fruto, un ttulo de
Ingeniero que mas que llevar mi nombre, debe llevar el tuyo. Por todas las razones
que he mencionado. Gracias Mam, y es aqu, en mi tesis, yo te pido PERDON, si
alguna vez peque de ser incorrecto, mam perdname si he cometido errores,
muchas veces no se en donde traigo la cabeza, a pesar de todos mis defectos yo
te amo madre ma.
A mi abuela: Graciela Prez Tinajero. Por cuidarme de nio, y ser mi mam
grande, abuelita, aunque no ests presente aqu conmigo s que me ests dando
tu bendicin como todos los das antes de salir de casa. Te quiero abuelita.
Agradezco tu paciencia. Tu preocupacin de no dejarme ir sin comer a clases.
Abuelita siempre te tengo en mente. Este triunfo tambin es tuyo, aunque esa
jaula de oro en la que vives no te permita estar conmigo. Siempre lo estas. Por
que se que eres una santa que me protege en su manto desde donde est.
A mi To. Gabriel Honorio Gmiz Prez. En esta ocasin, la neurosis que padezco
ha culminado, me disculpo de las rachas de gritos y patadas cuando no me
dejabas concentrarme, este ttulo, va a permitir que los nios (tachito, Julian, Lupe,
GmizPrezAlbertoBoanerges
UNIDADAZCAPOTZALCO
Guerrero y Chente) ya puedan ser reparados como se debe. Agradezco tu apoyo

en mi trabajo de tesis y en mi formacin acadmica, ya lo logramos.
A mi maestra Linda: Dra. Juliana Gutirrez Paredes. Agradezco tu sabidura, tu
paciencia, bondad y nobleza. Cuando nadie confiaba en m. T me tendiste una
mano amiga que me ayudo a no dejar la escuela. T me enseaste que no debo
de dejarme vencer, que no debo de ser soberbio y ego centrista. Maestra July yo
te agradezco todos tus detalles, tus atenciones, tus consejos. tus lecciones de vida
me ayudaron a ser un alumno responsable y a no quedarme atrs, a superarme.
Gracias por todo. Y esta es la primera vamos por las otras tu sabes bien a
que me refiero. Te quiero July:--SIEMPRE ESTARE JUNTO A TI CUANDO ME
REQUIERAS-A mi Profesor: Dr. Felipe Hernndez Santiago. Doc., muchas gracias por ser, ms
que un maestro, un amigo que siempre estuvo dndome su apoyo, un amigo que
nunca me dejo solo y me apoyo en todo, Doc. Le agradezco todas sus atenciones
y su amistad. Sobre todo, le agradezco sus palabras de aliento cuando estaba al
borde de la derrota. Gracias por todo Doc. Santiago.
A mi Profesor: Dr. Gabriel Plasencia Barrera. Le agradezco el acercarme a la
investigacin al darme a conocer el Programa Institucional de Formacin de
Investigadores. Por aconsejarme en mis situaciones acadmicas y por sus
valiosas lecciones, que se, me han ayudado a progresar y a convertirme en un
buen profesionista. Dr. Yo le respeto mucho y siempre tendr mi gratitud.
A mi Profesora: M en C. Blanca Elizabeth Lpez Silva. Maestra le agradezco el me
guiara durante mi formacin de nivel medio superior. Por tenderme una mano
amiga que nunca me neg una leccin, una asesora o ms... nunca me neg un
consejo o una palmada en la espalda cuando el agua estaba llegndome al cuello.
Y por inculcarme el gran valor de la Excelencia; Maestra, ya estoy cumpliendo mi
promesa. Tal vez... en un futuro no muy lejano tambin pueda tener un Hermoso
Camaro como el de Ud .Agradezco tambin todo el apoyo que me ha brindado, ya
que en Ud. S que no solo est mi maestra Elizabeth, Tambin esta una gran
amiga. Te Quiero mucho Elizabeth
A mis Amigos Ing. Hilario Bautista Morales, Ing. Salomn Peralta Lpez y Prof.
Daniel Macas Trejo. Nunca me dejaron a mi suerte, me ayudaron a enfrentar los
problemas con valentia, me han apoyado y me integraron a ISISA, donde he
podido poner a prueba mis conocimientos, Gracias por todo amigos mos, Hilario;
tu apoyo fue de mucha ayuda para no dejarme caer en ese momento difcil que
viv. Gracias Amigo.
UNIDADAZCAPOTZALCO
A mi Amigo Azael Trujano Galicia (Manito). Azael, amigo mo, tu apoyo y amistad
me ayudaron a superar las adversidades, yo siempre te voy a agradecer, bien
sabes a que me refiero.
A mis Amigos: M en C.Marisol Rojas Jurez en C.Mariana Francisco Torres,Ing.
Manuel Pia Covarruvias (birrias) e Ing. Mauricio Garca Espinosa (Wero).Ustedes
me hicieron soar con el momento de mi Examen profesional, con pensar: #$%&/
yo quiero estar ah defendiendo una tesis .Gracias por todo.
A mis amigos. Ing. Maya Gonzlez, Ing. Maximino Rodriguez, Ing.Arturo Martnez
e Ing. David Esquivel. Este trabajo no habra sido posible sin ustedes, su amistad
y el permitirme colaborar con ustedes ha llevado a este trabajo, cada uno es
importante, Maya, t me enseaste a superrmela ver mas alla,al igual que el
buen Max, ustedes siempre me permitieron opinar en el proyecto, aunque yo solo
fuera un principiante, su apoyo fue muy valioso para este trabajo, Arturo, a ti te
agradezco el que me ensearas a NO TEMER, a enfrentar el reto, y que no debo
de dejar que nadie quiera pasar por encima de mi dignidad, a que siempre hay
una posibilidad de sobre salir, David, yo agradezco tu amistad y tu valioso apoyo.
Amigos de SAE, yo tengo un inmenso agradecimiento para con ustedes. Gracias
por todo.
A mis compaeros y amigos. Omar Rodrguez(el Chaparrito),a la banda
Borracha (Gallo,Pancho,Chistes,Alfred,Merry,Patachin,Tanis,Luis)cloacas(too)
y mis amigos de la generacin, ya ven, no me olvido de ustedes, siempre
estuvieron ah. Agradezco todos los detalles, las copias, los apuntes. Y el ser
compaeros de trinchera en esa gran batalla que hoy llega su cumbre.
A la Srita. Karina Correa Cazares. S que tal vez suene raro el que te mencione
en los agradecimientos. Pero Te agradezco el me hayas enseado a tener auto
confianza.
A mi amigo Hugo Cazares Jimnez Man. Gracias por compartir tu amistad, tu
apoyo.no soy muy bueno para esto. Pero man. Eres como mi hermano, Tu y la
pandilla siempre tratamos de ayudarnos para salir adelante. Gracias por
apoyarme en todo Carnal.
A mi Prof. Ral Chvez Sahagn Maestro Ral. Te agradezco el me hayas
ayudado a convertirme en una persona con valores. Tus enseanzas, tus
consejos. No solo me ayudaron a ser un buen mecnico ajustador de banco me
ayudaron a crecer como persona. Maestro. Te agradezco tu sabidura y consejos.
UNIDADAZCAPOTZALCO
A mi Profesor Carlos Ruiz Palacios (To Carlitos). Te agradezco el me ayudaras a

aprender a ser responsable y cumplido, por inculcarme el amor a la Innovacin. Y
por ensearme que Por qu lo imaginas pachuco?... Hazlo!!
A mis amigos Jaime Velzquez Galicia y Capitn Carlos Gero Pichardo. Su
visin del auto antiguo me llevo a buscar la innovacin y aplicar los conocimientos
que adquir a esta hermosa pasin: La restauracin de automviles clsicos.
A mis profesores: Maximiliano Zarco, Francisco Berdeja, Alejandro Monroy, Mario
Tovar, Alfredo Loaiza, Arturo vila Rincn, Rosa Mara Polanco, Sergio Prez
Alonso, Nelly Vargas, Sonia Gonzlez Amor Jimnez, Josu Solis, Arturo
Gonzlez y Guillermo Jurado del Cecyt 8. Con ustedes adquir gran conocimiento
que siempre me ha sido til, aprend a ser un alumno cumplido y agradezco su
valioso apoyo.
Debo de hacer mencin especial a mis profesores de la ESIME, a quienes
agradezco su paciencia y aguante al soportarme 4 aos y medio
Lic. Margarita Alba Gonzlez (q.e.p.d.). Donde quiera que se encuentre. Maestra,
puede estar tranquila. Las faltas de ortografa en esta Tesis no sern problema.
Dios le tenga en su santa gloria.
Ing. Rafael lvarez Marn.- Maestro Gracias por ayudarme a aprender. Por
compartir tanto conmigo. Sobre todo a conocer mejor a la electricidad, pero sobre
todo, el inculcarme el valor de la excelencia academica.Gracias por todo.
Ing. Arturo Ordaz. Maestro A Ud. le agradezco sus consejos y los nimos que me
dio, aunque tal vez no fui tan brillante como Ud. Esperaba. Gracias por
ensearme, por compartir sus experiencias. Gracias maestro. S muy bien, que
No hay machotes, solo son conceptos
M en C. Salvador Rubn Ayala. Maestro. Gracias por confiar en mi, por compartir
conmigo su saber en la hermosa ciencia de materiales permitindome sus libros,
adems de darme su apoyo y amistad. Gracias.
Prof. Miguel ngel Tenorio, Prof. Diego Sosa, Prof. Joanna Martnez e Ing.
Armando Rodrguez Mena. Su Pasin por la cultura y el saber me inculcaron de
una mejor manera el aspecto humanstico y cultural de la ingeniera, Gracias por
todo!
Ing. Luis Antonio Roa. Maestro. Yo le agradezco su paciencia, su confianza.
Maestros como Ud. Nos hacen Falta en las Aulas. Con amor y conviccin por la
UNIDADAZCAPOTZALCO
enseanza, agradezco su tolerancia conmigo cuando preguntaba cuestiones

confusas y en algunos casos sin sentido
Ing. Juan Manuel Len Estrada. Gracias por compartir su conocimiento conmigo,
aunque me haya demostrado que con aunque sacara 10 en el tercer
departamental no pasaba
Lic. Cesar Cruz Cervantes y Lic. Ma.de Jess Granados Salas. Gracias por todo
su apoyo, por darme nimos cuando vea interminables los trabajos y los
exmenes. Maestros les agradezco su amistad.
Ing. No Garca Lira (Vice).-Maestro Gracias por ayudarme y permitirme el
conocer mejor la mecnica de slidos, agradezco el que haya sido tolerante
conmigo. Profesores como Ud. Enaltecen a nuestra alma mater.
Ing. Anselmo Aguirre Senz (Deca).- Profesor, aqu estn los frutos del A ver,
psale a hacer tu ridculo, o de la hora de comenzar el show (clase de
termodinmica I), ya cumpl la meta.
Ing. Alejandro Lazo. Su gua y sus consejos me han permitido llegar a este punto,
agradezco su saber y el compartir toda su experiencia conmigo, tenga por seguro
que no le defraudare.
Ing. Alfonso Hernndez Ziga e Ing. Luis Benhumea Ocadiz.Muchas gracias por
compartir su conocimiento del rea trmica, ahora, mis cochecitos andan como
cohetes ya que las materias que ustedes me impartieron me han enseado a ver
los motores con otra perspectiva: La ingenieril. Muchas Gracias Maestros.
Ing. Jos Manuel Berriel Vargas. Le agradezco el haberme enseado a conocer
ms profesionalmente la estructura de un proyecto y a comprender que cuando
uno disea, las factores tienen una razn de ser, al menos me quedo siempre bien
claro que mis objetivos siempre deben de ser bien estructurados y factibles.
Ing. Luis Castillo Olivares. jefe, Ya he llegado a la meta, agradezco su motivacin
y todo el apoyo que me dio desde el segundo semestre, ahora, ya he concluido.
Gracias maestro. Por su dedicacin y su amistad.
A la ESIME Azcapotzalco y a su personal (administrativo, docente y de apoyo a
docencia) toda su paciencia, tiempo y apoyo, ya que en ustedes siempre encontr
una sonrisa cuando tuve la necesidad de realizar un trmite o solucionar alguna
cuestin de ndole acadmico. muchas gracias.
UNIDADAZCAPOTZALCO
Agradezco tambin a mi alma mater: El Instituto Politcnico Nacional y a la ESIME

Unidad Azcapotzalco, por permitirme ser uno ms de los afortunados que ingresan
a sus aulas llenas de conocimiento. Gracias!
As mismo. Hago una mencin especial a mi amigo Omar Garrido, fallecido en el
mes diciembre, Ing. de gran profesionalismo y dedicacin. Modelo a seguir en su
tica y el desempeo de la noble labor del ingeniero. Agradezco el me permitieras
aprender un poquito de ti, al igual que a ti amigo Roberto, Gracias por permitirme
el colaborar con ustedes y conocer ms de cmo es el desempeo de un
ingeniero en la Industria Automotriz
Pido una Disculpa, si llegue a olvidar a alguien, tanta gente buena he encontrado
en mi camino, yo deseara el poder agradecer a todos y cada uno, pero no sera
una tesis, seria Volumen 1 Agradecimientos y Volumen 2 Tesis, si olvide a
alguien, no es porque no quiera mencionarlo
Y a algunos que no debera mencionar.
Profra.Norma Jimnez Garca. Aunque no lo crea, le agradezco el me haya
enseado a ver en que NO DEBO CONVERTIRME, con Ud. Aprend que el
favoritismo en el aula NO ES BENEFICO Y ES DESTRUCTIVO CON LOS
ALUMNOS,ADEMAS, ENTENDI QUE EN UN AULA, LA DIVERSIDAD DE
IDEOLOGIAS ES VALIDA, LO QUE NO ES VALIDO ES DISCRIMAR A LOS
ESTUDIANTES POR SUS IDEAS. LE AGRADEZCO QUE HAYA SIDO UNA
EXCELENTE PROFESORA CONMIGO, SI ES QUE A SUS VENGANZAS,
SARCASMOS Y MALAS VOLUNTADES, SE LE PUEDEN LLAMAR
ENSEANZAS. EL PROFESOR DEBE DE SER UN GUIA PARA EL
ESTUDIANTE, NO DEBE DE SER UN VERDUGO Y MUCHO MENOS,
ETIQUETAR A LOS ALUMNOS CON CALIFICATIVOS COMO MALETA O
TORPE,DICEN QUE EL DIBUJO ES EL LENGUAJE UNIVERSAL MISMO QUE
ME PARECE UD. NO ENTIENDE.
Prof. Jos de Jess Almanza. Maestro. Te agradezco el haberme integrado mas a
la comunidad politcnica, lo que te reprocho es que no me enseaste nada en tus
clases, que solo te pasabas hablando de los compaeros, igualmente, te reprocho
el que nunca te dirigieras de manera respetuosa a las profesoras.

A2

ndice Temtico.
Resumen
Objetivo General
Justificacin
Introduccin
Estructura del Presente Trabajo
Metodologa
Algoritmo de Diseo Para un Chass Tubular
10
Capitulo 1: Antecedentes
1.- Antecedentes.
12
1.1 .-La estructura bsica

1.2 .-La Carrocera y el Chasis
1.2.1 El Chasis
1.3 .-Comportamiento del Chasis
1.4 .-Mtodo de elemento finito
1.4.1 Aspectos Histricos del MEF
13
16
17
19
20
21
Capitulo 2: El Diseo de la Estructura.

2.-Diseo Propuesto del Chasis
23
2.1.- Localizacin del centro de gravedad
23
2.2.- Obtencin del centroide del Chasis.
25
2.3.- Propiedades del Material
27
2.3.1 Seleccin del Material
27
Capitulo 3: Clculos y Anlisis Estructurales del Chasis

3.-Calculos
30
3.1.- Clculos Estticos
30

A2

3.2.- Consideraciones
35
Capitulo 4:Analisis del Chasis en Elemento Finito

4.- Anlisis Realizados por el Mtodo del Elemento Finito
41
4.1.- Consideraciones importantes
41
4.2.- Pre procesamiento y Pos procesamiento
42
4.2.1.- Formulacin de desplazamiento (generacin de la malla)
43
4.2.2.-Discretizacin del Dominio en Elementos
46
4.2.3.-Sistema de Unidades
47
4.3.-Analisis del chasis en elemento finito
48
4.3.1.- Pre proceso
48
4.4.-Condiciones de Frontera
51
4.5.-Teora de falla de Von Mises
54
Capitulo 5:Resultados y Discusin

5.1.- Anlisis Esttico
56
5.2.-Analiss de Arranque
60
5.3.-Analiss de Frenado
65
Conclusiones.
Conclusiones
71
Oportunidades para Nuevos Desarrollos
73
Bibliografa
Bibliografa
75
Apndice 1.- Reglamento Baja SAE para el

Diseo del Chass o Jaula Anti Vuelco
78
Apndice 2.-Reglamento de la Competencia Baja SAE
91

A2

Apendice 3.-Criterios para la seleccin del Material
156
Apendice 4.- Planos Generales de la Estructura del Vehculo
161

A2

ndice de Figuras
Figura 1.1. Secciones transversales para los miembros transversales y
longitudinales
10
Figura 1.2. Marco Super Snipe, todos los miembros son de acero.
11
Figura 1.3. Chass y Carrocera.
13
Figura 1.4. Chasis tubular como refuerzo del vehculo.
15
Figura 2.1. Ubicacin del centro de gravedad
22
Figura 2.2. Ubicacin del centroide
23
Figura 2.3. Comparacin de la ubicacin del centroide y el centro de gravedad 24

Figura 3.1. Cuadro que muestra la posicin soportes del motor
28
Figura 3.2. Diagrama de esfuerzo cortante y momento flector.
29
Figura 3.3. Consideraciones para el clculo de las vigas del chasis.
31
Figura 3.4. Diagrama de cortantes y momentos para elementos

De la suspensin
33
Figura 3.5. Diagrama de cortantes y momentos del perfil del motor.
35
Figura 4.1. Divisin del dominio en subdominio (elementos).
40
Figura 4.2. Algunos tipos de elementos (1D, 2D y 3D).
41
Figura 4.3. Eleccin del elemento a analizar en ANSYS.
45
Figura 4.4. Eleccin del comportamiento del material
46
Figura 4.5. Condiciones de frontera o grados de libertad.
48
Figura 4.6. Chasis mallado y lugar donde se aplican las cargas
49
Figura 5.1. Deformacin mxima para el anlisis esttico.
54
Figura 5.2.. Esfuerzo de Von Mises para el anlisis esttico
55
Figura 5.3. Detalle del esfuerzo mximo de Von Mises.
56

A2

Figura 5.4. Detalle de la aplicacin de las fuerzas de inercia.
58
Figura 5.5. Deformacin mxima en el anlisis de arranque
59
Figura 5.6. Esfuerzo de Von Mises para el anlisis de arranque.
60
Figura 5.7. Fuerzas de frenado (posicin del conductor).
63
Figura 5.8. Fuerzas de frenado (posicin del motor).
63
Figura 5.9. Deformacin mxima del anlisis de frenado
64
Figura 5.10. Vista lateral de la deformacin en el anlisis de frenado.
65
Figura 5.11. Esfuerzo de Von Mises para el anlisis de frenado.
65

A2

ndice de Tablas.
Tabla 2.1. Localizacin del centro de gravedad
19
Tabla 2.2 Propiedadesde Materiales Candidatos
27
Tabla 2.3. Propiedades mecnicas del acero AISI 1018
28
Tabla 2.4. Pesos de los componentes considerados en el anlisis
28
Tabla 4.1. Sistema de unidades en el programa.
44
Tabla 4.2. Tamao del material.
47
Tabla 4.3. Grados de libertad de la estructura-
49
Tabla 5.1. Cargas consideradas en el anlisis esttico.
53
Tabla 5.2. Fuerzas que actan rompiendo la inercia.
59
Tabla 5.3. Fuerzas utilizadas en el anlisis de frenado.
62
Tabla 6.1. Resultados de los anlisis en ANSYS
68

UNIDADAZCAPOTZALCO
RESUMEN
El proyecto estudiantil BAJA dentro del Captulo
SAE (Society of
Automotive Engineers) de la Escuela Superior de Ingeniera Mecnica y Elctrica

(ESIME) de la Unidad Azcapotzalco, ha llevado a cabo la construccin de
estructuras tubulares para el chasis de un automvil todo terreno.
Baja SAE es una competencia intercolegial de diseo automotriz para

estudiantes de ingeniera mecnica, organizada por la Sociedad de Ingenieros
Automotrices. Se origin en la Universidad del Sur de Carolina en 1976 y desde
entonces este evento ha crecido, convirtindose en la contienda de diseo
automotriz estudiantil ms importante de Estados Unidos patrocinado por esta
organizacin.
En Mxico, las competencias de SAE iniciaron desde hace 12 aos. Esta

competencia nace con el objetivo de ofrecer una oportunidad para las
universidades nacionales de poner a prueba sus prototipos y prepararse para las
competencias internacionales.
Los estudiantes de las diversas universidades participantes tienen la
oportunidad de disear, construir y probar un vehculo todo terreno, que deber
resistir a varias pruebas a lo largo de las competencias.
Al llevar a cabo el desarrollo del vehculo todo terreno, especficamente la
estructura o chasis, se observ la carente existencia de informacin acerca de
cmo disear ingenierilmente un chasis, para esta aplicacin y de cmo analizar
su desempeo y determinar su resistencia a las condiciones a las que ser
sometido. La competencia BAJA SAE no tiene solo como objetivo el disear y
construir un vehculo todo terreno, sino tambin el de aplicar los conocimientos
Pgina1
UNIDADAZCAPOTZALCO
adquiridos durante la carrera de ingeniera mecnica. Otra razn por la cual se

eligi este proyecto es por la intencin de generar y cimentar bases ms slidas
para futuros prototipos y despertar en ms estudiantes el inters por el desarrollo
de vehculos todo terreno. El mtodo de anlisis que se ha empleado en el
proyecto es Mtodo del Elemento Finito (FEM), el cual que es una herramienta
de modelado y simulacin de gran potencial y amplia aplicacin en la solucin de
problemas de ingeniera en diversos campos.
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OBJETIVO GENERAL
El objetivo fundamental de este proyecto es: disear y realizar un anlisis
integral de una estructura tubular (chasis), siguiendo los preceptos de la
reglamentacin de la Sociedad de Ingenieros Automotrices (SAE) para vehculos
monoplazas todo terreno, utilizando el mtodo del elemento finito, para el anlisis
de esfuerzos y deformaciones de la estructura y con ello obtener un chasis lo
ms ligero y resistente posible.
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JUSTIFICACIN
El desarrollo de la industria automotriz en la actualidad es notable y de gran
avance a nivel mundial, nuestro pas, debido a varias circunstancias se ha
alejado de esta rea de disciplina y se ha convertido en un pas maquilador.
En la actualidad, las herramientas para el diseo de vehculos van ms all del
restirador o los instrumentos de trazo, las tecnologas computacionales
enfocadas al anlisis han tomado un papel vital en el trabajo de ingeniera, ya
que mediante ellas, se puede conocer mejor cmo se comporta un material,
como responder este ante condiciones de esfuerzo o de carga y determinar si la
aplicacin del material o el diseo del componente es ptimo para la aplicacin a
la que se encuentra destinado, e igualmente, la deformacin de la estructura en
caso de un impacto o colisin.
El capitulo Baja SAE, se enfoca a la participacin de los estudiantes de ingeniera
a un proyecto de diseo, con la finalidad de lograr un acercamiento con la
industria automotriz, en este proyecto, el objetivo es el desarrollo de un vehculo
todo terreno para competencias a nivel colegial, apegndose siempre a una
reglamentacin y una serie de normas establecidas para el desarrollo del
prototipo; en este proyecto, un equipo de estudiantes, asesorados por un
profesor (Faculty Advisor) disean un vehculo, realizan pruebas en l y
comprueban sus resultados en competencias inter colegiales, mismas, que en un
inicio son de ndole local, conforme se avanza en el evento, cumpliendo con los
requisitos de puntuacin y resistencia, se convierten en competencias de ndole
internacional.
Como se menciona anteriormente y en el ttulo del presente trabajo, se ha hecho
uso de herramientas computacionales para el diseo del vehculo, estas
herramientas de forma adicional a lo mencionado en prrafos anteriores,
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permiten analizar cambios en la estructura del diseo, lo que es de importancia

en aspectos como el tiempo y el costo de fabricacin del prototipo.
Estos proyectos buscan que el estudiante de ingeniera tenga la visin de disear
y no solo de maquilar, aunque este aspecto es de relevancia, ya que el vehculo
se fabrica por los estudiantes aplicando los conocimientos adquiridos en las
asignaturas pertinentes al rea de ingeniera.
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INTRODUCCION
El presente trabajo se centra en el diseo de la estructura para un automvil de
competencia de una ndole especial usado para fines de recreacin, competencia
y en algunos casos de exploracin. Su diseo es destinado al uso dentro o fuera
del camino y para resistencia en terrenos agrestes. Es similar en varios aspectos
y caractersticas con cuatrimotos del tipo ATV, con la gran excepcin de que el
presente vehculo ofrece mayores caractersticas de seguridad en caso de una
volcadura, adems de ser de un tamao y peso menores que el tipo de vehculo
citado.de forma adicional a las caractersticas mencionadas, el vehculo deber
contar con facilidad en su transporte, el mantenimiento del mismo deber de ser
sencillo, contar con un manejo gil y el material empleado en su construccin
debe poseer propiedades de resistencia mecnicas pertinentes para soportar los
ciclos de esfuerzos a los que se encuentre expuesto.
Es de importancia el destacar que la Sociedad de Ingenieros Automotrices
impulsa el mbito competitivo con estos vehculos organizando una serie de
competencias intercolegiales, en las cuales, los vehculos desarrollados por un
equipo de estudiantes y un asesor tcnico se someten a diferentes pruebas,
dentro de las que se distinguen las pruebas de aceleracin, de escalada en
pendiente y de maniobrabilidad, por mencionar algunas de ellas.
El desarrollo de este proyecto se centra en el diseo y construccin de un chass
con caractersticas apropiadas de seguridad, ergonoma, adems de tener un
peso reducido, ya que el uso al que se encuentra destinado es el competitivo.
El chasis presentado, se ha diseado aplicando herramientas computacionales
como el modelado en CAD (Computer Assisted Design), en el cual se modelo la
estructura del vehculo y el conjunto de elementos que la conforman, este diseo,
fue sometido a simulacin mediante el mtodo del elemento finito (MEF),
mediante el cual, se simularon condiciones de aceleracin y frenado, para
conocer el comportamiento de la estructura bajo ciclos de esfuerzos combinados.
Una vez realizado este proceso, la estructura ser construida bajo los
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lineamientos dictados por el reglamento de la Sociedad de Ingenieros

Automotrices (SAE).
Estructura del presente trabajo.

El presente trabajo se encuentra dividido en 5 captulos, conclusiones y
referencias bibliogrficas, 4 apndices, mismos que se describen a continuacin.
Capitulo 1. Antecedentes. En este captulo se abordan los temas relacionados
con los aspectos histricos del diseo de los chasises de vehculos automotores,
su tipo, su estructura, comportamiento y se abordan tambin los aspectos
histricos del mtodo del elemento finito.
Capitulo 2. El diseo de la estructura. Este captulo aborda la temtica referente
a los clculos de ubicacin del centroide, centro de gravedad y los aspectos de
seleccin del material, como las propiedades mecnicas y de resistencia.
Capitulo 3. Clculos y Anlisis Estructurales del Chasis. En este apartado se
abordara la temtica referente a estudio analtico de la resistencia del chasis
mediante anlisis estructural, se analizaran las reacciones originadas en el
chasis y los esfuerzos generados por cargas estticas.
Capitulo 4. Anlisis del Chasis por el Mtodo del Elemento Finito. En este
captulo se analizara la estructura por medio del mtodo del elemento finito, es
decir empleando herramientas computacionales para el anlisis de esfuerzos y
deformacin.
Capitulo 5. Resultados y Discusin .Este captulo aborda los resultados y
discusin, referentes al anlisis de cargas aplicadas, esfuerzos y deformaciones
generados durante el arranque frenado y permanencia del vehculo en
condiciones estticas, mediante los pictogramas de solucin nodal y de patrn de
deformacin generados por Ansys.
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Conclusiones. En este captulo se abordaran las conclusiones finales de este

trabajo.
Bibliografa. Se presenta un listado de los recursos bibliogrficos empleados, as
como las pginas web visitadas
Apndice
1.Se
presentan
las
consideraciones
reglamentadas
para
la
construccin de la estructura del vehculo de acuerdo con la Sociedad de

Ingenieros Automotrices.
Apndice 2.Se detalla el Reglamento de la Sociedad de ingenieros Automotrices
para la competencia SAE Baja.
Apndice 3.Se aborda la temtica referente al criterio de seleccin del material.
Apndice 4. Se muestran los planos generales de la estructura del vehculo.
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METODOLOGA
Los diseos en contadas veces se someten a esfuerzos del orden del
esfuerzo ltimo. Lo determinante es el punto mximo sin presentar deformacin o
definiendo mejor este trmino: la rigidez. El chasis debe ser rgido para no
padecer de deformaciones notables, debe de absorber energa, para no alterar
las caractersticas de la conduccin.
La construccin de un chasis es el compromiso entre la rigidez, el peso y

el espacio, todo ello teniendo en cuenta su aplicacin y el material seleccionado.
Deben considerarse la resistencia esttica y dinmica, la estabilidad de los
miembros estructurales, la capacidad de soporte de carga de las uniones, la
fabricacin y el montaje.
Para llevar a cabo el desarrollo de este proyecto lo dividiremos
principalmente en tres partes:
Diseo de la estructura por medio de software de diseo (CAD)
Clculos numricos de las reacciones de la estructura para corroborar las
dimensiones del perfil usado para el anlisis.
Anlisis de la propuesta de diseo por medio de herramientas
computacionales usando el mtodo del elemento finito.
Para la segunda parte del desarrollo del proyecto, nos auxiliaremos de un

clculo basado en una viga, para determinar algunos valores que servirn para
insertar datos en el clculo de elemento finito.
Cabe mencionar que este anlisis solamente abarca el diseo del mismo,
no se realizaran investigaciones sobre la construccin y tampoco sobre costos,
ya que en este elemento, al encontrarse involucrada la integridad fsica del
operador, se debe de buscar la mxima resistencia sin importar estos.
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ALGORITMO DE DISEO DE UN CHASIS

TUBULAR
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1. ANTECEDENTES
Un chasis se define como una estructura cuyo propsito es enlazar
rgidamente al puente delantero del vehculo con el eje trasero en conjunto con
los elementos de la suspensin del vehculo y al mismo tiempo ofrecer puntos de
sujecin para los diferentes sistemas auxiliares y dispositivos de funcionamiento
del vehculo, as como de proteger al conductor contra una colisin. Los diseos
en pocas ocasiones son sometidos a tensiones del orden del valor mximo. La
condicin determinante es el punto antes de alcanzar la deformacin o tambin
llamada rigidez. El chasis debe ser rgido para deformarse poco y no alterar las
caractersticas de la conduccin.
La construccin de un chasis es el compromiso entre la rigidez, el peso y
el espacio, tratando de lograr la mxima resistencia y proteccin. Deben
considerarse la resistencia esttica y a la fatiga, la estabilidad de los miembros
estructurales, la capacidad de soporte de carga de las uniones (soldadas,
atornilladas), la fabricacin y el montaje [8].
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1.1 LA ESTRUCTURA BSICA.

Desde finales de la Segunda Guerra Mundial, la mayora de los
automviles tenan marcos separados pero de cierta forma similares, los cuales
eran mucho ms pequeos que los ahora vehculos comerciales. La funcin del
marco es soportar la mayora de los sistemas o subsistemas creando el vehculo
completo (motor, transmisin, suspensin, carrocera, etc.). En la figura 1.1 un
marco tipo escalonado (muy adelantado para su poca)
[2]
es ilustrado, pero ha
sido diseado con miembros laterales diferentes, para mostrar layouts de tipos
distintos. Este lado o principal longitudinal, los miembros seran normalmente
idnticos. En la ilustracin, el miembro estructural A es recto, y por lo tanto de
fcil manufactura, est inclinado desde atrs hasta adelante; en cambio, el
miembro estructural B, est colocado dentro. Por primera instancia la parte
cnica, como se observa en el plano, y en segunda la formacin invertida del
miembro lateral son para dejar libres las ruedas delanteras cuando la direccin
este totalmente girada pero tambin para alojar todo el montaje del impulsor. As
como se ve la elevacin lateral, estos miembros en ambas circunstancias son
invertidos hacia arriba cerca de la parte de atrs para alojar al eje trasero.
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Figura 1.1. Seccio

ones transvversales parra los miem
mbros transvversales y
l
longitudinal
les.
Los miembros
m
tra
ansversales se encue
entran sujettos a esfue
erzos de torrsin
y son aquellos que so
oportan la suspensin
n delantera
a independ
diente. Esto
o es
ad
dicional, ya que la rea
accin de to
orsin que es aplicada por el ca
amino debid
do al
co
ontacto de las llantas con los ba
aches y tra
ansmitido por
p el freno
o de disco o el
fre
eno de ta
ambor en el eje trasero. Adicionalme
A
ente, cargas torsion
nales
co
ompletamen
nte diferenttes aumentan en esto
os miembrros transversales com
mo el
resultado de
e vibracione
es por una
a sola rued
da. Estas vibraciones
v
s, levantan una
a
y la
a esquina trrasera abajo en
essquina fronttal del marcco, deja el lado ms alejado
su
us posicione
es originale
es, esto ca
ausando a los miembrros laterales a retorce
er los
miembros trransversale
es e incid
dentalmente
e a los dems.
d
Re
epentiname
ente,
ambios loca
ales de rigidez deben
n de evitarsse en y ce
erca las uniones entre
e los
ca
miembros tra
ansversaless y lateraless, de lo con
ntrario se experimenta
e
arn proble
emas
de
ebido a falla
as por fatiga
a.
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Entre los ltimoss marcos separados

s
d
diseados
para vehcculos grand
des y
qu
ue adems
s se produ
ujeron en grandes cantidades en Gran Bretaa fu
ue el
S
Super Snip
pe, mostra
ado en la Figura
F
1.2. Esta
E
tena miembros de seccin
n tipo
ca
aja de varia
as seccione
es transverrsales selecccionadas de forma fcil,
f
las cu
uales
po
odan acom
modarse de
ebajo del piso
p
y aseg
gurarse una
as con otra
as. El miem
mbro
fro
ontal cruzad
do es una seccin tipo sombrero
o de muy grandes
g
pro
oporciones,, con
un
na placa cerrada
c
soldada en la
a parte infferior de un
u lado. Essta seccin
n es
jusstamente conveniente
c
e para la unin
u
de so
oportes, su
uperiores e inferiores, que
ca
argan los pivotes
p
de los soporttes de reso
ortes, muelles y amo
ortiguadoress. El
marco tambin tiene ciiertos miem
mbros que forman una cruz, form
mados porr dos
pe
erfiles de seccin
s
C soldadas
s
e las espa
en
aldas una de
d otra. En
n el centro
o, los
lad
dos laterale
es de los miembros
m
qu
ue forman la
l cruz tiene
en una cavvidad por do
onde
pa
asa el eje de transmisiin.
a 1.2. Marcco Super Snipe,

S
todo
os los miem
mbros son de
d acero.
Figura
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1.2. LA CARROCERA Y EL CHASIS.

Todo automvil est dotado de una carrocera independiente o montada
sobre un chasis o bastidor (Figura 1.3). La carrocera encierra al habitculo, al
impulsor junto con sus sistemas de apoyo, como la unidad de control electrnico
(computadora), Instrumentacin, dispositivos elctricos como el sistema de luces,
arranque, encendido y elementos de confort como los asientos o espacios
destinados a carga como la cajuela. Sobre el chasis estn montadas las cuatro
ruedas con su sistema de suspensin (amortiguadores, muelles, resortes, bolsas
de aire), los dispositivos de direccin (caja de direccin, brazo Pitman, brazo
auxiliar, bieletas o terminales, barra central y en algunos casos, el pin, la
cremallera y la carcasa), los soportes para el impulsor, la transmisin, el sistema
de frenos (discos, tambores, cilindros, bomba), y sistemas de apoyo para el
funcionamiento del impulsor como el sistema de enfriamiento o el sistema de
combustible y ventilacin-calefaccin del interior.
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1.2.1.EL CHASIS.
Se emplea principalmente en vehculos de carga, como por ejemplo
camionetas, camiones, autobuses, en algunos vehculos de servicio ligero
(Datsun Bluebird, Chevrolet Monte Carlo, Ford LTD, por mencionar algunos) y
tambin como elemento base en los coches de competicin, como los Car Cross,
Nascar, Panamericanos, Formula SAE y en este caso Baja SAE. Es un marco
metlico conocido como bastidor, sobre el cual se montan todos los
componentes del vehculo.
Figura 1.3. En amarillo el chasis y en azul la carrocera.
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La carrocera se instala sobre el chasis una vez se haya determinado su

aplicacin (camin o autobs, auto o camioneta, o refuerzo de coches de
competicin). La instalacin se efecta apernando o soldando la carrocera al
bastidor, si es apernada se conoce como carrocera independiente. Si es
soldada se conoce como auto portante o Mono Casco.
En los vehculos de competencia los dos grandes tipos de chasis son los
monocasco y los tubulares . En los primeros la diferencia entre chasis y
carrocera es ms difusa si cabe, ya que el chasis forma parte de la carrocera.
Los chasis tubulares son los que ms se emplean como refuerzo de los vehculos
de competicin ya que es ms sencilla su construccin y la determinacin de los
esfuerzos a los que pueda estar sometido. En el presente proyecto se analiza
este ltimo tipo de chasis
[8]
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1.3. COMPORTAMIENTO DEL CHASIS

En cuanto al comportamiento mecnico es necesario mencionar que el
chasis (Figura 1.4) es ms rgido que la carrocera.
Figura 1.4. Chasis tubular como refuerzo del vehculo.
Es Importante, que en el momento de un choque, la carrocera se deforme

todo lo que pueda para absorber la energa de colisin y no transmitir esta a los
pasajeros, igualmente, es importante que el chasis se deforme mnimamente
para no alterar las caractersticas de la conduccin y la proteccin de los
ocupantes.
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1.4. MTODO DE ELEMENTO FINITO

El Mtodo de Elemento Finito (FEM) ha llegado a ser una herramienta
poderosa en la solucin numrica de un amplio rango de problemas de
ingeniera. Las aplicaciones van desde el anlisis por deformacin y esfuerzo de
automviles, aeronaves, edificios y estructuras de puentes hasta el anlisis de
los campos del flujo de calor, de fluidos, magntico, filtraciones y otros problemas
de flujo. Con los avances en la tecnologa de las computadoras y de los sistemas
CAD, pueden modelarse problemas complejos con relativa facilidad. En una
computadora pueden probarse varias configuraciones alternas antes de construir
el primer prototipo [5].
El concepto bsico de este mtodo es el dividir el continuo en un nmero

finito de elementos (de all su nombre), es decir, discretizar el continuo y resolver
sobre cada uno de los elementos las ecuaciones del sistema para despus
ensamblar la solucin total.
Para construir un modelo numrico se define un nmero finito de puntos,

los cuales podrn estar unidos despus por lneas para formar superficies y
slidos y de esta manera la geometra a estudiar. Estos puntos son llamados
nodos, stos se encuentran en las fronteras de los elementos que se generaron
por la discretizacin del continuo, adems son los responsables de mantener la
continuidad al mantener unidos a los elementos. El sistema es ahora un conjunto
de elementos unidos mediante nodos [9].
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1.4.1. ASPECTOS HISTRICOS DEL MEF

Las ideas bsicas del FEM se originaron gracias a los avances en el
anlisis estructural de las aeronaves. En 1941, Hrenikoff present una solucin
de problemas de la elasticidad usando el mtodo de trabajo del marco. En un
artculo publicado en 1943, Courant us interpolacin polinomial por partes sobre
subregiones triangulares para modelar problemas de torsin. Turner y otros
investigadores obtuvieron matrices de rigidez para armaduras, vigas y otros
elementos y presentaron sus hallazgos en 1956. Clough fue el primero en acuar
y emplear el trmino de elemento finito.
En los primeros aos de la dcada de 1960, los ingenieros usaron el

mtodo para obtener soluciones aproximadas en problemas de anlisis de
esfuerzos, flujo de fluidos, transferencia de calor y otras reas. Un libro de
Argyris, publicado en 1955, sobre teoremas de energa y mtodos matriciales
ciment mtodos adicionales en los estudios de elemento finito. El primer libro
sobre elementos finitos por Zienkiewicz y Chung fue publicado en 1967. A finales
de la dcada de 1960 y principios de la siguiente, el anlisis por elemento finito
se aplic a problemas no lineales y de grandes deformaciones. El libro de Oden
sobre continuos no lineales apareci en 1972.
Las bases matemticas y el nombre se fijaron en la dcada de 1970.

Nuevo desarrollo de elementos, estudios de convergencia y otras reas afines
pertenecen a esta categora.
[5]
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2. DISEO PROPUESTO DE CHASIS.

De acuerdo al reglamento de BAJA SAE (Apndice 1), se propone el
diseo del chasis para este vehculo cumpliendo con las especificaciones
tcnicas de seguridad activa y pasiva que se establecen por SAE.
Los datos del chasis se encuentran especificados en el plano de las
pginas siguientes.
2.1. LOCALIZACIN DEL CENTRO DE GRAVEDAD.

Para determinar la estabilidad del vehculo se localiz el centro de
gravedad, se calcul la adherencia, el frenado, la sobrecarga en los ejes
en frenadas.
El centro de gravedad fue calculado con respecto a los ejes
utilizando dos componentes, una horizontal y otra vertical para calcular la
adherencia en pendiente y la estabilidad. Ver Tabla 2.1.
Tabla 2.1. Localizacin del centro de gravedad
Componente horizontal
Componente vertical
Medida
Peso delantero (kg)
Valor
115
Medida
Valor
Peso trasero (kg)
185
Peso delantero con el

vehculo inclinado (kg)
115
Distancia entre ejes (cm)
170
Peso Total ( kg )
300
% Peso eje delantero
38%
%Peso eje trasero
62%
Altura del Centro de

Gravedad
respecto al suelo (cm)
31.75
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Centro de gravedad
Figura 2.1. Ubicacin del centro de gravedad

Como se puede apreciar en la Figura 2.1, el centro de gravedad se halla
localizado a la altura del suelo, determinando con ello, que el chasis diseado
tendr estabilidad adecuada al ingresar en las curvas con velocidad.
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2.2. OBTENCIN DEL CENTROIDE EN EL CHASIS.

La mecnica de materiales demanda que es de gran importancia el
estudio de las cargas interiores y exteriores en un cuerpo. En la obtencin del
centroide se trata de distribuir todas las cargas que producen una fuerza
resultante teniendo una magnitud igual a la carga sometida y teniendo una
localizacin que pasa por el centroide del rea o reas a estudiar. Observar en
la Figura 2.2. la ubicacin del centroide.
946.74
483.38
351.66
Donde:
X = Promedio de las distancias en el eje X.
Y = Promedio de las distancias en el eje Y.
Z = Promedio de las distancias en el eje Z.
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Centroide
Figura 2.2. Ubicacin del centroide

El centroide se encuentra ligeramente inclinado hacia un lado, por el
posicionamiento de los tubos transversales que se colocaron de acuerdo al
Reglamento de Baja SAE. La Figura 2.3 muestra una comparacin de la
ubicacin del centroide y del centro de gravedad.
Centroide
Centro de
gravedad
Figura 2.3. Comparacin de la ubicacin del centroide y el centro de gravedad
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2.3. PROPIEDADES DEL MATERIAL.

Es importante el realizar la consideracin de las propiedades del material a
utilizar, ya que este nos dar el criterio del peso total de la estructura, as como
su resistencia a la deformacin o falla, propiedades como la densidad, el modulo
de elasticidad y las propiedades de resistencia a esfuerzos son puntos clave en
el desarrollo del vehculo.
2.3.1 SELECCIN DEL MATERIAL

El material que se empleara para la construccin del chasis debe de cumplir con
los requisitos establecidos por la Sociedad de Ingenieros Automotrices. Dado que
el vehculo se encuentra destinado para competencia, el peso se convierte en un
factor crucial por lo que debe de ser considerado. El balance apropiado para
satisfacer las necesidades de diseo y reducir el peso de la estructura base del
vehculo es de suma importancia para lograr un diseo satisfactorio. De acuerdo
al reglamento, solo se tiene permitido el uso de aceros en los miembros
estructurales del chasis. Los materiales que cumplen estos requisitos de forma
plena son los aceros AISI 1018,1020, 1026 y 4130.
La seleccin se ha realizado mediante una comparativa entre ellos para
seleccionar el material, tomando como base tres propiedades de ellos: Modulo de
elasticidad, esfuerzo mximo y elongacin mxima a ruptura.
Tabla 2.2 Comparativa de Materiales Candidatos.
Material
AISI
1018
AISI
1020
AISI
1026
AISI
4130
Modulo
de
Young
207x109
N/m2
205 Gpa
Modulo
de
Rigidez
80 GPa
Propiedades Mecnicas
Relacin Resistencia Densidad
de
a
la
Poisson
Fluencia
0.27
240 Mpa
7.87 g/cc
Elongacin
antes de
Ruptura
15%
79 Gpa
0.27
205 Mpa
7.87 g/cc
25%
205 Gpa
80 Gpa
0.27
415 Mpa
7.85 g/cc
15%
205 Gpa
80 Gpa
0.27
435 Mpa
7.85 g/cc
25.5 %
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El material que debe emplearse para fabricar (de acuerdo al reglamento

Baja SAE 2010) la estructura del vehculo es acero AISI 1018, se pueden utilizar
otros materiales cuyas propiedades mecnicas sean iguales a este acero.
Tabla 2.3. Propiedades mecnicas del acero AISI 1018

Mdulo de Young
207x109 N/m2
Mdulo de Rigidez
80 GPa
Relacin de Poisson
0.27
Resistencia de fluencia
240 Mpa
Densidad
7680 kg/m3
Los pesos que se consideran en este anlisis son los siguientes:

Tabla 2.4. Pesos de los componentes considerados en el anlisis
En kg
En
Newton
Motor
30
294.3
Conductor
100
981
Transmisin
40
392.4
Direccin
20
196.2
Chasis
50
490.5
Otros pesos*
60
588.6
* Otros pesos incluye: La pared de fuego, carrocera, batera, extintor, lmina del piso, asiento.
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3. CLCULOS.
Como primer paso el chasis se dise con base al reglamento de Baja
SAE 2011 (Apndice 1).
3.1. CLCULOS ESTTICOS.

Los siguientes clculos se han realizado para determinar s el mdulo de
seccin del tubo que se empleo es apropiado y adecuado para resistir reacciones
estticas.
Para empezar a realizar el siguiente anlisis, se ha decidido partir del
punto donde se soportara el impulsor.
Calculo de los soportes del motor.
70
Las condiciones de operacin del vehculo sern estticas y dinmicas,
dada esa condicin, el diseo de la estructura se ha manejado con un factor de
seguridad de 3, ya que la estructura debe de cumplir con la resistencia suficiente
para proteger al operador.
3
70
(1)
3
210
Esto a su vez debe ser multiplicado por la gravedad.

9.81
210
(2)
9.81
2060.1
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Como puede observarse en la Figura 3.1 el motor se encontrar soportado en

dos apoyos, los cuales se analizarn como vigas, para que en esta forma se
determinen las respectivas cargas de reaccin generadas en estos.
En la siguiente Figura 3.2, se aprecian los diagramas de esfuerzo cortante
y momento flector, resultantes del peso del impulsor.
Figura 3.1. Cuadro que muestra la posicin soportes del motor.
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Figura 3.2. Diagrama de esfuerzo cortante y momento flector.
Se utilizar un perfil comercial para soportar los distintos elementos del

impulsor, el acero estructural ms comn es el acero tipo A36 y tiene una
resistencia de diseo de 248 MPa.
El mdulo de seccin mnima que se requiere para soportar esta carga es

determinado a continuacin.
(3)
(4)
0.831
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Para determinar el valor del modulo de seccin en el manual de

construccin en acero (IMCA) y escoger el perfil que ms se acerque a este
modulo de seccin es necesario convertirlo a cm3.
0.831
Por facilidad de poder colocar el motor, se ha seleccionado un perfil:

32
1"
1
4
5
3"
16
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Calculo del chasis, como viga:
Figura 3.3. Consideraciones para el clculo de las vigas del chasis.
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3.2. CONSIDERACIONES
El chasis est soportado en su totalidad por los apoyos de la suspensin y
de los amortiguadores. Como se observa en la Figura 3.3, se cuentan con 7
apoyos, 5 de las horquillas y 2 de los amortiguadores, pero se tomar como
consideracin que todo el peso ser soportado en los amortiguadores, y de esa
forma se facilita la resolucin de la viga, pero en realidad este peso es repartido
en ms apoyos.
70
90
210
270
70
90

9.81
9.81
3
3
210
270

2060.1
(5)
(6)
(7)
(8)
2648.7
Como podremos apreciar a continuacin, la reaccin en el punto A es mucho

mayor que en el punto B por lo tanto se partir del punto que manifiesta la mayor
reaccin para llevar a cabo el anlisis, y unificar todos los dems puntos a este
valor, debido a que si este es el lugar donde se tendr la mayor carga,el anlisis
de los siguientes puntos no ser representativo dado que la reaccin en estos
tendr una menor magnitud.
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Figura 3.4. Diagrama de cortantes y momentos para elementos de la suspensin.
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5
5
7
7

0 ; 4444.9

0;
7
5
5
7
0...(8)
0.(9)
Para determinar el modulo de seccin mnimo que se requiere para

soportar las cargas en el nodo A, deber ser resuelto el sistema de ecuaciones
anterior, pero solo se tienen 2 ecuaciones y 3 incgnitas as que se efectuarn
ciertas suposiciones para resolverlas.
Se determinara PEA mxima por medio de la reaccin que genera el peso

del motor.
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Figura 3.5. Diagrama de cortantes y momentos del perfil del motor.
Con este valor se obtiene el modulo de seccin necesario para soportar la

carga, el valor de la resistencia que se utilizara es de 240 Mpa, el cual es la
resistencia de diseo del material AISI 1018 que se requiere en la norma como
mnimo.
137.3
240
0.527
0.572
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El perfil que ms se aproxima al valor obtenido anteriormente es:

OC 21 x 2.77 (0.84 x 0.11) con un modulo de seccin de 0.66 cm3.
A continuacin se determina la carga mxima que soporta esta seccin y

se sustituye en las ecuaciones anteriores.
(10)
240
38640
161
0 ; 4444.9
0;
7
5
5
7
39783.57
9561.51
Para determinar el rea mnima que se requiere se utiliza la Mxima, que en
este caso es PCA.
39783.57
240
165.76
1.65
Este valor de rea es empleado para la bsqueda del perfil dentro del
manual IMCA, el cual se determina:
OC=27 x 2.87 (1.05 x 0.113)
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4. ANLISIS REALIZADOS POR EL MTODO

DE ELEMENTO FINITO.
En este Captulo se realiza el anlisis de la estructura por el mtodo del
elemento finito. Se consideraron parmetros de acuerdo al comportamiento del
automvil en condiciones reales como cargas estticas y dinmicas. En las
cargas estticas estn considerados los pesos del conductor, motor, transmisin.
Para el estudio de las cargas dinmicas en cada anlisis se especificarn las
condiciones referentes a estas y sus formas de accin sobre el chass o bastidor.
4.1 CONSIDERACIONES IMPORTANTES.

El anlisis esttico es vlido cuando las cargas se aplican lentamente,
pero cuando las cargas se aplican en forma repentina o cuando son de
naturaleza variable, la masa y los efectos de aceleracin adquieren importancia
en el anlisis. Si un cuerpo slido, como una estructura de ingeniera se deforma
elstica y se libera de manera repentina, tiende a vibrar respecto a su posicin de
equilibrio. Este movimiento peridico debido a la energa de restitucin del
material es denominado vibracin libre. El nmero de ciclos por unidad de tiempo
se llama frecuencia. El desplazamiento mximo desde la posicin de equilibrio es
la amplitud. En la prctica, las vibraciones disminuyen con el tiempo debido a la
accin del amortiguamiento. En el modelo ms simple de vibracin, los efectos
del amortiguamiento se ignoran. El modelo de vibracin libre sin amortiguamiento
de una estructura aporta informacin importante sobre su comportamiento
dinmico. Se efectuarn las consideraciones necesarias para aplicar el mtodo
del elemento finito al anlisis de vibraciones libres sin amortiguamiento de la
estructura.
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4.2. PREPROCESAMIENTO Y POSPROCESAMIENTO.

El anlisis por elementos finitos implica tres etapas de actividad: pre
procesamiento, procesamiento y pos procesamiento. El pre procesamiento
implica la preparacin de datos, como las coordenadas nodales, la conectividad,
las condiciones de frontera y la informacin sobre las cargas y el material. La
etapa del procesamiento implica la generacin y modificacin de la rigidez as
como la solucin de ecuaciones que resulta en la evaluacin de las variables
nodales. Otras cantidades relacionadas como los gradientes o los esfuerzos
pueden evaluarse en esta etapa. La etapa de pos procesamiento se refiere a la
presentacin de resultados. En general, en esta etapa se calculan y muestran la
disposicin de la geometra deformada, las formas modales, la temperatura y la
distribucin de esfuerzos. Un anlisis completo por elemento finito es una
interaccin lgica de las tres etapas. La preparacin de los datos y su pos
procesamiento necesitan de un esfuerzo considerable si todos los datos van a
ser manejados manualmente. Lo complicado del manejo de los datos y la
posibilidad de incurrir en errores al incrementarse el nmero de elementos, son
algunos de los factores en contra para el analista del elemento finito.
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4.2.1. FORMULACIN DE DESPLAZAMIENTO (GENERACIN DE

LA MALLA).
El MEF est basado en la aplicacin del mtodo de Rayleigh-Ritz, no al
dominio completo del problema, sino a subdominios llamados elementos. As, el
dominio completo es representado por un nmero finito de elementos o malla
(figura 4.1)
Figura 4.1. Divisin del dominio en subdominio (elementos).
Los elementos pueden ser de varias formas dependiendo de la

geometra del dominio total, siendo en general formas geomtricas bastante
simples (ej.: puntos y lneas para problemas unidimensionales tringulos y
cuadrilteros para problemas bidimensionales; tetraedros y hexaedros para
problemas tridimensionales. Ver Figura 4.2). As la geometra de los elementos
puede ser parametrizada en funcin de las coordenadas de los vrtices o nodos
de los mismos. En la formulacin de desplazamientos del mtodo del elemento
finito, los desplazamientos de los nodos son empleados como los coeficientes
que acompaan las diferentes funciones de Ritz a nivel elemental.
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Figura 4.2. Algunos tipos de elementos (1D, 2D y 3D).
Es evidente, que la discretizacin del dominio en elementos de

geometras sencillas no puede necesariamente representar a cabalidad todos los
detalles de la frontera del dominio global, constituyendo esto a una primera
aproximacin del mtodo. Sin embargo, esta aproximacin es mejorable
aumentando el nmero de elementos que se utilizan en la discretizacin del
dominio (refinamiento de la malla).
La ventaja de la discretizacin del dominio total en elementos, es que, al
ser la geometra de los dominios bastante sencilla y parametrizable, la eleccin
de las funciones de Ritz se simplifica enormemente. Adems, puesto que todos
los elementos de un mismo tipo tienen la geometra parametrizada de la misma
forma se puede emplear para todos ellos las mismas funciones de Ritz. En
consecuencia, slo es necesario encontrar las expresiones para la energa
potencial total y energa cintica de un elementos en forma paramtrica, para
cada tipo de elemento.
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Una vez discretizado el dominio de elementos (dominio mallado), estos

elementos se ensamblan entre s mediante la aplicacin de condiciones de
compatibilidad para los desplazamientos en los nodos de los mismos. Esto
equivale a encontrar expresiones para la energa potencial total y la energa
cintica de todo el slido. Estas expresiones introducidas entonces en las
ecuaciones de LaGrange, obteniendo as una ecuacin matricial global que
gobierna el problema.
Finalmente, las condiciones de contorno se imponen sobre la ecuacin
matricial global y entonces se resuelve el problema estimado la funcin u y otras
funciones de inters como las deformaciones y los esfuerzos .
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4.2.2. DISCRETIZACIN DEL DOMINIO EN ELEMENTOS.

Como se dijo el dominio total es dividido en ne subdominios e,
llamados elementos. Las fronteras de estos elementos son coincidentes de forma
tal que no existen huecos o espacios vacos y los elementos no se traslapan
entre s. En consecuencia, el volumen total del slido se puede expresar como la
suma de los volmenes elementales, por ejemplo:
V (11)
Un elemento tpico est formado por un nmero
nn de vrtices o nodos.
El movimiento de cada nodo es descrito por un nmero ngn de grados de libertad

que corresponden a los desplazamientos y/o rotaciones de este nodo en los ejes
coordenados. As, los desplazamientos nodales de un elemento o los grados de
libertad elementales se expresan como:
..
.
Donde cada uno de los vectores
(12)
tiene una dimensin
que la dimensin total del vector de grados de libertad elementales
ngn , por lo
, es igual
al nmero de nodos del elemento por el nmero de grados de libertad por nodo,
por ejemplo :
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4.2.3. SISTEMA DE UNIDADES.

El sistema de unidades utilizado para los anlisis es el sistema MKS
(metro-kilogramo-segundo) segn el software de ANSYS (Tabla 4.1).
Tabla 4.1. Sistema de unidades en el programa. Fuente: Ansys Multiphysics

Magnitud
MKS
Dimensin
Longitud
Fuerza
(kg)(m)/(s)2
Tiempo
Masa
Kg
Kg
Presin
Pa
(kg)/(m)(s)2
Velocidad
m/s
m/s
2
m/(s)2
Aceleracin
m/(s)
Densidad
kg/(m)3
kg/(m)3
Esfuerzo
Pa
kg/(m)(s)2
Modulo de Young
Pa
kg/(m)(s)2
Potencia
(kg)(m)2/(s)3
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4.3. ANLISIS DEL CHASIS EN ELEMENTO FINITO.

Este anlisis consta de 3 partes, que son:
Anlisis esttico
Arranque
Frenado
4.3.1. PREPROCESO.
De acuerdo a los pasos antes mencionados, se inicia el anlisis con el
pre proceso. Todo el anlisis se realizar con el software de CAE ANSYS
Multiphysics. Se comienza declarando el elemento a analizar, como es un
tubo se elige el elemento PIPE Elast Straight 16 observe la Figura 4.3.
Figura 4.3. Eleccin del elemento a analizar en ANSYS.
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Para sintetizar el anlisis, se considera que el material tiene propiedades

fsicas idnticas en todas direcciones, es decir es isotrpico (Figura 4.4).
.
Figura 4.4. Eleccin del comportamiento del material
A continuacin se introducen las propiedades del material que son las

siguientes:
Mdulo de Young
207x109 N/m2
Relacin de Poisson
0.27
Densidad
7680 kg/m3
Una vez que se han declarado las constantes dentro del software,
se realiza el mallado. Los elementos declarados para este anlisis
tridimensional se eligieron por default en el programa ANSYS.
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El tamao del material considerado es un tubo de las siguientes

especificaciones descritas en la Tabla 4.2.
Tabla 4.2. Tamao del material. Fuente: Manual IMCA, 2006.
Dimetro nominal
Dimetro exterior (Dext)
27mm
Espesor (t)
2.87mm
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4.4. CONDICIONES DE FRONTERA

Para las condiciones de frontera o grados de libertad, el modelo se
restringi en diferentes zonas que estn colocadas en las rtulas de la
suspensin trasera y delantera, as como en amortiguadores, esto se observa en
la Figura 4.5
Figura 4.5. Condiciones de frontera o grados de libertad.

La estructura en condiciones de movimiento real, posee ciertos grados
de libertad, a continuacin se detallan las condiciones consideradas para todos
los anlisis en la Tabla 4.3.
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Tabla 4.3. Grados de libertad de la estructura.
DEFINICIN
GRADOS DE LIBERTAD
Rtulas traseras
Rotacin en Z
Amortiguadores traseros
Desplazamiento en Y
Rtulas delanteras
Rotacin en X
Amortiguadores delanteros Desplazamiento en Y
Figura 4.6. Chasis mallado y lugar donde se aplican las cargas.
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De la Figura 4.6 puede observarse al chasis mallado, cada inicio de flecha indica
el nodo donde fueron colocadas las cargas, la cabeza de flecha indica hacia
donde se dirige esa carga. Como son pesos siguen la direccin de la gravedad.
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4.5. TEORA DE FALLA DE VON MISES (Distorsin)

Se conocen como teoras de falla o criterios de falla a los criterios usados
para determinar los esfuerzos permisibles en estructuras o componentes de
mquinas. Se utilizan diversas formulaciones dependiendo del tipo de material
que se emplea, ya sean dctiles o frgiles. El material utilizado en este anlisis
es un material dctil y nos basaremos en la teora de Von Mises (teora de
distorsin) [11].
De acuerdo con este criterio una pieza resistente o elemento estructural

falla cuando en alguno de sus puntos la energa de distorsin por unidad de
volumen rebasa un cierto umbral:
(13)
Para disear se puede aplicar el factor de diseo N a la resistencia de

fluencia y entonces:
(14)
Est teora de falla permite obtener el factor de seguridad para los distintos
anlisis esttico, frenado y arranque, en el siguiente captulo se determinan los
resultados de estos anlisis.
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5.1. ANLISIS ESTTICO.

El anlisis esttico se realiza para determinar la magnitud de esfuerzos y
deformaciones bajo carga en condicin esttica, como el peso del conductor, el
peso del motor, la transmisin. Aplicando las
cargas en los nodos
correspondientes, est anlisis es el ms sencillo y solo es empleado para

determinar la magnitud de deformacin del chasis bajo estas cargas.
Las cargas introducidas al programa de anlisis se multiplicaron por un
factor de carga de 1.4 [12].
Tabla 5.1. Cargas consideradas en el anlisis esttico.
ANLISIS
MASA
PESO
DISEO 1.4
ESTTICO
(kg)
(N)
(N)
70
686.7
961.38(1000)
90
882.9
Motor y
transmisin
Conductor
1236.06
(1250)
Una vez obtenida la solucin del problema, se procede a recabar los

resultados con ayuda del pos procesador de ANSYS. Aqu se obtienen los
valores de la deformacin mxima y el esfuerzo de Von Mises.
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Figura 5.1. Deformacin mxima para el anlisis esttico.

En la Figura 5.1 se observa la deformacin mxima en color rojo. La
deformacin mxima bajo cargas estticas se suscita en la parte inferior del
conductor, donde existe una deformacin del material de 6.35x 10-4m (0.635mm).
Otra observacin importante de este anlisis es que en los tubos doblados de la
parte superior existe una pequea deformacin, del orden de 7.06Mpa, si en los
subsecuentes anlisis sucede lo mismo, habra que cambiar la geometra o poner
un travesao de refuerzo. Esta deformacin es mnima, por lo tanto podemos
decir que esta estructura es viable para condiciones estticas.
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Figura 5.2. Esfuerzo de Von Mises para el anlisis esttico.
Para el anlisis por el Esfuerzo de Von Mises, el esfuerzo mximo de

424MPa. Los esfuerzos mnimos y mximos son los siguientes:
Esfuerzo mnimo
6154 Pa
Esfuerzo mximo
424x106 Pa
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Figura 5.3. Detalle del esfuerzo mximo de Von Mises.

La deformacin mxima est en el detalle de la Figura 5.3 que es de 330
MPa. En la parte inferior izquierda de la pared de fuego (apndice 1).
De acuerdo a esta teora de falla (Von Mises) el factor de seguridad es:
..(15)
240
42.4
10
10
5.66
Esto indica que la estructura es segura en las condiciones analizadas. Los

factores de seguridad utilizados para diseo de estructuras mnimos son de 3 [11].
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5.2. ANLISIS DE ARRANQUE.

En esta seccin, se analizan las cargas dinmicas debidas a la inercia en
el momento de un arranque. Considerando que un vehculo Baja SAE puede
llegar hasta 55km/h, en una distancia de 45m [10]. La aceleracin es la siguiente:
55
15.27
45
.(16)
15.27
2 45
2.59
a = aceleracin
v = velocidad final
v0 =velocidad inicial
= espacio de arranque
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Las fuerzas de inercia se aplicaron en el eje X negativo (-x) ya que el

automvil en el arranque manifiesta ese avance hacia delante (Figura 5.4).
Figura 5.4. Detalle de la aplicacin de las fuerzas de inercia.
En este anlisis, las fuerzas para romper la inercia debido al arranque se

calcularon para cada elemento que se encuentra en el chasis ver la descripcin
en la Tabla 5.2. que fueron calculadas por la ecuacin 5.
(17)
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Tabla 5.2. Fuerzas que actan rompiendo la inercia.

Aceleracin
(m/s)
Masa
(kg)
Fuerza de
inercia (N)
Multiplicada por
Fc=1.4
Motor y
transmisin
2.59
70
181.3
253.82 (260)
Conductor
2.59
90
233.1
326.34 (330)
El comportamiento de la estructura presenta una deformacin mxima en el

travesao que se encuentra bajo el asiento del conductor. En la Figura 5.5, se
observan los resultados del anlisis, en donde la deformacin mxima fue de
0.802x10-3m (0.802mm). Esta deformacin es presentada en la parte posterior
en el eje X, en el componente (tubo) donde est localizado el asiento del piloto.
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Figura 5.5. Deformacin mxima en el anlisis de arranque
De la Figura 5.5 se observa la deformacin mxima en condiciones de

arranque, el componente ms deformado en el momento del arranque es el tubo
posicionado debajo del conductor. Estas fuerzas son ms considerables que en
el caso del anlisis esttico y la deformacin del orden de 0.167mm.
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Figura 5.6. Esfuerzo de Von Mises para el anlisis de arranque.

240
49.8
..(18)
10
10
4.81
Esto indica que la estructura es segura en las condiciones de arranque, y

an mayor al factor mnimo de 3 considerado para estructuras bajo cargas
dinmicas.
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5.3. ANLISIS DE FRENADO.

Para efectuar el anlisis de frenado de emergencia, se calcul la
desaceleracin a partir de la velocidad mxima que fue de v=15.27m/s (53km/h)
[10]
a una distancia de frenado de 10m (segn norma SAE).
55
15.27
10
2
.
11.65
Donde:
a = aceleracin
v = velocidad final
v0 =velocidad inicial
s = espacio de arranque
Por lo tanto, la fuerza con la que se frena de emergencia el vehculo y la

aceleracin se describen en la Tabla 5.3.
Tabla 5.3. Fuerzas utilizadas en el anlisis de frenado
FRENADO
Aceleracin
(m/s)
Fuerza de
frenado (N)
Multiplicada
por Fc=1.4
Motor y
transmisin
11.65
815.5
1141.7 (1150)
Conductor
11.65
1048.5
1467.9(1500)
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La fuerza de frenado como puede ser observado en la Figura 5.7, es

opuesta al movimiento inicial de arranque entonces la fuerzas estn en el eje X
positivo, observese en la Figura 5.8. las fuerzas aplicadas por frenado en el
conductor.
Figura 5.7. Fuerzas de frenado (posicin del conductor).
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Figura 5.8. Fuerzas de frenado (posicin del motor).
La deformacin mxima (Figura 5.9) en este anlisis es identificada en el

elemento (tubo) del conductor ms corto y es de magnitud 0.635x10-3m
(0.635mm).
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Figura 5.9. Deformacin mxima del anlisis de frenado
En la Figura 5.10 se observa la direccin de las deformaciones en este

anlisis de frenado.
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Figura 5.10. Vista lateral de la deformacin en el anlisis de frenado.
Figura 5.11. Esfuerzo de Von Mises para el anlisis de frenado.
240
44.2
10
10
5.68
Esto indica que la estructura es segura en las condiciones analizadas.
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CONCLUSIONES
En la siguiente Tabla 6.1 se encuentran los resultados de los anlisis
antes realizados, se observa que los esfuerzos de Von Mises no difieren mucho
en los distintos anlisis.
Tabla 6.1. Resultados de los anlisis en ANSYS .
DEFORMACIN
ESFUERZO DE VON
FACTOR DE
m (mm)
MISSES (MPa)
SEGURIDAD
ESTTICO
0.635x 10-3 (0.635)
42.4
5.66
ARRANQUE
0.802x10-3 (0.802)
49.8
4.81
FRENADO
0.635x10-3 (0.635).
44.2
5.68
ANLISIS
Cabe mencionar que el factor de seguridad es mayor en la prueba de

frenado que en cualquiera de las dems por la geometra del chasis, los
esfuerzos mayores se concentran en la parte trasera del chasis y por los pesos
que en su mayora se concentran en la parte trasera.
Para elementos estructurales como vigas [4], la deformacin mxima es:
1/16 por cada pie de longitud
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El travesao donde est la mayor deformacin (anlisis de arranque)

tiene una longitud de 520mm (1.7pies). La deformacin mxima admisible ser
de:
2.69mm
Con lo que concluimos que:
adm>mx
(Deformacin mxima admisible>deformacin mxima obtenida)
Para elemento mecnicos sometidos a vibraciones y fatiga el factor de

seguridad mnimo es de 3
[11]
, este chasis sobre pasa este factor, podemos
entonces concluir que el chasis tiene un factor aceptable de seguridad.
En la experiencia personal, el desarrollo del presente trabajo, permiti

conocer de una forma ms concisa el proceso de diseo al que se someten los
componentes de un vehculo automotor, desde la bsqueda de solucionar un
problema, pasando por las etapas de bosquejo, planeacin, diseo y fabricacin,
el desarrollo de este chasis ha permitido la aplicacin de una forma concreta de
los conocimientos adquiridos en la carrera de ingeniera mecnica.
Es importante el mencionar, que dicha estructura, fue fabricada en base a una
reglamentacin, actualmente, los chasises han experimentado una gran incursin
de la ingeniera de los materiales, teniendo incluso la presencia de materiales de
resistencia comparable o superior a la del acero, con un peso mucho menor,
como es el caso de los materiales compuestos.
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OPORTUNIDADES PARA NUEVOS DESARROLLOS.

El chasis se ha diseado teniendo en cuenta nicamente las cargas que
pueden considerarse estticas. Durante la conduccin es evidente que se
produzcan vibraciones, que los esfuerzos provenientes del terreno tienen una
distribucin variable. Esto har que el chasis pueda fallar a fatiga.
Por otra parte, un automvil est expuesto a colisiones que son un

riesgo frecuente y que tienen consecuencias graves en algunas ocasiones. Es
conveniente que el chasis absorba estos esfuerzos deformndose. Este requiere
que en determinadas zonas del chasis tenga una rigidez relativamente pequea.
Por lo que en la realidad, el chasis no es una parte hecha de un solo material,
sino de varios materiales equilibrando su rigidez y flexibilidad.
El vehculo ha sido diseado tomando como material de trabajo a los aceros, es

importante el contemplar el uso de aleaciones o materiales compuestos, ya que
en la actualidad, la ingeniera de los materiales a incursionado de una manera
considerable en el ramo automotriz, el desarrollo de nuevos materiales o la
aplicacin de un material diferente(aleaciones, compuestos), puede marcar una
pauta de importancia en el diseo de este tipo de elementos, no solo en
elementos cuya funcin es mejorar la aerodinmica del vehculo, tambin en
elementos estructurales o mecnicos del vehculo
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BIBLIOGRAFA
1. GARRET, T.K. & NEWTON , W. Steeds. The motor vehicle, SAE International
13 th edition, Oxford, USA, 2001.
2. MICHELSEN, Eduardo y
SAMARANCH, Jos Luis. La historia del
automvil, 120 aos de sucesos, Editorial Motorpress Televisa, Mxico 2006.
3. GENTA, Giancarlo. Motor Vehile Dynamics, World Scientific , s.l., 1997.
4. CRAIG, David. Mecnica De Materiales, CECSA, 2. Edicin, Mxico 2003.
5. CHANDRUPATLA, Tirupathi y BELEGUNDU, Ashok. Elemento Finito En
Ingeniera, Prentice Hall Hispanoamericana, 2. Edicin, EUA, 1999.
6. EN MARCHA! Servicio y reparacin de su automvil. Readers Digest, 3
edicin, Mxico, 1983.
7. QUOD 2007, Larousse, 2 edicin, Mxico, 2006.
8. UNZUETA URURTIA, Luis. Clculo de un chasis tubular Carcross, tesis de
ingeniera civil, Escuela Superior de Ingenieros Civiles, San Sebastin, Espaa,
Junio 2002.
9. ZIENKIEWICZ, R.L. y TAYLOR, R.L. The Finite Element Method, Vol. 1, Mc
Graw Hill, 4 edicin, s.l., 1989.
10. PLATA CONTRERAS, Gerardo. Diseo, anlisis y construccin de un
chasis para un auto SAE Minibaja, tesis para maestra en Ingeniera
Mecnica, IPN, Mxico, 2005.
11. MOTT, Robert L. Diseo de Elementos de Mquina, Prentice Hall, 4
edicin, Mxico, 2006.
12. Reglamento de Construcciones del Distrito Federal, Mxico, 2006.
13. ASKELAND, DONALD. Ciencia e Ingeniera de los Materiales, Thomson
Corporation, Mxico, 2003 .
14. Instituto Mexicano
procedimientos
de
Construccin
en
Acero
IMCA,
Manual
de
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15. http://www.sae.org/students/mbemail.htm: Reglamento de SAE para autos

Minibaja.
16.http://www.motorsportsengineering.sae.org/motorsports/community.htm
Pgina sobre cmo empezar un auto con chasis tubular, segn reglamentos
SAE.
17. ASHBY,Michael F. Material Selection in Mechanical Design,Elsevier,3rd
edition,Oxford,2005
18. METIN,Ersoy, Chassis Handbook.Vieweg+Teubner,1st Edition,Germany
,2011
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APNDICE 1. REGLAMENTO BAJA SAE.
DISEO DEL CHASIS BASE O LA JAULA ANTIVUELCO.
De acuerdo al reglamento de BAJA SAE 2010, el chasis debe ser de acero

1018 de un espesor de 3mm y un dimetro exterior de 25.4 mm. Las
caractersticas que debe reunir el chasis que es la base principal para la
proteccin del piloto y el soporte del motor son los siguientes:
A.1. JAULA ANTIVUELCO.

Es el espacio diseado para proteger exclusivamente al piloto, Todos los
elementos alrededor y que conformen la jaula antivuelco sern de todo el chasis lo
ms reforzado.
A.2. EL OBJETIVO DE LA JAULA ANTIVUELCO.

El propsito de la jaula antivuelco es proveer un espacio tridimensional
mnimo alrededor del conductor. La jaula debe ser diseada y fabricada para
prevenir cualquier falla en su integridad.
La jaula deber ser suficientemente grande para que:
1. El casco del conductor se encuentre a 15.24cm de una regla aplicada a

cualquier par de puntos en la cabina del vehculo excluyendo el asiento y los
soportes del arns de seguridad.
2. El torso, rodillas, hombros, codos y brazos del conductor tengan un mnimo de

7.62cm de distancia de la envolvente creada por la estructura del vehculo.( esto
es probado aplicando una regla entre cualquier par de puntos en los bordes
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externos del SIM y el RHO, sin tomar en cuenta el revestimiento del tubo de la
jaula antivuelco)
Figura 1 . Jaula antivuelco 1 (RC1)
A.3 REQUISITOS Y ELEMENTOS DE LA JAULA ANTIVUELCO.

Los
elementos
de
la
jaula
antivuelco
que
deben
satisfacer
las
especificaciones de material de la norma 21.5 son:
Arco antivuelco trasero (RRH) regla 31.2.2

Miembros superiores del arco antivuelco (RHO) Regla 31.2.4
Miembros de refuerzo frontal (FBM) Regla 31.2.7
Miembro lateral transversal (LC) Reglas 31.2.4 y 31.2.5
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Los miembros adicionales requeridos deben ser de acero y tener solamente
un espesor mnimo de 0.89mm y un dimetro externo mnimo de 2.54cm. Estos
miembros son los siguientes:
Refuerzos diagonales laterales (LBD)

Miembros laterales del marco inferior (LFS)
Miembros de impacto lateral (SIM)
Refuerzos del arco antivuelco (FAB)
Miembro lateral transversal frontal (FLC)
Cuando son dadas dimensiones mnimas estas son respecto a la lnea

central de los miembros, y cuando una distancia para el conductor es dada, esta
es definida por los bordes externos de los miembros de la jaula antivuelco sin
tomar en cuenta el revestimiento del tubo.
* Todos los miembros de la jaula antivuelco que tengan una radio de doblez mayor
a 15.2cm no deben tener una longitud mayor de 71.1cm sin soporte.
Definicin- CONDUCTOR- para los propsitos de esta seccin, conductor se

refiere al conductor mas grande del equipo y el hombre promedio 95%
(estadounidense;Caucasico) propiamente equipados y utilizando casco.
A.3.1 ARCO ANTIVUELCO TRASERO (RRH).

El RRH esta hecho de un mximo de cuatro secciones, dos LC en los
puntos ms alto y ms bajo, y dos miembros verticales continuos no seccionados;
es posible que el RRH sea un arco/tubo continuo. El asiento del conductor no
debe interferir en el (los) plano(s) del RRH.
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Las uniones superiores en una construccin de tubos rectos deben definir
los puntos BR y BL. Si es utilizada una construccin mediante tubo doblado, los
puntos BR y BL sern considerados en el extremo superior de cada doblez. (Ver
Jaula Antivuelco1). El RRH debe extenderse verticalmente +/- 20 de los puntos A
a los B. el RRH debe tener un mnimo de 73.6cm de ancho a 68.6cm medidos
sobre el asiento del conductor (verificado por una plantilla).
Figura 2. Jaula antivuelco 2 (RC2).
A.3.3 REFUERZOS DIAGONALES DEL ARCO ANTIVUELCO TRASERO (LBD).

Los refuerzos laterales para el arco antivuelco trasero (RRH) deben iniciar
en un punto a lo largo de la porcin vertical del RRH <a menos de 12.7cm
medidos verticalmente del punto BR o BL y extenderse diagonalmente a un punto
no mas alejado de 12.7cm sobre el punto AR o AL (ver RC2) el ngulo vertical
entre el RRH y el LDB no debe ser menor de 20 grados. Los refuerzos laterales
pueden ser dos o ms miembros.
A.3.4 MIEMBROS SUPERIORES DEL ARCO ANTIVUELCO (RHO).
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Los miembros superiores del arco antivuelco deben unirse al RRH dentro
de 5.1cm vertical o lateralmente de los puntos B y extenderse generalmente de
manera horizontal al punto C. Los RHO deben localizarse sobre el asiento del
conductor a un mnimo de 104.1cm de este. Los puntos c deben localizarse
delante del asiento del conductor un mnimo de 30.5cm como se define en la
seccin 31.3 (ver RC3). Los puntos CR y CL debern estar unidos por un miembro
lateral transversal (LC).
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A.3.5 MIEMBROS LATERALES DEL MARCO INFERIOR (LFS).
Los miembros laterales del marco inferior debern unirse al RRH y el LC y
extenderse a puntos delante de los talones del conductor a un miembro lateral
transversal frontal (FLC) (ver RC4).

.
A.3.6 MIEMBROS DE IMPACTO LATERAL (SIM).
Los miembros de impacto lateral debern unir al RRH en los puntos S y
extenderse generalmente horizontales a los puntos SF delante de los dedos del
pie del piloto (ver RC4) los SIM debern estar entre 20.3 y 35.6cm (medidos
verticalmente) sobre el rea del asiento en contacto con el piloto.
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NOTA: los pies del piloto deben estar detrs del plano creado por los puntos AFR,
L y SFR,L.
Si el tubo entre SFR, L se encuentra debajo de los dedos del pie del
conductor, entonces una barra adicional ser requerida sobre los dedos del
conductor. (La intencin de esto es proteger los pies del conductor de la intrusin
de una rueda).
A.3.7 MIEMBROS DE REFUERZO FRONTAL (FBM).

Los miembros de refuerzo frontal debern unir los RHO, los SIM y los LFS
(ver RC5) los miembros de refuerzo superiores frontales (FBM up) debern
extenderse hacia abajo y adelante y unir los puntos C en los RHO con los SIM en
o detrs de los puntos SF. El ngulo entre los FBMup y la vertical deber ser
menor de 45 grados.

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A.3.8 REFUERZOS DEL ARCO ANTIVUELCO (FAB).
El arco antivuelco puede ser reforzado en el frente y/o en la parte posterior.
El arco debe ser reforzado en ambos lados (derecho e izquierdo). Desde una vista
lateral, los refuerzos deben estar triangulados, con una longitud mxima de
cualquier miembro menor a 101.6cm entre puntos de sujecin. Los ngulos de la
triangulacin no deben ser menores a 20 grados. Un tubo doblado no debe tener
ms de 81.3cm entre puntos de sujecin.
A.3.8.1 REFUERZOS FRONTALES.

Si son utilizados refuerzos en el frente, estos deben conectar los FBMup,
los LFS y los SIM. Los refuerzos frontales deben estar unidos tan cerca como sea
posible de la parte superior de la jaula antivuelco (puntos C).
A.3.8.2 REFUERZOS TRASEROS.

Si son utilizados refuerzos en la parte posterior, estos deben ser unidos tan
cerca como sea posible de la parte superior del arco antivuelco a lo largo de su
permetro externo. Los refuerzos deben estar triangulados y unidos de nuevo al
RRH debajo de los SIM.
A.3.9 DICTAMEN FINAL.

Las reglas son consideradas un mnimo, pero el dictamen final residir en
los inspectores. Si durante el evento, cualquier chasis muestra signos de
deformacin y/o falla, el vehculo ser removido de la competencia hasta que los
inspectores confirmen que el chasis cumple con las reglas de nuevo.
Comentario: ntese que en todos los casos, especialmente en fabricacin con
tubo doblado, los inspectores pueden solicitar refuerzos adicionales si ellos opinan
que la jaula antivuelco no ofrece proteccin adecuada. Cualquier tubo que
presente fisuras y deformacin no satisface las reglas.
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A.4 SOPORTE DE CABEZA.

El vehculo debe estar equipado con un soporte que limite el movimiento
hacia atrs de la cabeza. El soporte debe tener un rea mnima de 232centmetros
cuadrados y estar revestido con un material no-resilente que absorba impactos
como el ethafoam o el ensolite. El soporte debe tener un espesor mnimo de
38mm, y estar colocado a no ms de 25mm del casco cuando se encuentre no
comprimido. El soporte de cabeza debe satisfacer los requerimientos anteriores
para todos los conductores.
A.5 ESPACIO PARA LA CABEZA DEL CONDUCTOR.

Para contar con espacio para la cabeza del conductor, la jaula antivuelco
debe extenderse un mnimo de 104.1cm medidos verticalmente desde la superficie
del asiento hasta los tubos superiores de la jaula antivuelco usando la plantilla
mostrada en la Figura 4. La parte inferior redondeada de la plantilla deber ser
colocada en la unin de la base del asiento y el respaldo y posicionada
verticalmente. La parte superior de la plantilla en forma de te describe la
proyeccin del espacio requerido hacia delante y hacia atrs. Mientras que la
plantilla fija el espacio hacia delante, el espacio hacia atrs puede ser extendido
en cada diseo sobre el casco de un conductor sentado y asegurado. Pueden ser
acomodados conductores grandes aumentando la distancia vertical de la plantilla
elevando toda la envolvente ms all del mnimo de 104.1cm.
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A.5.1 ESPACIO PARA LA CABEZA-MNIMO.
En cualquier caso, debe ser provisto un mnimo de 152 mm de espacio vertical
entre la parte superior del casco del conductor mas alto del equipo y la base de los
tubos o miembros superiores de la jaula antivuelco.
Figura 6. Plantilla de medicin de espacio para el conductor.
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A.6 MATERIALES PARA LA JAULA ANTIVUELCO Y REFUERZOS.
El material usado para la totalidad de los miembros de la jaula antivuelco
especificados en 2.3.1 debe ser como mnimo: (A) Perfil circular de acero con un
dimetro externo de 2.54cm, espesor de 3mm y un contenido de carbn de al
menos 0.18 (B) Miembros de acero con al menos igual rigidez flexional y momento
flexionante que el acero 1018 con una seccin circular con un dimetro externo de
25.4 mm y un espesor de pared de 2mm NOTA: La utilizacin de acero aleado no
permite que el espesor de pared sea ms delgado de 1.57mm.
La rigidez flexional y el momento flexionante tienen que ser calculados
alrededor del eje con el valor ms bajo calculado. La rigidez flexional es
proporcional al producto EI y el momento flexionante est dado por el valor de
SyI/c, (para acero 1018 los valores son; Sy=240 MPa (53.7 ksi) E=207 GPa
(29700 ksi)).
E= Mdulo de elasticidad
I= Segundo momento de inercia para la seccin alrededor del eje dando el valor
mas bajo.
Sy= Esfuerzo de cedencia en unidades de fuerza por unidad de rea.
C=distancia del eje neutral, a la fibra mas externa.
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GLOSARIO
CRTER: En los automviles y otras mquinas, pieza que protege al conjunto

dinmico del impulsor,a la bomba de aceite y alberga al lubricante.
CARCROSS: Automviles todo terreno con un chasis reforzado dentro de la
carrocera para seguridad del piloto.
CLUCTH: sistema conformado por un disco, un sistema de prensa y volante, el
cual permite acoplar y desacoplar la caja de transmisin para hacer los cambios
de marcha.
EXTRA RGIDA: Trmino aplicado a la jaula contra vuelcos para definir su
elevada resistencia a la flexin o deformacin.
ETHAFOAM O ENSOLITE: Polmeros no flamables, ni resilentes utilizado para
absorber impactos.
FAB: Fore/Aft Bracing.
FBM: Front Bracing Members.
FLC: Front Lateral Crossmember.
LAYOUT: Maqueta o diseo donde se muestra la localizacin de mquinas,
piezas o acomodo de muebles.
LBD: Lateral Diagonal Bracing.
LC: Lateral Crossmember.
LFS: Lower Frame Side.
NASCAR: National Stock Cars Association .
RRH: Rear Roll Hoop.
RHO: Roll Hoop Overhead Members.
SIM: Side Impact Member.
TRANSEJE: Sistema doble de un automvil que incluye la transmisin y el
diferencial en una solo elemento o carcasa.
FEM: Mtodo de elemento Finito, por sus siglas en ingls (Finite Element Method).
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2011 Collegiate Design Series

Baja SAE Rules
Table of Contents
PART A:
ARTICLE 1:
ARTICLE 2:
ARTICLE 3:
ARTICLE 4:
ARTICLE 5:
ARTICLE 6:
ARTICLE 7:
ARTICLE 8:
ARTICLE 9:
ADMINISTRATIVE REGULATIONS .................................................................................................4

BAJA SAE OVERVIEW........................................................................................................................4
BAJA SAE SERIES ............................................................................................................................... 4
BAJA SAE RULES AND ORGANIZER AUTHORITY ......................................................................5
INDIVIDUAL PARTICIPATION REQUIREMENTS ..........................................................................6
FACULTY ADVISOR ...........................................................................................................................7
ELIGIBILITY VEHICLES..................................................................................................................8
REGISTRATION ...................................................................................................................................8
RULES QUESTIONS ............................................................................................................................ 9
PROTESTS ........................................................................................................................................... 10
PART B:
ARTICLE 1:
ARTICLE 2:
ARTICLE 3:
ARTICLE 4:
ARTICLE 5:
ARTICLE 6:
ARTICLE 8:
ARTICLE 9:
ARTICLE 10:
ARTICLE 11:
ARTICLE 12:
ARTICLE 13:
ARTICLE 14:
ARTICLE 15:
ARTICLE 16:
TECHNICAL REQUIRMENTS .......................................................................................................... 11

GENERAL DESIGN REQUIREMENTS ............................................................................................ 11
REQUIRED ENGINE .......................................................................................................................... 11
ELECTRICAL SYSTEM ..................................................................................................................... 14
TOWING HITCH POINT .................................................................................................................... 16
VEHICLE IDENTIFICATION ............................................................................................................ 17
TRANSPONDERS ............................................................................................................................... 18
ROLL CAGE ........................................................................................................................................ 19
THROTTLE.......................................................................................................................................... 29
DRIVER RESTRAINT......................................................................................................................... 30
BRAKING SYSTEM ........................................................................................................................... 34
FUEL SYSTEM AND FUEL ............................................................................................................... 34
STEERING, SUSPENSION AND FLOTATION SYSTEMS ............................................................. 36
FASTENERS ........................................................................................................................................ 37
GUARDS .............................................................................................................................................. 38
DRIVER EQUIPMENT ....................................................................................................................... 39
PART C:
ARTICLE 1:
ARTICLE 2:
ARTICLE 3:
ARTICLE 4:
ARTICLE 5:
STATIC EVENTS- (U.S and Canadian Events) .................................................................................. 41

SCORING ............................................................................................................................................. 41
TECHNICAL INSPECTION ............................................................................................................... 41
ENGINEERING DESIGN EVENT ...................................................................................................... 43
COST EVENT ...................................................................................................................................... 45
SALES PRESENTATION EVENT Baja SAE ILLINOIS only 50 Points ..................................... 47
PART D:
ARTICLE 1:
ARTICLE 2:
ARTICLE 3:
ARTICLE 4:
ARTICLE 5:
ARTICLE 6:
ARTICLE 7:
ARTICLE 8:
ARTICLE 9:
ARTICLE 10:
ARTICLE 11:
ARTICLE 12:
DYNAMIC EVENTS- (U.S and Canadian Events) TOTAL 700 POINTS....................................... 47

ACCERLATION 60 or 75 Points ...................................................................................................... 48
HILL CLIMB or TRACTION EVENT- 60 or 75 POINTS .................................................................. 48
MANEUVERABLIITY EVENT 60 or 75 points .............................................................................. 49
SPECIALTY EVENTS 60 or 75 points............................................................................................. 50
ENDURANCE 400 Points ................................................................................................................. 50
COMPETITION PROCEDURES AND REGULATION GENERAL .............................................. 53
PADDOCK RULES ............................................................................................................................. 54
DRIVING RESTRICTIONS ................................................................................................................ 54
RULES OF CONDUCT ....................................................................................................................... 54
SPECTATOR RULES .......................................................................................................................... 55
MISCELLANEOUS ............................................................................................................................. 56
SAFETY TEAM RESPONSIBILITY ............................................................................................... 56
1
2011 SAE International. All Rights Reserved. Printed in USA.
2011 Baja SAE Rules
NOTICE OF POSSIBLE RULE CHANGES FOR 2012: ................................................................................................. 56

BAJA SAE ROLL CAGE SPECIFICATION SHEET 2011 BAJA SAE COMPETITIONS ........................................... 57
ACTION DEADLINES: BAJA SAE Kansas ................................................................................................................... 58
ACTION DEADLINES: BAJA SAE Illinois .................................................................................................................... 59
ACTION DEADLINES: BAJA SAE Birmingham(water event) .................................................................................. 60
ACTION DEADLINES: INTERNATIONAL COMPETITIONS .................................................................................... 61
ARTICLE 13: APPENDIX S- SAE TECHNICAL STANDARDS ............................................................................. 62
2011 Baja SAE Rules

Partial List of rule updates/changes
This introduction list to the 2011 Baja SAE rules is intended to highlight areas of the 2011 Baja SAE Rules that you may find of
interest or a change that has been made to a rule.
These are not the complete changes---Caution Neither this list of updates/changes nor any
summary to the rules is a substitute for thoroughly reading and understanding the rules. You are
responsible for knowing and following all the Baja SAE rules.
Please be sure to reference the Baja Forum http://forums.sae.org/access/dispatch.cgi/bajasae_pf for all updates.
B10.3.2 Anti-Submarine Belt / Lap Belt Mounting (revised rule)
B3.1
General Electrical System Overview (revised rule)
B3.5
Brake Light switch (revised rule)
B8.3.2
Roll Hoop Overhead members (revised rule)
B8.7
Front Bracing (revised rule)
B8.8.2
Rear Bracing (revised rule)
B8.6
Under Seat Member (revised rule)
B11
Braking Systems (new rule)
B12.9
Fuel Containers (revised rule)
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2011 Baja SAE Rules
NOTES PAGE
3
2011 Baja SAE Rules
2011 Baja SAE Rules
PART A: ADMINISTRATIVE REGULATIONS

ARTICLE 1: BAJA SAE OVERVIEW
The Baja SAE competition originated at the University of South Carolina in 1976, under the direction of Dr. John F.
Stevens. Since that time, the Baja SAE Series has grown to become a premier engineering design series for university
teams.
A1.1
Baja SAE Program Objective

Baja SAE is an intercollegiate engineering design competition for undergraduate and graduate engineering students.
The object of the competition is to simulate real-world engineering design projects and their related challenges. Each
team is competing to have its design accepted for manufacture by a fictitious firm. The students must function as a
team to design, build, test, promote and compete with a vehicle within the limits of the rules. They must also generate
financial support for their project and manage their educational priorities.
A1.2
Design Subject (NEW)

Each team's goal is to design and build a single-seat, all-terrain, sporting vehicle whose structure contains the driver.
The vehicle is to be a prototype for a reliable, maintainable, ergonomic, and economic production vehicle which
serves a recreational user market, sized at approximately 4000 units per year. The vehicle should aspire to marketleading performance in terms of speed, handling, ride, and ruggedness over rough terrain and off-road. Performance
will be measured by success in the dynamic events which are described in the Baja SAE Rules, and are subject to onevent weather and course conditions.
A1.3
Good Engineering Practices

Vehicles entered into Baja SAE competitions are expected to be designed and fabricated in accordance with good
engineering practices.
ARTICLE 2: BAJA SAE SERIES

A2.1
The Baja SAE Series will consist of six competitions. Three competitions are held in North America under the
sponsorship of SAE:
Baja SAE Birmingham Hosted by the University of Alabama at Birmingham
Baja SAE Kansas Hosted by Pittsburg State University
Baja SAE Illinois Hosted by the Central Illinois Section
Baja SAE competitions held in Africa, Asia and South America are associated with SAE, but organized and sponsored
by their local hosts:
Baja SAE Brazil Sponsored and hosted by SAE BRASIL
Baja SAE Korea Sponsored and hosted by Yeungnam University
Baja SAE South Africa Sponsored by Sasol and hosted by the University of Pretoria
A2.2
All Baja SAE competitions have open registration policies and accept teams of university students from any country.
A2.2.1
Some sections of rules governing Baja SAE events held outside North America are specific to these competitions.
Such variations are published on the individual websites.
A2.2.2.
The dynamic events at competitions differ. Teams should check the websites of the specific competitions they are
planning to enter and consider any unique requirements that might affect the design and fabrication of their vehicle.
A2.3
Official Announcements and Competition Information

Teams are required to read the articles posted on the Baja SAE homepage
(http://students.sae.org/competitions/bajasae/) published by SAE and the other organizing bodies. Teams must also be
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2011 Baja SAE Rules
familiar with all official announcements concerning the competitions and rule interpretations released by the Baja
SAE Rules Committee.
A2.4
Official Languages
The official language of the Baja SAE Series is English. Document submissions, presentations and discussions in
English are acceptable at all competitions in the series.
Team members, judges, and officials at non-U.S. competition events may use their respective national languages for
document submissions, presentations and discussions if all the parties involved agree to the use of that language.
Baja SAE Birmingham
Baja SAE Kansas
Baja SAE Illinois
Baja SAE Brazil
Baja SAE Korea
Baja SAE South Africa
ARTICLE 3:
A3.1
English
English
English
English and Portuguese
English and Korean
English and Afrikaans
BAJA SAE RULES AND ORGANIZER AUTHORITY
Rules Authority
The Baja SAE Rules are the responsibility of the Baja SAE Rules Committee and are issued under the authority of the
SAE University Programs Committee. Official announcements from the Baja SAE Rules Committee, SAE or the
other Baja SAE Organizers shall be considered part of and have the same validity as these rules.
Ambiguities or questions concerning the meaning or intent of these rules will be resolved by the Baja SAE Rules
Committee or SAE Staff.
A3.2
Rules Validity
The Baja SAE Rules posted on the SAE Website and dated for the calendar year of the competition are the rules in
effect for the competition. Rule sets dated for other years are invalid.
A3.3
Rules Compliance
By entering a Baja SAE competition, the team members, faculty advisors and other personnel of the entering
university agree to comply with, and be bound by, the rules and all rules interpretations or procedures issued or
announced by SAE, the Baja SAE Rules Committee and other organizing bodies. All team members, faculty advisors
and other university representatives are required to cooperate with, and follow all instructions from competition
organizers, officials and judges.
A3.4
Understanding the Rules

Teams are responsible for reading and understanding the rules in effect for the competition in which they are
participating. The section and paragraph headings in these rules are provided to facilitate reading: they do not affect
the paragraph contents.
A3.4.1
Loopholes
It is virtually impossible for a set of rules to be so comprehensive that it covers all possible questions about the
vehicles design parameters or the conduct of the competition. Please keep in mind that safety remains paramount
during Baja SAE, so any perceived loopholes should be resolved in the direction of increased safety/ concept of the
competition
A3.5
Participating in the Competition

Teams, team members as individuals, faculty advisors and other representatives of a registered university who are
present on-site at a competition are considered to be participating in the competition from the time they arrive at the
event site until they depart the site at the conclusion of the competition or earlier by withdrawing.
A3.6
Violations of Intent
The violations of the intent of a rule will be considered a violation of the rule itself. Questions about the intent or
meaning of a rule may be addressed to the Baja SAE rules committee or SAE staff.
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2011 Baja SAE Rules
A3.7
Right to Impound
SAE and the other competition organizing bodies reserve the right to impound any on-site registered vehicle at any
time during a competition for inspection and examination by the organizers, officials and technical inspectors.
A3.8
General Authority
SAE and the competition organizing bodies reserve the right to revise the schedule of any competition and/or interpret
or modify the competition rules at any time and in any manner that is, in their sole judgment, required for the efficient
operation of the event or the Baja SAE series as a whole.
A3.9
Penalties
Organizers have the right to modify the penalties listed in the various dynamic event descriptions (part D) to better
reflect the design of their event courses, the course lengths or any special conditions unique to the site. The standard
dynamic event penalties in these rules are default values that will be applied unless there is a change by the organizer.
A3.10
SAE Technical Standards AccessNew Rule on Technical Standards

A cooperative program of SAEs Education Board and Technical Standards Board is making some of SAEs
Technical Standards available to teams registered for any North American CDS competition at no cost. The Technical
Standards referenced in the Collegiate Design Series rules, along with other standards with reference value, will be
accessible online to registered teams, team members and faculty advisors.
To access the standards (1) your team must be registered for a competition in North America and (2) the individual
team member or faculty advisor wanting access must linked to the team in SAEs system.
Access Procedure - Once your team has registered there will be a link to the technical standards titled Design
Standards on the main registration screen where all the required onsite insurance information is added. On the
technical standards webpage you will have the ability to search standards either by J-number assigned or topic of
interest such as brake light.
A list of accessible SAE Technical Standards can be found in Appendix S.
ARTICLE 4: INDIVIDUAL PARTICIPATION REQUIREMENTS

A4.1
Eligibility Limits
Eligibility is limited to undergraduate and graduate students to ensure this is an engineering competition rather than a
race. Individual members of teams participating in this competition must satisfy the following requirements:
A4.2
Student Status
Team members must be enrolled as degree seeking undergraduate or graduate student in a college or university. Team
members who have graduated during the last seven (7) month period prior to the competition remain eligible to
participate.
A4.3
Society Membership
Team members must be members of at least one of the following societies: (1) SAE or an SAE affiliate society, (2)
ATA, or (3) IMechE or (4) VDI. Proof of membership, such as a membership card, is required at the event.
Students who are members of one of the societies listed above are not required to join any of the other societies in
order to participate in any SAE competition. Those interested may join SAE at: www.sae.org/students
A4.4
Age
Team members must be at least eighteen (18) years of age at the time of the competition.
A4.5
Drivers License
Team members who will drive a competition vehicle at any time during a competition must hold a valid, government
issued drivers license.
6
2011 Baja SAE Rules
A4.6
Liability Waiver
All on-site participants and faculty are required to sign a liability waiver upon registering on-site.
A4.7
Insurance
Individual medical and accident insurance coverage is required and is the sole responsibility of the participant.
A4.8
Individual Registration Requirements ACTION REQUIRED
A4.8.1
All participating team members and faculty advisors must be sure that they are individually linked to their respective
school/university on the SAE website.
A4.8.2
If you are not an SAE member, go to www.sae.org and select the Join SAE/Membership Renewal link under Quick
links, and then select the Join SAE link in the top right column. Students will need to select the Student
Membership link and then follow the series of questions that are asked. Faculty members who wish to become SAE
members should choose the Professional Membership link. Please note all student participants must be SAE
members to participate in the events; this is not mandatory for faculty advisors.
A4.8.3
All international student participants, or unaffiliated faculty advisors, who are not SAE members, are required to
complete the International Student Registration Form per team found on the Registration page of the specific event.
Upon completion, email the form to collegiatecompetitions@sae.org.
A4.8.4
All student participants and faculty advisors must affiliate themselves to the appropriate team(s) online. To do this you
will need to go to the Baja SAE homepage and select the Baja SAE Series link to expand the menu. Select the event(s)
that you are registered for, and once the menu expands, click on the Registration link. From here you will select the
Register Your Team/Update Team Information link in which your team link should appear on the next page. Select
the team link and scroll to the bottom of the page; the Add New Member button will allow individuals to include
themselves with the rest of the team.
A4.8.5
Once you have associated yourself to your respective university team(s), all affiliated students and faculty must
complete the following information on the SAE website:
1.
2.
3.
Medical Insurance (Provider, Policy/ID number, Telephone number)

Drivers License (State/Country, ID number)
Emergency contact data (point of contact (guardian/parent or spouse), relationship and phone number)
The Add New Member button will allow individuals to access this page and include the necessary credentials. If the
individual is already affiliated to the team, simply select the Edit button next to the name. Please be sure this is done
separately for each of the events your team has entered.
PLEASE BRING YOUR OFFICIAL DRIVERS LICENSE OR PHOTO ID/PASSPORT FOR NONDRIVERS AS WELL AS YOUR MEDICAL INSURANCE CARD TO ONSITE REGISTRATION.
All students, both domestic and international, must affiliate themselves online or submit the International Student
Registration form by February 25, 2011. For additional assistance, please contact collegiatecompetitions@sae.org.
**Note: When your team is registering for a competition, only the student or faculty advisor completing the
registration needs to be linked to the school. All other students and faculty can affiliated themselves after registration
has been completed; however this must be done before the deadline of February 25, 2011.
ARTICLE 5: FACULTY ADVISOR

A5.1
Faculty Advisor Status

Each team is expected to have a Faculty Advisor appointed by the university. The faculty advisor is expected to
accompany the team to the competition and will be considered by competition officials to be the official university
representative.
A5.2
Responsibilities
7
2011 Baja SAE Rules
Faculty Advisors are expected to advise their teams on general engineering and engineering project management
theory.
A5.3
Limitations
Faculty advisors may not design any part of the vehicle nor directly participate in the development of any
documentation or presentation.
Faculty Advisors may neither fabricate nor assemble any components nor assist in the preparation, maintenance,
testing or operation of the vehicle.
Faculty Advisors are not allowed to participate during technical inspection, cost audit or design presentations. The
team captain or other designated members of the team must do all the presenting although Faculty Advisors may
silently observe.
In brief Faculty Advisors may not design, build or repair any part of the vehicle.
ARTICLE 6: ELIGIBILITY VEHICLES

A6.1
Student Created
The vehicle and associated documentation must be conceived, designed and fabricated by the team members without
direct involvement from the professional engineers, faculty or professionals in the off-road and racing communities.
A6.2
Professional Fabrication Limits

Vehicles which have been professionally fabricated may be disqualified from the competition. If a team does not have
access to machine shop facilities, the frame can be professionally fabricated without penalty. Lack of access must be
documented (letter from the faculty advisor, copy of policies which prohibit machine shop access, etc).
A6.3
Kit Vehicles Prohibited

Vehicles fabricated from a kit or published designs are ineligible to compete.
A6.4
Prefabricated Subassemblies
These rules do not exclude the use of prefabricated or modified sub-assemblies.
ARTICLE 7: REGISTRATION
A7.1
Maximum Entries per University

A maximum of two (2) vehicles per university will be allowed in each competition.
For the first two (2) weeks of online registration, universities will only be able to register one (1) vehicle per
university, per competition in the North American Baja SAE competitions. On Monday, October 18, 2010 at 10:00
AM EDT (exactly two weeks after registration initially opens), registration will open to those universities with one
entry who wish to register a second vehicle in any of the North American competitions, should there be any slots
remaining.
A7.2
Registration Deadline
Teams must register for each Baja SAE competition they intend to enter by the specified deadline in the action
deadlines.
A7.3
Registration Fee
North American Competitions The registration fee must be paid online by credit card at the time of registration.
Registration fees may not be paid by any other means.
Competitions outside North America Registration fees and procedures are listed in the action deadlines or will be
found on the competition website.
Registration fees are NOT refundable.
8
2011 Baja SAE Rules
A7.4
Registration Limit
Baja SAE Birmingham is limited to 100 vehicles.
Baja SAE Kansas is limited to 100 vehicles.
Baja SAE Illinois limited to 115 vehicles.
A7.5
Withdrawals
A7.5.1
Registered teams that find that they will not be able to attend the competition are requested to officially withdraw by
notifying the following no later than one (1) week before the event:
A7.5.2
Baja SAE North American event withdrawals: Sam Barill, barill@sae.org
A7.5.3
For events outside North America, please visit the respective competition website for contact information.
A7.6
International Participation U.S. Visa Letters

International teams requiring visa letters to enter United States must fill out the online form a minimum of four (4)
weeks prior to the competition in which they are competing at: http://students.sae.org/competitions/bajasaw/ (Visa
Invitation)
A7.7
International Participation Vehicle Shipping/U.S. Customs

SAE and the Baja SAE organizers strongly recommend international teams ship their vehicles early in order to allow
enough time to compensate for any delays that may occur in clearing U.S. Customs. Please check with the United
States Customs Service concerning the regulations governing the temporary importation of racing vehicles. You may
want to consider using the services of freight forwarder who is familiar with the international shipping of racing
vehicles.
Vehicle Shipping
Vehicle shipments by commercial carrier must comply with the laws and regulations of nations from which, and to
which, the vehicle is being sent. Teams are advised to consult with their shipping company or freight forwarder to be
sure their shipment fully complies with all relevant customs, import/export and aviation shipping requirements.
Shipments must be sent with the sending team or university listed as the receiving party. Neither the competition
organizers nor the competition sites can be listed as the receiving party.
Vehicle shipping procedures for the North American competitions are published on the Baja SAE website for each
competition and are incorporated into these Rules by reference.
Neither SAE staff nor the Baja SAE competition organizers are permitted to provide advice on U.S. Custom matters.
ARTICLE 8: RULES QUESTIONS

A8.1
Questions:
By submitting a question to Baja SAE you and your team agree that both your question and the Committees answer
can be reproduced and distributed by SAE, in both complete and edited versions, in any medium or format anywhere
in the world.
A8.2
Question Types
The Baja SAE Committee will answer questions that are not already answered in the rules or FAQs or that require
new or novel rule interpretations. The Committee will not respond to questions that are already answered in the rules.
For example, if a rule specifies a minimum dimension for a part the Committee will not answer questions asking if a
smaller dimension can be used.
A8.3
Question Submission
An electronic question submission system is being developed for the North American competitions. Until that system
is ready for use questions should be submitted following the traditional procedure of emailing Bajarules@sae.org.
Questions and answers will be posted on: http://students.sae.org/competitions/bajasae/rules/tqa.htm
9
2011 Baja SAE Rules
When the electronic submission system is ready for use an announcement will be made on the Baja SAE news page.
Please watch for announcements.
Throughout the 2011 Baja SAE competition season questions can still be submitted by the traditional submission
procedure.
A8.3.1
Question Documentation
Teams submitting questions are required to bring copies of the questions and answers with them to technical
inspection.
A8.4
Response Time
Please allow a minimum of two (2) weeks for a response. The Rules Committee will respond as quickly as possible,
however responses to questions presenting new issues, or of unusual complexity, may take more than two weeks.
NOTE: Please keep in mind that final operating approval of a Baja SAE vehicle can only be given on
site at the competition.
A8.5
Event Related Questions

Questions pertaining to the operation and schedules of specific Baja SAE competitions should be emailed to the
respective organizers.
ARTICLE 9: PROTESTS
It is recognized that hundreds of hours of work have gone into fielding a vehicle. In the heat of competition, emotions
peak and disputes can arise. The organizers and SAE staff will make every effort to fully review all questions and
resolve problems quickly and equitably
A9.1
Preliminary Review Required

If a team has a question about scoring, judging, policies or any official action it must be brought to the organizers or
SAE staffs attention for an informal preliminary review before a protest can be filed.
A9.2
Cause for Protest

A team may protest any rule interpretation, score or official action (unless specifically excluded from protest) which
they feel has caused some actual, non-trivial harm to their team, or has had a substantive effect on their score. Teams
may not protest rule interpretations or actions that have not caused them any substantive damage.
A9.3
Protest Format and Forfeit

All protest must be filed in writing and presented to the organizer or SAE Staff by the team captain or a designated
student team member. In order to have a protest considered, a team must post a twenty-five (25) point protest bond
which will be forfeited if the protest is rejected.
A9.4
A9.5
Protest Period
Protests concerning any aspect of the competition must be filed within one half hour (30 minutes) of the end of the
event to which the protest relates.
Decision
The decision of the organizer or SAE Staff regarding any protest is final.
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2011 Baja SAE Rules
PART B: TECHNICAL REQUIRMENTS

ARTICLE 1:
B1.1
GENERAL DESIGN REQUIREMENTS
Vehicle Configuration
The vehicle must have four (4) or more wheels not in a straight line.
B1.1.1
The vehicle may only use one Briggs & Stratton engine of a model specified below. The vehicle must be capable of
carrying one (1) person 190cm (75 in) tall weighing 113kg (250lbs).
B1.1.2
Maximum Vehicle Dimensions

Width: 162 cm (64 in) at the widest point with the wheels pointing forward at static ride height.
Length: Unrestricted, see note below.
NOTE: Teams should keep in mind that Baja SAE courses are designed for vehicles with the maximum dimensions of
162 cm (64 in) width by 274 cm (108 in) length.
B1.2
All-Terrain Capability
B1.2.1
The vehicle must be capable of safe operation over rough land terrain including obstructions such as rocks, sand jumps,
logs, steep inclines, mud and shallow water in any or all combinations and in any type of weather including rain, snow
and ice.
B1.2.2
The vehicle must have adequate ground clearance and traction.
B1.2.3
Vehicles competing in the Baja SAE water competition require flotation and water propulsion.
B1.3
Vehicle Ergonomic Capacity

As a prototype of a commercial product, the vehicle should accommodate drivers of all sizes from the 95 th percentile
male (in the country in which the competition is held) to the 5th percentile female. The larger driver should be able to
meet the roll cage minimum clearances, and fit into a comfortable driving position, while wearing the entire required
drivers equipment. The smaller driver should be able to comfortably reach all of the vehicles controls.
ARTICLE 2: REQUIRED ENGINE

B2.1
Briggs & Stratton 10 hp OHV Intek

For over thirty years, the Briggs & Stratton Corporation has generously provided engines to the Baja SAE teams without
charge. Teams pay only $150.00 for shipping and handling of the required engines.
B2.2
Engine Eligibility
Teams will be eligible to receive a new Briggs & Stratton engine in every second competition season in which they
participate. Engines are allocated on the basis of one engine per vehicle per two season of participation.
Example: Teams that received a new Briggs & Stratton engine for the 2009 competition season and competed in a Baja
SAE competition in 2009 and 2010 will be eligible to receive a new engine for the 2011 competition season.
Example: A team that received an engine in 2004, but did not compete in a Baja SAE event until 2005 and does not
compete again until 2008, will only become eligible to receive an engine in 2009.
B2.3
Eligible Teams - Receiving New Engines

Teams that are eligible to receive a new engine must order online upon completion of registering the team for a
competition. Please contact collegiatecompetitions@sae.org if your team has trouble placing the engine order.
Eligible teams will pay only the cost of shipping if the engine is shipped to a continental United States or Canada
address.
B2.3.1 Engine Shipment outside the U.S. & Canada

Teams from countries outside of the continental United States and Canada will need to have their engines shipped:
11
2011 Baja SAE Rules
A. To the organizer of the competition they have registered for and have it held for the teams arrival.
Or
B. To an address in the United States
B2.3.2 Briggs & Stratton will not ship engines outside of the continental United States or Canada; international orders must
follow one of the shipping methods listed above as exporting is not an option. If for any reason the engine fails to arrive,
it will not be replaced. Additionally, the team will not be permitted to order an engine next year.
B2.3.3 Neither Briggs & Stratton nor SAE assume any responsibility for the delivery of engines.
NOTE: Teams requesting that engines be shipped to the organizer will be responsible for installing the engine prior to
technical inspection and will need to bring the tools necessary to install the engine onsite. Teams should also get
permission from the organizer.
B2.4
Purchasing of Additional Briggs & Stratton Engines

Teams may purchase additional Briggs & Stratton engines directly through their local Briggs & Stratton dealer. There is
no special discount or purchase price for additional engines.
B2.5
Engine Requirement and Restrictions

To provide a uniform basis for the performance events, all vehicles must use the same engine: a stock four cycle, air
cooled, Briggs & Stratton OHV Intek Model.
The following Briggs & Stratton engines are the only acceptable engines for the 2011 Baja SAE competitions:
Model
205432
205332
205332
Type
0536-E9
0536-E9
0536-B1
The required engine must remain completely stock in all ways, with the following qualifications:
NOTE: Blueprinting (reworking an engine to a manufacturers exact specifications) is considered to be modification.
B2.5.1 Replacement Parts

Only Original Equipment Briggs & Stratton replacement parts may be used.
B2.5.2 Piston Rings

Only standard size original Briggs & Stratton piston rings may be used.
B2.5.3 Intake Ports

No cleaning or removing of aluminum flashing from intake or exhaust ports may be done
B2.5.4 Valves
A. Valve Clearance
Any valve clearance setting between tappet and valve stem intake and exhaust may be set.
B. Valve Lapping
Valves may be lapped to ensure proper sealing. Intake angle must remain at 45 degrees; exhaust angle must
remain at 45 degrees.
B2.5.5 Shafts and Rods

Camshaft, crankshaft, connecting rod and flywheel must not be altered or modified.
B2.5.6 Spark Plugs

Must use RC12YC Only.
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2011 Baja SAE Rules
B2.5.7 Armature
Any armature air gap setting is allowed. No slotting or elongating of armature mounting holes to increase or retard
ignition timing.
B2.5.8 Flywheel Rotation

No flywheel rotation to advance or retard timing is permissible.
B2.5.9 Carburetor
A. Carburetor Re-jetting Prohibited
This is a fixed carburetor, re-jetting of the carburetor is prohibited.
B. Idle Speed
Any idle speed adjustment is allowed, Briggs & Stratton recommends 1750, 100 RPM.
C. Carburetor Float
Carburetor float is non-adjustable and may not be re-adjusted.
D. Carburetor Venturi
Modification of carburetor venture is prohibited.
B2.5.10 Air Cleaner

The air intake may be relocated, but Briggs & Stratton parts must be used to relocate the air filter: 792349 remote kits,
695329 choke shaft and 699960 bases. The supplied air hose may be shortened to a minimum of 152 mm (6.0 in).
No other type of hose will be allowed. A team may also add additional pre-filters to the top of the air intake. These
parts must be included on the cost report. Any changes made to the air filter will have to pass Briggs & Stratton
inspection.
Note from Briggs & Stratton: Relocation of the air cleaner may decrease engine performance.
B2.5.11
Exhaust System
.
A. Muffler Relocation
If the vehicle design requires an exhaust system reconfiguration to keep it from impinging on part of the
vehicle, the re-routing must be done using tubing having an ID of 32mm (1.25 in). Any remote mounted
exhaust system must use the original muffler and must be securely mounted so that it does not vibrate loose
during the competition.
B. Muffler Support
Support of the exhaust pipe and muffler are strongly recommended.
C. Exhaust Pipe
Exhaust pipe may not protrude inside of the exhaust port, so as to alter port configuration.
D. Exhaust Pipe Length
Any exhaust pipe length is allowed, however pipe length may not be adjustable.
E. Exhaust Pipe Holes & Tubes
No extra holes or tubes are allowed in the exhaust pipe.
F.
Exhaust System Durability Required

The exhaust pipe and muffler must be completely intact and operational throughout the competition. Any
vehicle found to have a loose or leaking exhaust system will be removed from competition until the issue can
be corrected.
B2.5.12 Starter
The Recoil starter rope may be extended to accommodate the driver starting the engine while seated
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2011 Baja SAE Rules
B2.5.13 Alternator
The engine may be fitted with an alternator to generate electrical energy. The only alternators which may
are those which Briggs & Stratton specifies for the engine model
be used
B2.5.14 Engine Governor

Each engine is equipped with a governor. Each governor will be set at competition to a 3,800 rpm or lower maximum
speed. Random inspection of the governor may be conducted at any time. Any attempt to defeat the engine governor so
as to increase the engine speed is grounds for is grounds for immediate disqualification. Random inspection of the
governor may be conducted at any time.
GOVERNOR SETTING NOT TO EXCEED 3800 RPM.

The governor operation must remain free of obstructions at all times. Governor area must be shielded from debris. The
stock configuration of fuel tank mounted to the engine is acceptable for debris management. However, if the fuel tank is
to be remote mounted, a debris shield covering the exposed governor area is required. Briggs & Stratton part number
697326 Control Cover may be used or some other part with equivalent features.
NOTE: The governor spring must be placed in hole #6.

B2.5.15 Hybrid Electric Power Systems
Hybrid electric power systems are specifically prohibited.
B2.5.16 Energy Storage Devices Used for Propulsion

Hydraulic accumulators are the only type of stored energy device that may be incorporated into the vehicle for
propulsion purposes. If employed, hydraulic accumulators must be at zero energy at the start of each event. Hydraulic
power systems must be properly shielded and documentation of the shielding made available for review.
B2.6
Engine Use Restriction

Briggs & Stratton generously provides engines to the teams for the exclusive purpose of use on their Baja SAE
vehicle. If, for any reason, a team receives an engine and at a later date decides not to participate, it must, at its own
expense, return the engine to SAE or Briggs & Stratton.
ARTICLE 3: ELECTRICAL SYSTEM

B3.1
General Electrical System Overview

The electrical system must include at least two kill switches, a brake light, and a battery power source. The kill switches
must deactivate the engine ignition. The kill switches must NOT deactivate the brake light. The brake light must operate
regardless of the kill switch setting. The brake light, and any reverse light and alarm, must be powered whenever the
vehicle is in motion.
B3.2
Batteries
B3.2.1
Batteries must be mounted with sound engineering practice and not come loose during a roll over.
B3.2.2
Non-recharging batteries
Batteries which are not recharged by an engine alternator may power only safety items (brake light, reverse light and
alarm) and instrumentation (driver display, data acquisition), and may not power any control or actuation function in the
drivetrain, steering and suspension systems.
NOTE: all instrumentation must be included in the cost report.
B3.2.2.1 Batteries must be able to provide power to safety items (brake light, reverse light and alarm) for the duration of each
event
B3.2.2.2 Vehicles will be black flagged if safety equipment is not functioning.
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2011 Baja SAE Rules
B3.2.2.3 The batteries must be factory sealed (incapable of being opened or serviced) and not leak in the event of a roll over. A
sealed battery is one that is incapable of being opened or serviced.
B3.2.3
Recharging batteries
Only batteries which are recharged by an engine alternator may be used to power control or actuation functions in the
drivetrain, steering and suspension systems
B3.3
Kill Switches
Each vehicle must be equipped with two (2) easily accessible kill switches turning off the ignition and the entire
electrical system of the vehicle (with the exception of the brake light). The Kill switches do not need to de-energize
other systems such as electronic accessories or data acquisition systems.
B3.3.1
Kill Switch Type

The kill switches must be one of the following:
(A) 01-171 Ski-Doo kill switch available at
http://www.mfgsupply.com/m/c/01-171.html?id=UxSI4Vzn
(B)
After market WPS#27-0152 or 27-0124
http://www.parkeryamaha.com/index.asp?PageAction=PRODSEARCH&txtSearch=27-0152&Page=1
(C)
B3.3.2
A Stock Polaris # 4110106
Kill Switch Locations and Orientation

(A) Cockpit Switch The cockpit switch must be located in the front of the cockpit within easy reach of the driver
with the safety harness tight. The switch may not be mounted on a removable steering wheel assembly.
(B)
External Switch The external switch must be mounted on the drivers right side of the vehicle, on a panel
generally perpendicular to the firewall between RRH and Rear Bracing within the red area, (Fig 2) and behind the
plane of the RRH. The switch cannot be more than 178 mm (7 in) vertically below point. BR. The switch must
be within easy reach of track workers. The switch must be mounted rigidly, with no sharp edges nearby.
Sample Mountings (Note: The kill switches must be mounted using the outer cases. If they are mounted using adhesive
on the back cover the switch will fail.
Note: welded metal tabs
constraining the switch.
Note: machined block constrains

the switch.
Figure 1
Figure 2
B3.3.3
Wiring
All wiring must be sealed, protected and securely attached.
B3.4
Brake Light
B3.4.1
The vehicle must be equipped with a red brake light that is SAE S or U rated and must be clearly visible. The brake
light must be mounted at a minimum of 1 meter (39.4 in) above the ground... Light must be mounted such that it shines
parallel to the ground, not up at an angle.
B3.5
Brake Light Switch

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2011 Baja SAE Rules
The brake light must be activated by hydraulic pressure switches. Each independent brake hydraulic system must be
equipped with a brake light switch, so that no brake, including cutting brakes may be activated without lighting the brake
light.
B3.5.1
Push style or momentary switches are not allowed.
B3.6
Reverse Light and Alarm

Vehicles with reverse must be equipped with a back up light marked with an SAE R on the lens and be equal to, or
exceed the SAE standard J759. The reverse light must be mounted at a minimum of 70 cm (27.6 in) above the ground.
Vehicles with reverse must also be equipped with a backup alarm. The alarm must be rated per SAE standard J1741 or
J994 and sound whenever the vehicle is in reverse. An example of an acceptable backup alarm is available at
www.waytekwire.com, part #48001.
ARTICLE 4: TOWING HITCH POINT

B4.1
Each vehicle must have towing hitch points at the front and rear, along its longitudinal centerline. These hitch points are
used both for dynamic events and for vehicle recovery. Hitch points must be structurally attached to the vehicles main
structure, and must allow for transmission of both longitudinal and lateral towing loads from the vehicle to the hook or
clevis of a tow rope without entanglement in vehicle components. The journal of the hitch point (on which a hook or
clevis would bear) must not have a diameter greater than 25.4 mm (1 in.). If not circular in cross section, the journal
must have a longitudinal dimension no greater than 25.4 mm (1 in.) and a vertical dimension no greater than 9.5 mm (
in.). Bearing space inboard of the hitch point journal must be no less than 25.4 mm (1 in.).
B4.2
Front Hitch Point

The front hitch point must be strong enough to serve as a vertical lift point for the vehicle. The front hitch point, when
not attached to a tow rope, may not present a danger of penetration in the event of a frontal collision. For example, if a
hitch plate as described in B4.4 is used, then it must be free to pivot down so as to not present a narrow protrusion .
Examples of acceptable Front Hitches:
B4.3
Rear Hitch Plate

The rear hitch point must be a plate complying with the requirements of B4.4
B4.4
Hitch Plate Requirements Maximum and Minimum

Towing plate Maximum thickness 9.5 mm (.375 in)
Hole diameter Minimum 25.4 mm (1.0 in)
Radial clearance Maximum from hole 25.4 mm (1.0 in)
Hole to tube Minimum clearance 19.0 mm (.75 in)
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2011 Baja SAE Rules
ARTICLE 5: VEHICLE IDENTIFICATION

B5.1
Number Assignment
U.S and Canadian competitions: Numbers are automatically assigned as part of the online registration. Assigned
numbers may be found on the Baja SAE website in the registered team list for each competition.
B5.1.1
Other competitions: Vehicle numbers at other competitions will be assigned by the respective organizers.
B5.1.2
It is each teams responsibility to provide its vehicle number markings. These markings include primary cutout numbers
(side) and body numbers (front/rear). The numbers must be clearly visible from all sides, front, and rear of the vehicle.
The numbers must remain readable throughout the competition.
Numbers that are not readable might not be scored during the endurance event.
COMMENT: Schools which are entering more than one vehicle should consider painting them in individually
distinctive colors to facilitate in lap counting.
B5.2
Vehicle Number Primary Cutout
B5.2.1
Each vehicle must display its number as either a stamp or a blank (positive or negative cutout), so that the shape may be
read when the number is covered with mud. The stamp or blank mounting must allow mud to shed. The number must be
a block style numeral that is clear and easy to read. Vehicles with numbers that are hard to read, missing, damaged or
obscured may not be scored and may be black flagged.
.
B5.2.2
B5.2.3
Number Location
Primary cutout numbers must be affixed to the upper sides of the frame behind the rear roll hoop. The numbers must be
in the elevation plane of the vehicle.
Number Size
The primary cutout numbers must be at least 203 mm (8 in) high.
COMMENT: Avoid sharp edges or points on the inner and outer edges of the cutout numbers.
B5.3
Vehicle Number Body

All vehicles must display their assigned number in block numerals on the front and rear of the vehicle. These numbers
must be at least 203 mm (8 in.) high, have a minimum line width of 25 mm (1 in.) and must strongly contrast with the
numeral background color.
All vehicles must display their school name or initials
B5.4
Sponsor Logos
B5.4.1
Briggs & Stratton

Briggs & Stratton logos must be displayed in a prominent space on the front and each side of the vehicle.
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2011 Baja SAE Rules
B5.4.2
SAE Logo
Two (2) SAE logos must be displayed on the vehicle in prominent locations. These will be distributed during registration
at the competition.
B5.4.3
Sponsor Identification
Teams may display advertising from their vehicles sponsors, provided it is in good taste and does not conflict with the
vehicles number. Organizers may require all entrants to display advertising from the competition sponsors.
ARTICLE 6: TRANSPONDERS
B6.1
Transponders US and Canadian Competitions

Transponders will be used as part of the primary timing system for all closed loop dynamic events at competitions in the
US and Canada.
B6.1.1
Vehicles must carry a functional, properly mounted and fully charged transponder of the specified type. Vehicles
without a specified transponder will NOT be allowed to compete in any event for which a transponder is used for timing.
Use of transponders at competitions outside of the US and Canada is at the option of the organizer.
B6.2
Transponder Requirement
All vehicles must be equipped with at least one AMB MX Rechargeable transponder. (Recently acquired by MyLaps).
http://www.mylaps.com. All teams are responsible for purchasing their transponder
The timing system is capable of recording two transponder identifications per vehicle; therefore, a second transponder
may be mounted as a backup.
B6.3
Transponder Purchase
All teams are responsible for purchasing their transponder directly through AMB (recently
acquired by MyLaps).
http://www.mylaps.com
B6.4
Transponder Mounting
B6.4.1
Each transponder is supplied with a mounting bracket (SEE PHOTO). Teams are advised to
weld a small plate to their frame to attach the bracket. The bracket can be attached with rivets,
zip ties or bolts. Comments: Attaching the bracket with an M4 pan OR flat head bolts with lock nuts OR wire is strongly
suggested.
B6.4.2
Transponder mounting requirements:

A. Orientation The bracket must be mounted vertical to the frame in the orientation shown in the photograph and
oriented so the transponder number can read right-side up.
B. Location The transponder must be mounted on the drivers right side forward of the seat and preferably
within the lower horizontal plane of the front suspension. The transponder must be no more than 61 cm (24 in)
above the track.
C. Unobstructed There must be an open, unobstructed line between the antenna on the bottom of the transponder
and the ground. (Do not mount the transponder inside the vehicle if sight line is obstructed.) Metal and carbon
fiber may interrupt the transponder signal. The signal will normally transmit through fiberglass and plastic. If
the signal will be obstructed by metal or carbon fiber, a 10.2 cm (4 in) diameter opening can be cut and the
transponder mounted flush with the opening.
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2011 Baja SAE Rules
D. Protection Mount the transponder where it will be protected.
B6.5
Transponder Black Flag

If, for any reason, a vehicles transponder is not being received by the timing system, the vehicle could be black flagged
for transponder repair, relocation or replacement.
ARTICLE 8: ROLL CAGE

B8.1
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 cages integrity.
B8.2
Lateral Space
Minimum space is based on clearances between the driver and the two virtual side surfaces of the cage. Clearances are
relative to any driver selected at technical inspection (usually the largest driver; may be several drivers), seated in a
normal driving position, and wearing all required equipment
The virtual side surfaces are defined by the Side Impact Member (SIM )the Roll Hoop Overhead Member (RHO) and
the locus of any straight line connecting any point on the outside of the SIM to any point on the outside of the RHO,
exclusive of any padding or covering on these members.
If there are any triangulating members joining the SIM or the RHO to the vertical members of the Rear Roll Hoop
(RRH-B8.3.2), and these triangulating members conform to B8.3.12, then the virtual side surfaces may be extended by
an outboard crease over the triangulating members.
The drivers helmet shall have 152 mm (6 in.) clearance to the side surfaces.
The drivers shoulders, torso, hips, thighs, knees, arms, elbows, and hands shall have 76 mm (3 in.) clearance to the side
surfaces.
B8.2.1
Vertical Space
The drivers helmet shall have 152 mm (6 in.) clearance to the top of the roll cage, defined by the top surface (not
centerline) of: the RHO members (exclusive of any covering or padding); the RRHUPPER ,LC; and the LC between points
C.
In an elevation (side) view, no part of the driver's body, shoes, and clothing may extend beyond the envelop of the roll
cage.
B8.3
Roll Cage Structure
B8.3.1
Elements of the Roll Cage

The roll cage must be a space frame of tubular steel. The required members of the roll cage are
illustrated in Figs.RC2 and RC4. Primary members must conform to B8.3.12. Primary members are:
Rear Roll Hoop (RRH)
Roll Hoop Overhead Members (RHO)
Front Bracing Members (FBM)
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2011 Baja SAE Rules
Lateral Cross Member (LC)

Secondary members must be steel tubes having a minimum wall thickness of 0.89 mm (.035 in) and a
minimum outside diameter of 25.4 mm (1.0 in): Secondary members are:
Lateral Diagonal Bracing (LBD)
Lower Frame Side (LFS)
Side Impact Member (SIM)
Fore/Aft Bracing (FAB)
Under Seat Member (USM)
All Other Required Cross Members
Any tube that is used to mount the safety belts
Roll cage members which are not straight must not extend longer than 711 mm (28 in.) between supports. Small bend
radii (<152 mm, 6 in.) at a supported end of a member are excepted, and are not considered to make a member notstraight. The minor angle between the two ends of a not-straight tube must not exceed 30.
Note: Required dimensions between roll cage members are defined by measurements between member centerlines,
except where noted.
B8.3.2
Rear Roll Hoop (RRH)

The RRH is a structural panel behind the drivers back, and defines the back side of the roll cage. The driver and seat
must be entirely forward of this panel. The RRH is substantially vertical, but may incline by up to 20 from
vertical. The minimum width of the RRH, measured at a point 686 mm
(27 in.) above the inside seat bottom, is 736
mm (29 in.). The vertical members of the RRH may be straight or bent, and are defined as beginning and ending where
they intersect the top and bottom
horizontal planes (points AR and AL, and BR and BL in Fig.RC1). The vertical
members must be continuous tubes (i.e., not multiple segments joined by welding). The vertical members must be
joined by LC members at the top and bottom. The LC members must be continuous tubes
RC 1
B8.3.2.1 Rear Roll Hoop Lateral Diagonal Bracing (LDB)
The RRH must be diagonally braced. The diagonal brace(s) must extend from one RRH vertical member to the other.
The top and bottom intersections of the LDB members and the RRH vertical members must be no more than 127 mm
(5in.) from the RRH top and bottom horizontal planes, respectively. The angle between the LDB members and the RRH
vertical members must be greater than or equal to 20. Lateral bracing may consist of more than one member
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2011 Baja SAE Rules
RC 2
B8.3.3
Roll Hoop Overhead Members (RHO)

The RHO members define the upper right and left edges of the roll cage. The ends of the two RHO members define four
points above the drivers head in a generally horizontal plane. The RHO members extend generally forward from the
top of the RRH. The forward ends of the RHO members are joined by a Lateral Cross (LC) member. The RHO
members must be continuous tubes. The intersection between the RHO members and the RRH must be no more than 51
mm (2 in.) from points B. The RHO members must be high enough to allow a clearance of 1041 mm (41 in.) between
the inside seat bottom and the bottom (not the centerline) of the RHO members (exclusive of RHO member padding or
covering). The forward ends of the RHO members (intersection with the LC) define points C R and CL (Fig.RC3). Points
CR and CL must be at least 305 mm (12 in.) forward of a point, in the vehicles elevation view, defined by the
intersection of the RHO members and a vertical line rising from the after end of the seat bottom. This point on the seat
is defined by the seat bottom intersection with a 101 mm (4 in.) radius circle which touches the seat bottom and the seat
back.
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2011 Baja SAE Rules
RC 3
B8.3.4
Lower Frame Side Members (LFS)

The two Lower Frame Side members define the lower right and left edges of the roll cage. These members are joined
to the bottom of the RRH and extend generally forward, at least as far as a point forward of every drivers heels, when
seated in normal driving position. The forward ends of the LFS members are joined by an LC, the Front Lateral Cross
(FLC Fig. RC4). The intersection of the LFS members and the FLC define the points AFR and AFL.
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2011 Baja SAE Rules
RC 4
B8.3.5
Side Impact Members (SIM)

The two Side Impact Members define a horizontal mid-plane within the roll cage. These members are joined to the
RRH and extend generally forward, at least as far as a point forward of every drivers toes, when seated in normal
driving position. The forward ends of the SIM members are joined by an LC. The intersection of the SIM members
with this LC define the points SFR and SFL. The SIM members must be between 203 mm (8 in.) and 356 mm (14 in.)
above the inside seat bottom (Fig.RC3).
NOTE: Every drivers feet must be entirely behind the plane defined by points AFR, L and SFR, L. If the LC between SFR,L
is below the drivers toes then an additional LC must run between the FBM members above the drivers toes.
B8.3.6
Under Seat Member (USM)

The two LFS members must be joined by the Under Seat Members. The USM must and pass directly below the driver
where the template in RC3 intersects the seat bottom. The USM must be positioned in such a way to prevent the driver
from passing through the plane of the LFS in the event of seat failure.
B8.3.7
Front Bracing Members (FBM)

Front bracing members must join the RHO, the SIM and the LFS (Fig. RC5). The upper Front Bracing Members
(FBMUP) must join points C on the RHO to the SIM at or behind points SF. The lower Front Bracing Members
(FBMLOW) must join points AF to points SF. The FBM must be continuous tubes. The angle between the FBMUP and the
vertical must be less than or equal to 45 degrees.
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2011 Baja SAE Rules
RC 5--FBM
B8.3.8
Fore/Aft Bracing (FAB)

The RRH must be restrained from rotation and bending in the elevation plane by a system of triangulated bracing.
Bracing must either: 1) Rear Bracing - directly restrain both points B from longitudinal displacement in the event of
failure of the joints at points C; or 2) Front Bracing - restrain both points C from longitudinal and vertical displacement,
thus supporting points B through the RHO members. Better design will result if both front and rear bracing are
incorporated.
Members used in the FAB systems must not exceed 1016 mm (40 in.) in unsupported length. Triangulation angles
(projected to the elevation view) must not exceed 20.
B8.3.8.1 Front Bracing

Front systems of FAB must connect the FBMUP members to the SIM members (on the same sides). The intersection
with the FBMUP members must be within 127 mm (5 in.) of points C. The intersection with the SIM members must be
vertically supported by further members connecting the SIM members to the LFS members.
B8.3.8.2 Rear Bracing
Rear systems of FAB must create a structural triangle, in the elevation view, on each side of the vehicle. Each triangle
must be aft of the RRH, include the RRH vertical side as a member, and have one vertex near Point B and one vertex
near either Point S or Point A.
The third (after) vertex of each rear bracing triangle must additionally be structurally connected to whichever point, S or
A, is not part of the structural triangle. This additional connection is considered part of the FAB system, and is subject to
B8.3.1, but may be formed using multiple joined members, and this assembly of tubes, from endpoint to endpoint, may
encompass a bend of greater than 30 degrees.
Attachment of rear system FAB must be within 127 mm (5in.) of Point B, and must be within 51 mm (2 in.) of points S
and A. In the plan view, the rear bracing structural triangles must not be angled more than 20 degrees from the vehicle
centerline. The after vertices (right/left) of the FAB structural triangles must be joined by an LC.
B8.3.9
RHO/FBM Gusseting
If the RHO and FBM on one side of the vehicle are not comprised jointly of one tube, bent near
point C, then a gusset is required at point C to support the joint between the RHO and the FBM.
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2011 Baja SAE Rules
B8.3.10
Tube Joints
B8.3.10.1 Roll cage element members which are made of multiple tubes, joined by welding, must be reinforced with a welding
sleeve. Many roll cage elements are required to be continuous tubes, and may not be made of multiple pieces. Tubes
which are joined at an angle need not be sleeved.
B8.3.10.2 Sleeves must be designed to fit tightly on the inside on the joint being reinforced. External sleeves are not allowed.
Sleeves must extend into each side of the sleeved joint, a length of at least two times the diameter of the tubes being
reinforced, and be made from steel at least as thick as the tubes being reinforced.
B8.3.10.3 The general arrangement of an acceptable sleeved joint is shown in Fig.RC9. A butt weld and four rosette welds (two
on each tube piece, on holes of a minimum diameter of 16 mm (0.625 in.) are required.
B8.3.10.4 A minimum of 4 linear inches of weld is required to secure the sleeve inside the joint, including the butt joint and the
rosette welds.
RC 9
B8.3.11
Welding Process Check

Each person who makes any welded joint on any of the vehicles roll cage elements must personally make two
welding samples, using the same materials and processes as used in the roll cage element welds. All welding samples
must be submitted at Technical Inspection. Vehicles for which complete sets of welding samples are not submitted, or
for which any of the welding samples are judged inadequate, will not be allowed to compete in dynamic or endurance
events.
Welding samples must be made from the same tube material, diameter, and thickness as the welds made by each
person on the roll cage elements.
(A)Sample 1 Destructive Testing:
A 90 degree joint, the leg length free (Fig 3). This joint must be destructively tested causing the joint to fail in the
base material (as opposed to the weld metal). The testing method is free-either tensile or bending failure may be
induced.
Figure 3
(B)Sample 2 Destructive Inspection:

Two tubes joined at a 30 degree angle with a length of at least 150 mm (5.9 in.) from the center of the joint( Fig 4 ).
The sample must be sectioned along the length of tube to reveal adequate and uniform weld penetration (Fig 5).
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2011 Baja SAE Rules
Figure 4
Figure 5
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2011 Baja SAE Rules
B8.3.12 Roll Cage & Bracing Materials

The material used for the Primary Roll Cage Members must be:
(A) Circular steel tubing with an outside diameter of 25mm (1 in) and a wall thickness of 3 mm (0.120 in) and a carbon
content of at least 0.18%.
OR
(B) A steel shape with bending stiffness and bending strength exceeding that of circular steel tubing with an outside
diameter of 25mm (1 in.) and a wall thickness of 3 mm (0.120 in.) and a carbon content of 0.18%. The wall
thickness must be at least 1.57 mm (0.062 in.), regardless of material or section size. Calculations must be
presented at Technical Inspection which prove sufficient bending stiffness and bending strength. All calculations
must be in SI units. Invoices or other evidence of the properties of the roll cage materials must be attached to the
calculations. Calculations must be performed using three significant figures to the nominal tube sizes as specified
by the invoice.
(C) The bending stiffness and bending strength must be calculated about a neutral axis that gives the minimum values.
Bending stiffness is considered to be proportional to the product EI where:
E
I
Modulus of elasticity (205 GPa for all steels)

Second moment of area for the structural cross section
Bending strength is given by:
SyI
c
where:
Sy
c
(D)
Yield strength (365 MPa for 1018 steel)

Distance from neutral axis to extreme fiber
Roll Cage Specification Sheet:

Each vehicle must present a completed Baja SAE Roll Cage Specification Sheet (Appendix) at
Technical Inspection. Newly completed copies must be presented for each competition.
B8.3.12 Head Restraint

A head restraint must be provided to limit rearward motion of the drivers head. The head restraint must be mechanically
fastened (NO Velcro or adhesive) to the vehicle, preferably the vehicle frame. Head restraints may also be mechanically
fastened or integral to the drivers seat
B8.3.13 Roll Cage Specification Sheet
Each vehicle must present a completed Baja SAE Roll Cage Specification Sheet at Technical Inspection. Newly
completed copies must be presented for each competition
B8.4
Sharp Edges on Roll Cage

The roll cage must have no exposed sharp edges which might endanger the driver or people working around the vehicle
while the vehicle is in any attitude (static, dynamic, inverted, etc.).
B8.5
Bolted Roll Cages
B8.5.1
Bolted Roll cages joints are acceptable only if the following requirements are met (Fig. 6):
(A)
Flanges or tabs must be twice (2X) the thickness of the frame tube, and made of the same material. They must be
properly welded to each tubing part to be joined. The face of the flange must be perpendicular to the axis of the
frame tube.
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2011 Baja SAE Rules
(B)
The radius of the flange must be at least 25mm (1 in) larger than the outer radius of the frame tube.
(C)
The gap between faces of the flanges (before being tightened) must be no greater than 0.07 mm (0.003 in).
(D)
The flanges must be attached with at least 3 bolts with a minimum diameter of 8 mm (5/16 in), equally spaced on
the flanges. The minimum edge distance between the bolt holes and the edge of the flanges must be twice the bolt
diameter.
(E)
Pin Joints and not permitted
Figure 6
B8.6
Cockpit
B8.6.1
Design Objective
The cockpit must be designed to (1) protect the driver and (2) permit easy driver exit in an emergency.
B8.6.2
Driver Exit Time

All drivers must be able to exit on either side of the vehicle within five (5) seconds. Exit time begins with the driver in
the fully seated position, hands in driving position on the connected steering wheel, and wearing the required driver
equipment. Exit time will stop when the driver has both feet on the ground. Drivers exit time must be demonstrated by
a team driver, as selected at technical inspection
B8.6.3
Firewall
There must be a firewall between the cockpit and the engine and fuel tank compartment. It must cover the area between
the lower and upper lateral cross members on the Rear Roll Hoop.
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2011 Baja SAE Rules
B8.6.3.1 The firewall must be metal, at least 0.50 mm (0.020 in.) Thick, and must completely separate the engine compartment
and fuel tank from the cockpit.
B8.6.3.2 Multiple panels may be used to form the firewall but there must be no gaps between the joints. Cutouts in the firewall
are allowed, but they must have grommets or boots that prevent large amounts of fuel from getting into the cockpit.
B8.6.3.3 Front or Mid-engine vehicles
If the engine is not placed in the rear of the vehicle, then a firewall is not required to cover the area between the RRH
lateral cross members. Instead, the firewall must meet the following standards:
(A)
Fuel tank must be in a sealed container that prevents fuel from leaking in the event of fuel tank failure.
(B)
Splash shields must prevent fuel from being poured anywhere in the cockpit area during fueling. (See rule B12.6
Spill Prevention)
(C)
Engine must be completely enclosed and protect the driver in the event of an engine failure. Shielding must meet
guarding requirements. This shielding must be made of metal. . (See rule B15.1 Powertrain Guards).
(D)
Driver must be able to still egress from either side of the vehicle.
(E)
The exhaust must not exit towards the driver and must be shielded.
(F)
There must be a place to mount the Technical Inspection sticker (30cm x 30cm or 12 in x 12 in) on the RRH. It
must be located on the drivers right side above the shoulders in easy view of track workers.
B8.6.4
Body Panels
The cockpit must be fitted with body panels that cover the area between the lower frame side member and the side
impact member. No gaps can exist that are larger than 6.35 mm (0.25 in). These panels must be made of plastic,
fiberglass, metal or similar material. They must be designed to prevent debris and foreign object intrusion into the driver
compartment. The panels must be mounted securely to the frame using sound engineering practices (zip ties and Velcro
are not acceptable).
B8.6.5
Belly Pan
The cockpit must be fitted with a belly pan over the entire length of the cockpit, so that the driver cannot contact the
ground and is protected from debris while seated normally. Belly pan material must be metal, fiberglass, plastic, or
similar material. They must be designed to prevent debris and foreign object intrusion into the driver compartment.
Expanded metal, fabric, or perforated panels are not allowed.
B8.6.6
Leg and Foot Shielding

All steering or suspension links exposed in the cockpit must be shielded with metal. The shielding must prevent the
drivers legs and feet from coming in contact, or becoming entangled during operation or a failure. No gaps can exist
that are larger than 6.35 mm (0.25 in) are allowed. The drivers feet must be completely within the roll cage.
B8.6.7
Fire Extinguisher Size and Location

Each vehicle must have two identical fire extinguishers with a minimum UL rating of 5 B-C. One must be mounted in
the cockpit below the drivers head, with the top half above the side impact member on the right side of the firewall and
be easily accessible by course workers. The manufacturer mounts must be used; they must be metal and have a metal
draw latch. This mount must be securely fastened to the vehicle frame (RRH) and it must resist shaking loose over
rough terrain, while allowing the course workers to remove it easily if necessary. The second must be brought to
technical inspection with mounting accessories; it will be used as a replacement if needed. All fire extinguishers must
be equipped with a manufacturer installed dial pressure gauge. The gauge must be readable.
Fire extinguishers must be labeled with school name and vehicle number.
ARTICLE 9: THROTTLE
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2011 Baja SAE Rules
B9.1
Only foot operated throttle controls are allowed. A wide-open throttle stop must be mounted at the pedal. Mechanical,
hydraulic or other throttle controls must be designed to return to idle-stop in the event of a failure. The throttle cable
must be covered (sheathed) between its forward mounting point and the firewall. Foot pedals must be positioned so as to
avoid foot entrapment in any position.
B9.2
Throttle Extensions
Mechanical extensions such as thick pads or blocks may not be attached to control surfaces or the drivers feet.
ARTICLE 10: DRIVER RESTRAINT

B10.1
Minimum Five Strap System Required

A safety harness system of at least 5 points must be worn by all drivers. The lap belt and shoulder belts must be
approximately 76 mm (3 in.) wide. The fifth (anti-submarine) belt must be worn between the legs to prevent the lap
belt from riding up along the drivers torso. The safety harness must be installed using good engineering practice. The
safety harness must be worn snuggly (one finger width maximum gap).
As an alternative to a five point harness, a six or seven point safety harnesses may be used if properly installed and worn.
NOTE: If the belts do not have enough adjustment capacity, the vehicle may not be operated.
B10.1.1 Release Mechanism

All belts must join with a single metal-to-metal quick release lever type buckle. No camlock systems are allowed.
B10.1.2 Safety Harness Expiration
The material of all straps must be of Nylon or Dacron polyester and in new or perfect condition. All driver restraint
systems must meet either SFI Specification 16.5/16.1, or FIA specification 8853/98. The belts must bear the appropriate
dated labels, and on Jan 1st of the competition year be no more than three years old.
B10.2
Shoulder Harness
The shoulder harness must be of the over-the-shoulder type. Only separate shoulder straps are permitted (i.e. Y-type
shoulder straps are not allowed).
B10.2.1 Vertical Location

Shoulder belt mounts must be no higher than vertically level with each drivers shoulders, and no lower than 102 mm (4
in.) vertically below each drivers shoulders. Shoulder belt mounts must be entirely on the cockpit side of the firewall,
and be protected by the firewall. The shoulder belts must run directly from their mountings to the drivers shoulders,
without redirection by any part of the vehicle or its equipment (Fig.8).
B10.2.2 Lateral Spacing
The shoulder harness mounting points must be between 178 mm (7 in) and 229 mm (9 in) apart (Fig 7).
Figure 7
Figure 8
Figure 7
Figure 8
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2011 Baja SAE Rules
B10.2.3 Harness Attachment Points

The shoulder belts must be looped around a horizontal tube welded within the RRH that meets the Roll Cage Secondary
Member requirements of B8.3.1. Lateral motion of the belts along their mounting tube must be restrained. The firewall
must protect the entire shoulder belt. The firewall may be pocketed to facilitate this, as long as no open gaps result.
Figure 8A
B10.3
Lap Belts
B10.3.1 The lap belt must pass around the drivers pelvic area below the Anterior Superior Iliac Spines (the hip bones Fig.9).
The lap belt must not be worn over the drivers intestines or abdomen. In side view, the lap belt must be at an angle of
between 45 degrees and 65 degrees to the horizontal (Fig.9). This means that the centerline of the lap belt at the seat
bottom should be approximately 76 mm (3 in.) forward of the bottom of the seat back. The lap belt halves must run
directly from the drivers hips to their mounting points without redirection by any part of the vehicle or its equipment
(including the seat). The lap belt halves must be mounted to frame tabs using the bracket supplied with the safety
harness (Fig.10). The lap belts must freely pivot to fit drivers of differing statures correctly. The lap belt bracket must
not be loaded in bending (Fig.10).
Figure 9
Figure 10
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2011 Baja SAE Rules
B10.3.2 Lap Belt Mounting

The frame tabs which accept the lap belt mounting brackets must meet the following requirements:
B10.4
1)
The lap belt tabs and anti submarine belt tabs must be mounted in double-shear. Tab material must be no less than
2.3 mm (0.090 in.) thick.
2)
Tabs must be attached to the frame with no less than 38 mm (1.5 in.) of weld length per tab.
3)
Tabs must have no less than 6.4 mm (0.25 in.) of material width from the edge of the mounting hole to the
edge of the tab.
4)
Mounting bracket must pivot freely (i.e., not bear on screw threads, or be pinched by the tab).
5)
Tab mounting must be stiff (i.e., not noticeably deform when pulled).
outside
Anti-Submarine Belts
B10.4.1 Mounting
Anti-submarine belts must be mounted aft of a vertical plane that intersects the leading edge of the seat, and must be
mounted a minimum of 254 mm (10 in.) forward of the lap belt mounting points. The anti-submarine belt may be
mounted either to a frame tab, or wrapped around a frame member.
B10.4.1.1
If mounted to a frame tab, then the tab must conform to the rules for the lap belt tabs above.
B10.4.1.2
If wrapped around a frame member, then: 1) the mounting tube must have features designed to limit the lateral belt
movement along the tube to less than 25 mm (1 in.); 2) the webbing of the anti submarine belt must be protected from
exposure to the ground, and not in contact with the belly pan.
B10.4.2 Redirection
Redirection of the anti submarine belt by a one rigid frame or seat member is allowed. Redirected belt webbing must not
contain a bend of more than 30 degrees (Fig.10A). The redirecting member must be designed to prevent chaffing of the
belt webbing by use of edge treatment to sharp edges with molding, plastic, heavy duty tape or other similar material.
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2011 Baja SAE Rules
Point of
Release
Attachment
Angle <=30 deg.
Point of
Redirection
Point of
Frame
Attachment
Figure 10 A
B10.4.3 Six and Seven Point Harnesses

6-point and 7-point harness mountings must meet the requirements in items 1, 6, & 7 (both mounts), and the mounting
points must be laterally spaced by at least 203 mm (8 in.).
B10.5
Arm Restraints
B10.5.1 In the event of a rollover, the drivers arms must be kept within the limits of the roll cage space (B8.2) by use of arm
restraints. Arm restraints must be securely fastened to the driver restraint system. Only commercially available arm
restraints meeting SFI 3.3 are allowed. The arm restraints must independently connect to the safety belts.
B10.5.2 Arm Restraint Installation

Arm restraints must be installed such that the driver can release them and exit the vehicle unassisted, regardless of the
vehicles position. The arm restraint must be worn by the driver on the forearm just below the elbow. The driver must
be able to reach the cockpit kill switch and steering wheel, but not allow their arms to exit the cockpit.
B10.5.3 Arm Restraint Expiration
The belts must bear the appropriate dated labels, and on Jan 1st of the competition year be no more than three years old.
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2011 Baja SAE Rules
B10.6
Installations General
All installations must prevent accidental unfastening from a direct pull, rollover or slide along the side.
ARTICLE 11: BRAKING SYSTEM

B11.1
Foot Brake
The vehicle must have hydraulic braking system that acts on all wheels and is operated by a single foot pedal. The pedal
must directly actuate the master cylinder through a rigid link (i.e., cables are not allowed). The brake system must be
capable of locking ALL FOUR wheels, both in a static condition as well as from speed on pavement AND on unpaved
surfaces.
B11.2
Independent Brake Circuits

The braking system must be segregated into at least two (2) independent hydraulic circuits such that in case of a leak or
failure at any point in the system, effective braking power shall be maintained on at least two wheels. Each hydraulic
circuit must have its own fluid reserve either through separate reservoirs or by the use of a dammed, OEM-style
reservoir.
Note: Plastic brake lines are not allowed
B11.3
Brake(s) Location
The brake(s) on the driven axle must operate through the final drive. Inboard braking through universal joints is
permitted.
Braking on a jackshaft through an intermediate reduction stage is prohibited
B11.4
Cutting Brakes
Hand or feet operated cutting brakes are permitted provided the section (B11.1) on foot brakes is also satisfied.
A primary brake must be able to lock all four wheels with a single foot. If using two separate pedals to lock 2 wheels
apiece; the pedals must be close enough to use one foot to lock all four wheels. No brake, including cutting brakes, may
operate without lighting the brake light.
ARTICLE 12: FUEL SYSTEM AND FUEL

B12.1
System Location
The entire fuel system must be located within the envelope of the vehicles frame (generally, roll cage, FAB, and nonFAB structural members). The fuel tank mountings must be designed to resist shaking loose.
B12.2
Removable Fuel Tank
B12.2.1 Removable fuel tanks are allowed for the purpose of rapid and spill-free refueling.
Removable fuel tanks must be equipped with a quick disconnect coupling on the fuel line. The tank must mount by
sliding onto two dowel pins (Fig.11) which fit tightly into the two holes in the bottom of the Briggs and Stratton fuel
tank. Removable tank mountings must also meet the following guidelines:
B12.2.2 The fuel tank must be mounted in a container that has two dowel pins located in the center that the fuel tank will securely
slide onto (Fig 11).
B12.2.3 The cover of the container when closed must contact the gas cap or tank to prevent the tank from moving vertically on the
dowel pins. The container/cover must be made out of metal and mounted using sound engineer practices (Fig12).
One of the following quick disconnect couplings must be used (Fig 13). The female fitting must be installed on the fuel
tank side
http://www.colder.com/Downloads/IndCat_REV_FINAL.pdf
- Female coupling, Colder P/N: PLCD170-04-V (P. 20) or Briggs & Stratton P/N: 189117GS
- Male coupling, Colder P/N: PLCD220-04-V (P. 21) or Briggs & Stratton P/N: 192695GS
http://www.jiffytite.com/motorsports.cfm?sublevel=398&subpage=397
- Socket with Hose Barb Adapter P/N 21504
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2011 Baja SAE Rules
- Plug with Hose Barb Adapter P/N 22504
Figure 11
Figure 12
Figure 13
Note: Removable tanks still must meet the splash shield and spill prevention rules. The cost for two tanks, two check
valves, and all couplings must be included in the engine section of the cost report.
B12.3
Fuel Tank
B12.3.1 Only a single fuel tank is permitted on the vehicle. Fuel tanks are restricted to the stock tank provided by Briggs &
Stratton. No holes are allowed in the tank even if they have been repaired. Fuel pumps may not be used.
B12.3.2 A standard Briggs and Stratton gas cap with a built in check valve (Part # B4325GS) is required. The retail price must be
included in the cost report.
B12.4
Fuel Lines
All fuel lines must be located away from sharp edges, hot engine components and be protected from chafing.
Grommetting is required where the lines pass through any member of the vehicle. Fuel lines are not allowed in the
cockpit.
B12.5
All lines must be SAE rated fuel lines and attached securely to prevent minimum line movement using sound
engineering practices. Lines must be no larger than the stock lines supplied with the engine (i.e. 12.7 mm (0.5 in.) outer
diameter and 6.3 mm (0.25 in.) inner diameter). The Briggs and Stratton fuel line is 1/4" SAE J30R14 or 30R7-RP.
Bulk fuel line can be ordered through Briggs and Stratton and is part number 395051R.
If a fuel filter is used, it must be a Briggs and Stratton stock filter.
B12.6
Spill Prevention
The fuel tank must be mounted so that if fuel spills it will not come in contact with the driver or the engine. Complying
with this rule requires a drip pan that is at least 203.2 mm (8 in) in diameter (or equivalent area) and has sides at least 38
mm (1.5 in) high above the top edge of the tank.
B12.6.1 Drip Pan Mounting

Drip pans must be mounted using sound engineering practices. A drip pan mounting comprised only of fastening
to the fuel tank filler neck is insufficient, and is not allowed. Drip pans must be graded or inclined such that all spilled
fuel drains from the drip pan fuel must not pool anywhere in the pan.
B12.6.2 Drip Pan Drain
Fuel must drain from the drip pan through a drain line composed of pipe or tubing that carries fuel to the bottom of the
vehicle and releases under the vehicle. Fuel may not be released onto the belly pan, flotation, or any other part of the
vehicle. The clear diameter of the drain line system must be no less than 9.5 mm ( in.) at any point, including fittings.
B12.6.3 Drain Line Material
Drains lines must be made of either fuel line material, or other pipe or tubing which is not weakened or dissolved by
fuel. The drain line connection to the drip pan must be sealed and robust.
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2011 Baja SAE Rules
B12.7
Splash Shields
Splash shields are required to prevent fuel from accidentally being poured directly on the engine or exhaust while
refueling or preparing to refuel the vehicle.
B12.7.1 The splash shields must be mounted.

Note: (BELOW) The following are examples of approved spill/splash shields:
Note: (BELOW) The following spill/splash shield is NOT acceptable:
B12.8
Fuel
The only fuels permitted in the vehicles are grades of automotive gasoline consisting of hydrocarbon compounds. The
fuel may contain anti-oxidants, metal deactivators, corrosion inhibitors, or lead alkyl compounds such as tetra-ethyl lead.
B12.8.1 The addition of nitrogen bearing additives, or additives designed to liberate oxygen is strictly prohibited.
B12.8 .2 Specific gravity of the fuel may not exceed 0.75 for leaded gasoline or 0.80 for unleaded gasoline when measured at 60
degrees Fahrenheit. See Section Competition Fuel Supply.
B12.9
Fuel Containers (new)

All fuel must be carried in, and put into vehicle fuel tanks, from approved unmodified containers.
Approved unmodified containers shall:
1) Have a volume of 5 gallons or less.
2) Be equipped with an original cap to prevent spills when not in use.
3) Be labeled with school name and car number.
ARTICLE 13: STEERING, SUSPENSION AND FLOTATION SYSTEMS

B13.1
Floatation Systems Water Competitions Only

Vehicles participating in water events must be statically stable in roll and pitch while floating. Flotation buoyant
cavities must be closed (non-floodable), with a maximum cell diameter of 10 mm (0.4 in.). Tires, frame tubes, casings,
and other vehicle equipment must also be closed if contributing to buoyancy, but are exempt from the maximum cell
diameter requirement.
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2011 Baja SAE Rules
ARTICLE 14: FASTENERS

B14.1
Fasteners in the engine, steering, suspension, braking (rotors and bias bars are exempt); throttle pedal and driver
restraint systems must meet the following guidelines.
B14.2
Fasteners Captive
Fasteners must be made captive through the use of NYLON locknuts, cottered nuts or safety wired bolts (in blind
applications). Lock washers or thread sealants do not meet this requirement.
B14.3
Fastener Grade Requirements

Threaded fasteners utilized must meet or exceed either, SAE Grade 5, Metric Grade 8.8 and/or AN/MS specifications.
See Figures below.
Acceptable SAE Bolt Grades:
Acceptable Military Specification Bolt Grades:
B14.4
Thread Exposure
Threaded fasteners used must have at least two (2) threads showing past the nut.
B14.5 Socket Head Cap Screws

B14.5.1 Socket head cap screws, also known as internal wrenching bolts or allen head bolts, must meet one of the following
requirements:
37
2011 Baja SAE Rules
B14.5.2 The bolt head is clearly marked with the letters NAS, 12.9, or 10.9 indicating a military / aircraft or high-strength
metric fastener. No other markings will be accepted.
B14.5.3 Proper documentation is supplied, which must include a purchase receipt, and manufacturers documentation indicating
bolt strength equivalent to the above.
B14.6
Unmarked Fasteners / Shop Manufactured Fasteners

Any threaded fastener (threaded rod, eye bolts, titanium bolts, etc.) that is unmarked, or does not have any markings as
listed, must be documented by either:
(A) A purchase receipt and manufacturers documentation indicating that the fastener meets or exceeds Grade 5
standards for that size.
OR
(B) Equivalency calculations with a purchase receipt or test data showing that the fastener exceeds the strength for
a Grade 5 fastener of the same size.
B14.7
Modified Fasteners
Fasteners which have been modified in any way other than: (1) drilling for safety wire or (2) shortening of the shank
(threads) shall be subject to all requirements set forth.
ARTICLE 15: GUARDS

B15.1
Powertrain Guards
All rotating parts such as belts, chains, and sprockets that rotate at the rate of the drive axle(s) or faster, must be shielded
to prevent injury to the driver or bystanders should the component fly apart due to centrifugal force. These
guards/shields must extend around the periphery of the belt or chain and must be wider than the rotating part they are
protecting. They must be mounted with sound engineering practice, in order to resist vibration. They must be either
a) Made of AISI 1010 steel at least 1.5 mm (0.06 in) thick or
(b) An alternate material having equivalent energy absorption at rupture per unit width of shield. Equivalency
calculations for the alternative material must meet the following requirements:
All calculations must be shown in SI units.
Calculations must use the following material properties for the 1010 steel:
o Yield Strength = 305 MPa
o Ultimate Strength = 365 MPa
Elongation at Break = 20.0%,
o Modulus of Elasticity = 205 GPa
Documentation from the material manufacturer showing the Ultimate Strength, Elongation at Break, and
Modulus of Elasticity of the alternative material must be provided.
If a stress-strain curve for the alternative material is not provided then it must be assumed that the stress strain
curve is linear to the yield point and linear from the yield point to the ultimate strength, where strain =
elongation at break (See Fig14)
Notes:
1. Driveshafts moving faster than the drive axles may use a securely mounted driveshaft loop in lieu of a scatter shield.
2. No Polycarbonate materials (such as Lexan) are allowed.
3.
In order to show equivalency the calculation must show that the area under the stress-strain curve for AISI 1010
Steel, multiplied by the minimum 1010 thickness, is met or exceeded by the area under the stress-strain curve for
the alternate material, multiplied by its thickness
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2011 Baja SAE Rules
Figure 14
B15.2
Finger Guards
Rotating parts must also be guarded all around, in addition to the guard around the periphery. All around guarding
(finger guards) must prevent small, searching fingers from getting caught in any rotating part. A complete cover around
the engine and drivetrain is an acceptable shield
B15.3
Factory Stock Guards

Factory stock guards must be demonstrated to be equal to those described in B15.1. OEM Polaris CVT covers that are
not modified are allowed. These covers must still meet the finger guard requirements and need a periphery guard
(meeting the requirements of B15.1) in way of the vent.
B15.4
Propeller Guards
Propellers, if used for water propulsion, must be located or shrouded so that direct contact with the propellers is not
possible, with the vehicle in an position
ARTICLE 16: DRIVER EQUIPMENT

B16.1
Helmet, Neck Support/Collar & Goggles

All drivers must wear a well-fitting Motocross style helmet with an integrated (one piece composite shell) chin/face
guard and a rating of: Snell M2005, SA 2005, British Standards Institution BS 6658-85 types A or A/FR. Goggles must
incorporate the use of tear-offs or roll-off systems.
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2011 Baja SAE Rules
MOTOCROSS STYLE
Full Face Helmets
All drivers must wear a neck support/collar. The neck support must be a full circle (360) and SFI 3.3 rated. Horseshoe collars
are not allowed (see figure). Simpson, RCI, GForce, Deist or Leaf Racing Products supply neck collars that meet this requirement.
Neck support must bear the appropriate dated labels, and on Jan 1st of the competition year be no more than three years old.
Neck Support Permitted
Neck Support Not Permitted
WARNING: Some Motocross helmets have extended chin guards that will not contact the required neck collars when
the head is flexed forward. This combination of helmet/collar system is prohibited. Any non-specification helmets will
be confiscated until after the competition. This rule has no exceptions and it will be strictly enforced. Helmets certified
to other rating systems may not be worn.
B16.2
Clothing
Drivers must wear long pants (cotton/Nomex), socks, shoes, gloves, and a long sleeved fire resistant upper garment.
B16.2.1 The upper garment must have a factory label showing that it is SFI rated, FIA rated or fire resistant.
B16.3
Life Jacket Required Water Competition Only

For deep water events, each driver must wear a U.S. Coast Guard approved Inherently Buoyant Type III life jacket.
.
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2011 Baja SAE Rules
AN EXAMPLE OF TYPE III LIFE JACKET, OTHERWISE KNOWN AS A WATERSPORT VEST
PART C:
STATIC EVENTS- (U.S and Canadian Events)
ARTICLE 1: SCORING
SCORE SUMMARY-STATIC EVENTS 300 points
Design Report
Design Evaluation
Cost Report
Prototype Cost
Presentation
Birmingham
75
125
15
85
-
Kansas
75
125
15
85
-
Illinois
50
100
15
85
50
60
60
60
60
60
400
75
75
75
75
400
75
75
75
75
400
1000
1000
1000
DYNAMIC EVENTS 700 points

Acceleration
Hill Climb or Traction
Land Maneuverability
Water Maneuverability
Rock Crawl
Suspension
Endurance
TOTAL POINTS
ARTICLE 2: TECHNICAL INSPECTION

C2.2
Technical Inspection Pass/Fail

All Baja SAE vehicles must pass a technical inspection before they are permitted to operate under power.
C2.2.1
The inspection will determine if the vehicle satisfies the requirements and restrictions of the Baja SAE rules.
C2.2.2
If vehicles are not ready for technical inspection when they arrive at the inspection site, they will be sent away.
C2.2.3
Any vehicle may be re-inspected at any time during the competition and correction of any non-compliance will be
required.
C2.3
Technical Inspection
Technical inspection will consist of four (4) separate parts as follows:
C2.3.1
Engine inspection and governor setting- Governor Setting Check

Briggs & Stratton Technical Representatives will set the governors of all vehicles. Vehicles must be presented for
governor setting with the engine output shaft bare, the drivetrain disconnected and the throttle cable disconnected from
the engine and working kill switches. Each vehicle engine must be inspected by Briggs and Stratton technical staff that
will:
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2011 Baja SAE Rules
(1) Confirm its compliance with the rules and

(2) Set the governor to the specified rpm. (3800)
Part 1 must be passed before a team may apply for Part 2 or Part 3 inspection.
C2.3.2
Technical Inspection
Each vehicle will be inspected to determine if it complies with the requirements and restrictions of the Baja SAE rules.
This inspection will include an examination of the drivers equipment including helmet and arm restraints, a test of
driver exit time and to ensure that all drivers meet the requirements of the rules. Each team must bring the following
items to inspection.
(A) Frame Material Documentation: Receipts documenting the materials purchased, or otherwise acquired, and
used to build the frame.
(B) Roll Cage Specification Sheet: A completed copy of the Roll Cage Specification Sheet
(C) Technical Inspection Sheet: A properly completed Technical Inspection Sheet
http://students.sae.org/competitions/bajasae/rules/
(D) Drivetrain Check Sheet: A properly completed Drivetrain Check Sheet
(E) Drivers Present: All drivers must be present at technical inspection.
(F) Technical inspection must be passed before a team may apply for kill switch and dynamic braking inspection.
C2.3.3
Kill switch and dynamic brake testing

Both the external and cockpit kill switches will be tested for functionality. If both switches pass the test then the vehicle
will be dynamically brake tested. Each vehicle must demonstrate its ability to lock all four wheels and come to rest in an
approximately straight line after acceleration run specified by the inspectors. If a vehicle fails to pass any part of the
inspection it must be corrected/modified and brought into compliance with the rules before it is permitted to operate.
C2.3.4
Inclining Test Water Competitions Only

Vehicles must demonstrate, in an Inclining Test, a range of floating static roll stability of at least 30 degrees (i.e., recover
to upright from a 30 degree induced roll angle) with the teams heaviest driver seated in the normal driving position.
Vehicles must pass the Inclining Test while in a fully flooded condition. Vehicles may not participate in water events
until they have passed the Inclining Test.
C2.4
Inspection Stickers
C2.4.1 A multi-part inspection sticker will be issued in sections to each vehicle as each of the three parts of technical inspection
is completed (an additional sticker will be issued for passing inclining). The inspectors will place the inspection sticker
on the right side of the firewall above the drivers shoulder. The inspection sticker must remain on the vehicle
throughout the competition. Vehicles without all parts of the inspection sticker may not be operated under power.
C2.4.2
Any or all parts of the inspection sticker may be removed from any vehicle that has been damaged or which is
reasonably believed may not comply with the rules.
C2.5
Technical Inspection Sheet Pre-inspection Required
C2.5.1
Before bringing their vehicle to technical inspection each team must (1) pre-inspect the vehicle for compliance with the
rules, (2) complete the official technical inspection sheet (available on the Baja SAE Rules and Important Documents
website, http://students.sae.org/competitions/bajasae/rules/ ) , (3) have the completed inspection list signed by the
faculty advisor and team captain.
C2.5.2
Teams must download the most current version of the technical inspection sheet within two weeks of the
competition and thoroughly inspect their vehicle in accordance with the sheet.
C2.5.3
All drivers must be at technical inspection or they will be removed from the list of drivers.
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2011 Baja SAE Rules
NOTE: Teams presenting Technical Inspection Sheets that are (1) incomplete, (2) inaccurate (i.e. do not correspond to
the actual condition of the vehicle) (3) are found to have 4 items not in accordance with the rules, or (4) do not represent
a serious effort at pre-inspection will be denied inspection at that time and sent back to the end of the inspection line.
C2.6
As-approved Condition
C2.6.1
Once a vehicle has passed technical inspection its configuration may not be modified. All accessory components such as
roofs, wings, bumpers, etc. are considered part of the configuration and must remain on the vehicle at all times.
C2.6.2
Approved vehicles must remain in as-approved condition throughout the competition. Any repairs of a part that is not
identical as the broken part must be approved prior to the repair.
C2.6.3
Non-identical parts not approved will be subject to an appropriate performance penalty.
C2.6.4
Minor adjustments permitted by the rules and normal vehicle maintenance and tuning are not considered modifications.
ARTICLE 3: ENGINEERING DESIGN EVENT

C3.1
Engineering design assessment consists of two events: Written Design Report and Design Evaluation.
C3.2
Design Report
The design report should clearly explain the engineering and design process that was used in developing each system of
the teams Baja SAE vehicle. The process for each system could include: Objectives, customer requirements,
alternatives considered (e.g. independent rear suspension vs. single rear swing arm, manual transmission vs. CVT, etc.),
improvements over last years design, the result(s) of design calculations, stress analysis, testing, etc.
C3.2.1
Design Report Format

(A) Format Design reports must follow the format for SAE Technical Papers found at
http://www.sae.org/products/papers/paprinfo/present.htm.
(B)
Electronic version The design report must be submitted electronically in Adobe Acrobat Format. The document
must be a single file (text, drawings and optional content are all inclusive). The design report file must be named
as follows: Vehicle #_school name (full name) _competition.
EXAMPLE: Vehicle #141_University of East Mudge Baja Oregon.
(C) File Size The maximum size for the file is 5 megabytes.
C3.2.2
Design Report Page Limit

The technical paper segment of the design report is limited to ten (10) pages, excluding the cover page. Additionally the
report may, at the teams option, include up to four (4) non-text pages of plans, graphics, photographs or other data for a
maximum of fourteen (14) pages of information. The only text permitted on the four (4) optional pages is captions. All
pages must be either 8 x 11 or A4.
NOTE: If a report exceeds 10 pages of technical report or 4 pages of graphics, then only the first 10 technical and 4
graphic pages will be evaluated.
C3.2.3
Design Report Deadline and Submission

Design reports must be submitted to the individual/address listed in the Action Deadlines page at the end of the Rules.
Reports must be received by the due date listed in the Action deadlines. Any Design Report not received by the due date
will be subject to a penalty of ten (10) points for each day after the deadline.
.
COMMENT: It is recommended that a printed copy of the design report be brought to each competition along with
proof of submission.
C3.3
Design Evaluation
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2011 Baja SAE Rules
C3.3.1
Design evaluation will involve two steps. The first step will be the initial design judging of all vehicles. After initial
judging is complete and the design evaluation scores recorded, the top cars (number determined by SAE and the
organizers) will move onto Design Finals.
C3.3.2
During design evaluation, team members are expected to fully explain and discuss all aspects of their vehicles design
and the rationale behind their design decisions.
C3.3.3
Design Points
Design will be evaluated, and points awarded in the following areas:
Design Category
Originality, Innovation, Craftsmanship
Suspension, Steering, Brakes
Structural Design, Operator Comfort,
Mass Production
Powertrain, Serviceability, Floatation
Total
Birmingham
31.25
31.25
Kansas
31.25
31.25
Illinois
25
25
31.25
31.25
125
31.25
31.25
125
25
25
100
Vehicles presented in an unfinished condition may receive lower, or zero points for any incomplete area that cannot be
fully assessed by the design judges.
C3.4
Design Finals
C3.4.1
The purpose of Design Finals (DF) is to reward, and call attention to, those vehicles judged to have the best engineering
designs. DF are held after the conclusion of Design Evaluation so that the finalists may be chosen, and judged together
by all of the design judges. The number of finalists may vary from as few as three to as many as ten, as determined by
the number of entries and the results of Design Evaluation
.
C3.4.2
Scoring for DF is as follows:

After the DF vehicles have been selected, all of their design evaluation scores will be reduced to that of the lowest
scoring finalist. This score is considered DF Initial (DFI) score. The difference between the highest and lowest of the
finalists initial Design Evaluation scores is divided by the number of vehicles in DF. DF Bonus (DFB) is this number
or 1, whichever is greater.
Vehicles in DF are then judged. The final rankings are determined and the bonuses awarded. The vehicle judged last in
DF receives no bonus. The next car receives DF Initial plus 1 DF Bonus, the next receives DFI + 2 DFB, etc.
Example:
Min in DF
Bonus
Car #
45
23
10
5
4
C3.5
Initial
Score
99
97
95
93
90
90
1.8
DF Initial
Score
90
90
90
90
90
DF
Rank
2
3
1
4
5
DF
Bonus
5.4
3.6
7.2
1.8
0
DF Final
Score
95.4
93.6
97.2
91.8
90
Top Ten Teams Design Comparison Requirement
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2011 Baja SAE Rules
Teams with vehicles that finished in a top ten position in any of the previous years Baja SAE competitions are
classified as having created a successful design. Teams that created such successful vehicles are required to provide
a comparison of their current design with their previous years design even if the current design is entirely new.
C3.5.1
As part of the design event, the judges will evaluate the comparison documentation of the top ten teams. Team
representatives must be present during the comparison to discuss the design changes. If the judges find that the design
changes are (A) not significant, (B) not supported by a detailed analysis, or (C) have not been sufficiently
documented, then a penalty of up to one hundred (100) points may be assessed against the design score.
C3.6
Redesign/Design Comparison Document

The redesign/design document may be in the form of either or both (A) posters or (B) report. The documentation
should be a year to year comparison of the major structure and/or systems of the vehicle and may consist of any, or
all, of the following, supported by appropriate captions: (1) plans, (2) drawings or (3) photographs. Design changes to
correct failures of the previous design should be accompanied by a thorough analysis of why the failure occurred and
the theoretical data supporting the new design, etc.
C3.7
Duplicate Design
Teams are reminded that the objective of Baja SAE is to provide students with a design challenge that will enhance
their engineering and engineering project management skills. Participating teams must be able to demonstrate their
engineering knowledge either by designing a vehicle from scratch or by making significant changes to a previously
entered vehicle. If a school brings two vehicles that the design judges find to be either identical, or to exhibit only
insignificant differences, then the cars will be treated as a single entry with a duplicate car for parts. In such case only
one car will be evaluated and permitted to compete in the dynamic events.
ARTICLE 4: COST EVENT

C4.1
Cost consists of two related sections: Cost Report and Prototype Cost. The cost report provides all the background
information to verify the vehicles actual cost. The prototype cost is the actual cost and the points and the points related
thereto.
C4.2
Cost Report
The Cost Report may contain a maximum of three sections.
C4.2.1
Report Section 1 Overview (Optional)

The optional overview is intended to give each team the opportunity to point out, and briefly comment on, any design
features or fabrication processes that are innovative or are expected to result in significant cost savings. Teams may also
use the overview to explain items or processes that might appear to be discrepancies within the report. The overview
section is limited to a maximum of four (4) pages and is optional. This should be included as part of the Cost
Documentation .pdf file.
C4.2.2
Report Section 2 Costing Sheets

The core of the report is the series of costing sheets. This section must contain the one-page summary sheet broken up
into the individual subsystems. Each subsystem needs an individual sub-assembly sheet (Form A). Note that Vehicle
Assembly Labor cost is for the labor it takes to assemble a subassembly to the frame. All fabricated parts on the subassemblies sheets (Form A) require a Form B. Note that the sub-system assembly time is the time it takes to assemble all
the parts in that assembly together.
C4.2.3
Report Section 3 Cost Documentation

This section includes copies of receipts, invoices, price tags, catalog pages, on-line prices, or other documentation, to
substantiate the costs of the parts and materials of any item costing more than $30. Cost documentation must be at full
retail US prices. The report is expected to be comprehensive, well documented, truthful and accurate.
C4.2.4
Cost Report Electronic Format (updated)

Electronic version The cost report must be submitted electronically to bajasae@sae.org in two different documents:
1.
The Microsoft Excel format (with the extension .xls(no macros) or .xlsx), using the supplied template posted on
the Baja SAE Important Documents page. This document may not be modified from its current form. This
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2011 Baja SAE Rules
includes password protecting and embedding macros. Teams will receive zero (0) points for Cost if the report is
in the incorrect format or the files have been modified.
2.
A PDF file with all of the cost documentation described above. The cost report file must be named as follows:
vehicle number (3 digits), school name (full name), and team name (if more than one vehicle is entered). For
example: 001 University of Alaska Polar Bears. If the vehicle is participating in more than one competition use
the vehicle number of the first competition.
C4.2.5
Cost Report File Size

The maximum size for the Excel template is 1.0 megabytes and 4 megabytes for the PDF file. Files larger than this will
be penalized.
C4.2.6
Cost report Hard copy

Teams must bring a hard copy of their cost report to the cost judges on site. Teams that fail to bring a hard copy to
judging may receive zero (0) for their cost.
C4.2.7
Multi-competition Cost Reports U. S. and Canadian competitions only

Teams that are entering more than one of the U. S. and Canadian Baja SAE competitions must submit a single multicompetition cost report.
Multi-competition cost reports must (1) Identify all the competitions to which the report applies AND the vehicle
number at each event. (2) Contain a unique event form documenting all differences between competitions.
C4.2.8
Penalty for Late or Non-Submission

Cost reports arriving after the deadline will be penalized ten (10) points per day up to a maximum of one hundred (100)
points. Failure to submit a cost report will result in zero (0) points for the cost event.
COMMENT: It is the responsibility of the team to verify when the report was received by SAE; submission time will be
the time the report is received at SAE. Teams will be cost audited at competition.
C4.2.9
Cost Correction
The judges may increase costs and/or fabrication times if they believe that the figures submitted are below current prices
for the item, source, or process involved. Prices or times that are higher than the judge expects will not be corrected.
Mathematical errors will be penalized. Reports that are highly inaccurate, highly incomplete, or in which the costs
cannot be substantiated, may be rejected in their entirety and scored accordingly. Teams that are required to bring their
car to on-site cost judging must do so by their scheduled appointment.
C4.2.10 Prototype Cost 85 points

Prototype cost is scored on the cost, as corrected by the judges, to produce the finished vehicle brought to the
competition.
Prototype cost score will be calculated as follows:
Prototype Cost
85 points
Cmax C your
Cmax Clow
where:
Cyour
Clow
Cmax
Vehicle cost, as corrected

lowest vehicle cost, as corrected
highest vehicle cost, as corrected
.
C4.2.11 Cost Adjustment Form
The purpose of the cost adjustment form is to make additions to previously submitted report. Items may be deleted,
but the total adjustment for the individual component categories must be positive (cost will not be subtracted). This
gives the team the chance to add items that were not previously planned. It is not an opportunity to redo the entire
46
2011 Baja SAE Rules
report. For teams that are cost-audited and going to multiple races, the items found during the cost audit cannot be
included in this sheet. The total amount of adjustments may not exceed 10% of the total cost of the vehicle previously
submitted. If the adjustment exceeds 10%, the additional amount will be added with a multiplier of 3 times (3x). If the
adjustment exceeds 25%, the report will be considered incomplete and will not be graded
C4.2.12 Cost Eligibility
Teams that do not successfully pass technical inspection by 12:00 PM on the first day of dynamic events will not receive
any points for prototype cost.
C4.2.13
Cost Component Categories

Teams must put items that are specified in the correct component categories and sub categories or the items will not be
considered. See Cost Template for these.
ARTICLE 5: SALES PRESENTATION EVENT Baja SAE ILLINOIS only 50 Points

C5.1
Presentation Objective
The objective of the Presentation is for the team to convince the executives of a hypothetical manufacturing company
to purchase the teams Baja SAE vehicle design and put it into production at the rate of 4000 units per year.
C5.1.1
For the purposes of the presentation assume that the judges are assumed to be a mixed group of corporate executives
who may have experience in marketing, production and finance as well as engineering.
C5.2
Presentation Format
One or more team members may make the presentation to the judges. The presentation itself is limited to a maximum of
ten (10) minutes.
C5.2.1
Following the presentation there will be an approximately five (5) minute question period.
C5.2.2
Only the judges are permitted to ask questions. Any team member on the presentation floor/stage may answer the
questions even if that member did not speak during the presentation itself.
C5.3
Projection Equipment
Teams planning to use data projection are responsible for bringing, or otherwise arranging for their own data projectors.
Some data projectors may be provided by the organizers; however, teams should not rely on either the availability or
functionality of such equipment.
C5.4
Presentation Scoring
C5.4.1
The presentation event will be scored based on such categories as

(1) The content of the presentation,
(2) The organization of the presentation,
(3) The effectiveness of the visual aids,
(4) The speakers delivery, and
(5) The teams responses to the judges questions. The teams score will be the average of the individual judges scores.
C5.4.2
The team that makes the best presentation will receive the highest score regardless of the finished quality of their actual
vehicle.
ARTICLE 6: TIE BREAKERS

C6
Tie breakers
There will be no tie-breakers for static events.
PART D: DYNAMIC EVENTS- (U.S and Canadian Events) TOTAL 700 POINTS
The dynamic events are intended to determine how the Baja SAE vehicles perform under a variety of conditions. Note
that the organizers may modify the dynamic events to address local conditions, weather or resources.
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2011 Baja SAE Rules
ARTICLE 1: ACCERLATION 60 or 75 Points

The Acceleration Event is designed to measure each vehicles ability to come up to speed quickly from a standing start.
D1.1
Acceleration Objective
Acceleration is measured as the time to complete a 30.48 m (100 ft) or 45.72 m (150 ft) flat, straight course from a
standing start. The course surface may vary from pavement to loose dirt.
D1.1.1
The choice of course length is at the organizers discretion.
D1.2
Acceleration Procedure: Each vehicle may make two (2) attempts.
D1.2.1
Scoring will be based on the better of the two attempts. Timing may be done using either electronic systems or stop
watches.
D1.3
Acceleration Penalties
The organizer may modify the penalties imposed for different violations to account for differences in the length or
design of specific event courses.
D1.3.1
False Start or Stall at Start
D1.3.2
Driving off Course
First -Rerun at end of line

Second Run DNS
Run DNF
D1.4
Acceleration Scoring
Vehicles with acceleration times that are more than 2.5 times that of the fastest vehicle will not receive a score for this
event.
D1.4.1
Teams attempting the event, but exceeding the time limit will be classified as Excess Time.
D1.4.2
The following equation will be used for the acceleration score:
Acceleration Score
60or 75 points
t longest
t yours
t longest
t shortest
where :
tshortest
fastest time by any vehicle
tyours
time for the vehicle to be scored
tlongest
the lesser of : a) slowest time by any vehicle; b) 2.5tshortest
ARTICLE 2: HILL CLIMB or TRACTION EVENT- 60 or 75 POINTS

The Hill Climb Event is designed to measure each vehicles ability to transmit excess (climbing) force to the ground. If
local terrain does not support a significant Hill Climb, a Traction Event may be substituted, usually involving pulling an
excess load.
D2.1
Hill climb or Traction Event Objective

This event tests the vehicles relative ability to climb an incline from a standing start or pull a designated object, e.g.
eliminator skid, vehicle, or chain, along a flat surface. The organizer will determine the hill height steepness and
surface or object to be pulled.
D2.2
Hill Climb or Traction Event Procedure

Each vehicle may make two (2) attempts with the best time or distance counting for score. If a vehicle cannot complete
the course and get a time, it will be scored on the distance that it travels before stopping. Once the vehicle stops moving
forward the attempt is over and the attempt is scored for distance at that point. Vehicles may not continue the attempt
after they have stopped on the course.
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2011 Baja SAE Rules
D2.3
D2.4
Traction Event Penalties

design of specific event courses.\
D2.3.1
Driving off Course
Score as maximum progress at point of DOC
D2.3.2
False Start
First - Rerun at end of line

Second - Run DNS
Hill Climb or Traction Event Scoring

D2.4.1 Method A: Different Distances If none of the vehicles are able to complete the course, then:
Hill Climb or Traction Score
60or 75 points
d yours
d shortest
d longest
d shortest
where :
dshortest shortest distance traveled by any vehicle
dyours
distance traveled by the vehicle to be scored
dlongest longest distance traveled by any vehicle
D2.4.2 Method B: Fixed Distance-All Succeed If there is (a) a set maximum distance and (b) all teams succeed in
completing a full distance hill or pull, then the score will be based on the time for the full distance
Hill Climb or Traction Score
60or75 points
t longest
t yours
t longest
t shortest
where :
tshortest fastest time by any vehicle
tyours
tlongest
the lesser of : a) slowest time by any vehicle ; b) 2.5tshortest
D2.4.3 Method C: Fixed Distance-Some Succeed
If there is (a) a set maximum distance and (b) at least one team climbs the hill or makes a full pull and others do not,
then the vehicles going the full distance (Group I) will be scored based on time and the vehicles that fail to climb the hill
or make a full pull (Group II) will be scored based on distance.
Group I Teams that make the full distance will be scored
Hill Climb or Traction Score 60or75 points
t shortest
t yours
where:
tshortest fastest time by any vehicle
tyours
Group II Teams that do not make the full distance will be scored by the following:
Hill Climb or Traction Score lowestscorefromgroupI
d yours
d course
lowestscore
where :
dyours
distance traveled by the vehicle to be scored
dcourse
distance from start line to finish line
ARTICLE 3: MANEUVERABLIITY EVENT 60 or 75 points
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2011 Baja SAE Rules
D3.1
Maneuverability Objective
Maneuverability is designed to assess each vehicles handling ability over typical Baja terrain. The course may consist
of a variety of challenges at the organizers option, possibly including tight turns, pylon maneuvers, ruts and bumps,
drop-offs, sand, rocks, gullies, logs, and inclines.
D3.2
Maneuverability Procedure
Each vehicle may make two (2) runs with the best time including penalties, counting for score.
D3.3
Maneuverability Penalty Default Values

design of specific event courses.
D3.3.1
Obstacle/Pylon moved
2 seconds
D3.3.2
Missed gate*
10 seconds
D3.3.3
Excessive Driving Off Course
Run DNF
D3.3.4
False Start
First - Rerun at end of line

Second - Run DNS
*Missed gate is when 2 or more wheels are outside the gate

D3.4
Maneuverability Time Limit

Only vehicles that complete the maneuverability course within a time not exceeding 2.5 times that of the fastest vehicle
will receive a score. If a vehicle is on the course for a time that exceeds 2.5 times the fastest time recorded to that point
then the attempt may be declared over and the vehicle may be removed from the course and scored as Excess Time.
D3.5
Maneuverability Scoring
Maneuverability scoring is based on the vehicles time through the course including any penalties.
Maneuverab ilityScore
60or 75 points
t longest
t yours
t longest
t shortest
where :
tshortest
fastest time by any vehicle
tyours
tlongest
the lesser of : a) slowest time by any vehicle ; b) 2.5tshortest
ARTICLE 4:
SPECIALTY EVENTS 60 or 75 points
D4.1
Specialty events are designed to test the vehicle under unique off-road conditions that might be available at some Baja
SAE competition sites.
D4.1.1
Examples of specialty events are: Rock Crawl; Mud Bog; Suspension and Water Maneuverability. Specialty events will
be announced at the time of opening of registration for a competition. Organizers will describe the event and define the
procedure, penalties, and scoring system to be followed.
ARTICLE 5:
ENDURANCE 400 Points
D5.1
Endurance Objective
General: The endurance event assesses each vehicles ability to operate continuously and at speed over rough terrain
containing obstacles in any weather conditions.
D5.2
Endurance General Description

Endurance may be run for either time or distance. Endurance events for time usually run for four (4) hours. Endurance
events for distance continue until at least one car has gone the specified distance.
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2011 Baja SAE Rules
D5.2.1
Endurance will be run as either (A) a single four (4) hour race, (B) a predetermined and published distance,
or as (C) elimination heats followed by a final in which the total time of one elimination heat plus the final is 4 hours.
The organizer (with approval from SAE) will announce the structure of the event prior to the start.
D5.2.2
Determining the winner of the endurance race:

A
The team that completes the distance of the competition first, or the greatest distance in the time set for the
competition will be declared the winner.
B
In competitions of a given distance, the checkered flag will be given first to the leading car, then to the other
finishers as they cross the finish line.
In competitions of a timed length, the checkered flag will be given first to the leading car as it crosses the finish
line at or after the expiration of the specified duration, then to the other finishers as they cross the finish line.
If the leading car is not running at the expiration of the time limit, the checkered flag will be given to the next
highest running car in the same manner.
D5.3
Endurance Starting
D5.3.1
The starting grid for endurance will be based on each teams performance in a previous dynamic event, or set of
dynamic events, to be determined by the organizer.
D5.3.2
All vehicles will be considered to have begun the race simultaneously at the time when the starter releases the first
vehicle onto the course regardless of their actual position in the grid.
D5.4
Endurance Command Flags

Command flags are just that flags that the competitor must immediately obey without question.
D5.4.1
Green Flag
(1) At a starting line or when reentering the course: Your run or session has started; enter the course under the direction
of the starter. (NOTE: If you stall the vehicle, restart and await another green flag as the opening in traffic may have
closed.)
(2) While running on the course: Course is clear, proceed.
D5.4.2
Yellow Flag, Steady Danger, SLOW DOWN, be prepared to take evasive action, something has happened beyond the
flag station. NO PASSING, unless directed by the course workers.
D5.4.3
Yellow Flag, Waved Great danger, SLOW DOWN, evasive action is likely to be required, BE PREPARED TO
STOP, something has happened beyond the flag station. NO PASSING, unless directed by the course workers.
D5.4.4
Red Flag Come to an immediate safe and controlled stop on the course. Pull to the side of the course as much as
possible to keep the course open. Follow course worker directions. NO PASSING.
D5.4.5
Black Flag, Furled and Pointed Warning, the officials are watching this vehicles driving obey the event rules.
D5.4.6
Black Flag, Displayed

(1) Pull into the penalty box for a discussion with the Director of Operations or other official concerning an incident. A
time penalty may be assessed for the incident.
(2) Pull into the penalty box for a mechanical inspection of the car; something has been observed that needs closer
inspection.
D5.4.7
White Flag In specified-distance endurance events, the white flag will be displayed to the leader as the leader begins
the final lap.
D5.4.8
Checkered Flag The run or session has been completed. Exit the course at the first opportunity.
D5.5
Endurance Stalled or Disabled Vehicles
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2011 Baja SAE Rules
D5.5.1
Disabled or stalled vehicles must be immediately removed from the roadway. It is the drivers responsibility to assist
and cooperate with the course marshals in removing the vehicle.
D5.5.2
Vehicles may only be started with the driver seated with all belts properly fastened.
D5.5.3
The driver may not exit the vehicle to execute a restart. Course marshals, volunteers or team members may assist drivers
in restarting their vehicles.
D5.5.4
Officials and course marshals may stop any vehicle, at any time, if they believe it no longer complies with the
requirements and restrictions of the rules.
D5.5.5
If a vehicle is stopped by officials for a mechanical fault, the fault must be corrected/repaired before it may reenter the
event.
D5.6
Endurance Repairs
The organizer will announce the rules governing repairs that are permitted to be made during the endurance event.
D5.6.1
If repairs along the course are permitted then vehicles under repair must be removed well off the course, away from the
outside of turns and away from any natural run-off areas.
D5.7
Endurance Event Penalty Default Values
D5.7.1
design of the course. Note that all time penalties are enforced from when the vehicle is in the black flag area, i.e. the
time spent being towed back to the pits does NOT count towards the penalty
D5.7.2
Passing under a Yellow Flag
1 lap penalty
D5.7.3
Failure to stop for Black Flag
10 minutes
D5.7.4
Leaving course and advancing
5 minutes
D5.7.5
Failure to yield to traffic on entering track
5 minutes
D5.7.6
Driving in an unauthorized area
10 minutes
D5.7.7
Speeding in pit area
First time = 5 minutes

Second time = 20 minutes
D5.7.8
Running out of fuel on the track
20 minutes
D5.7.9
Deliberate ramming

Second time = Disqualification
D5.7.10 Deliberate forcing another vehicle off course

Second time = 20 minutes
Third time = Disqualification
D5.7.11 Refueling on the track
First time = Disqualification
D5.8
Fueling:
Fueling will not be allowed until the engine is turned off, the driver is out of the vehicle, and a fire extinguisher is ready.
D5.8.1
No work will be done on the vehicle while fueling.
D5.9
Endurance Scoring
D5.9.1
General: The endurance event score is determined by (a) the number of laps each team completes during the endurance
final and (b) the finish order of teams at the end of the event.
52
2011 Baja SAE Rules
D5.9.2
Scored laps are the number of full laps actually completed during the endurance event final. Only full laps count,
partial laps do not count for score. A vehicle must cross the counting/timing line under its own power for a lap to be
counted.
D5.9.3
Finish order is the sequence in which vehicles cross the finish line after the lap scoring period has ended. Finish order
determines the ranking of teams completing the same number of laps. For example, if the top four teams finish with the
same number of laps, then they will be ranked 1 st to 4th based on their finish order.
D5.9.4
Bonus points are additional points awarded to the first ten (10) vehicles on the leading (winning) lap, as separated by
finish order as required, in part to differentiate teams finishing with the same number of scored laps. Up to 10 bonus
points will be awarded in the inverse order of finish. Thus, the first vehicle to cross the finish line in the highest lap
group will receive bonus points equal to the number of cars on the lead lap (max of 10); the second vehicle will receive
one less bonus point etc. Example:
Position
1
2
3
4
5
D5.9.5
Lap
48
48
48
48
47
Bonus Points
4
3
2
1
0
Endurance scoring is based on number of laps the vehicle completes in the allowed time:
Endurance Score
400 points
L yours
Llowest
Lhighest
Llowest
bonus points
where :
Lhighest highest number of laps completed by any vehicle
Lyours
number of laps completed by the vehicle to be scored
Llowest
lowest number of laps completed by any vehicle
D5.10
Endurance Heats plus a Final Point Distribution: When endurance is run as heats plus a final, the points for the
event will be distributed between the heats and the final in proportion to the time/distance of each stage.
D5.10.1 Thus, if endurance is run as one (1) hour eliminations plus a three (3) hour final, the four hundred (400) total points will
be allocated as one hundred (100) points to each elimination heat plus three hundred (300) points to the final.
D5.10.2 Tie-breakers
Tie-breakers for dynamic events will be the second best run time or score for the given tied event. If both scores for tied
teams in the event are equal then the tie remains.
Ties in the endurance race will be judged by the endurance event judge and may remain a tie.
Ties for overall winner will be broken by the following criteria:
Endurance score
Total dynamic events score
Total static events score
If a tie remains after all the above tie-breakers then the tie remains for the overall winner(s).
ARTICLE 6: COMPETITION PROCEDURES AND REGULATION GENERAL

D6.1
Meetings
All team members identified as captains or drivers and all faculty advisors MUST attend all meetings so designated
(captains, drivers and/or faculty advisors). Attendance at meetings is mandatory. Failure to attend meetings can result
in disqualification of members or the entire team.
53
2011 Baja SAE Rules
D6.2
D6.3
Pre-inspection Operation Prohibited

Vehicles may not be started or driven prior to passing technical inspection, except as required as part of the inspection
process itself.
Engine governors are subject to check and resetting.
D6.4
Refueling
Refueling of vehicles must be performed done with (1) the engine shut-off and (2) the driver out of the vehicle. A fire
extinguisher (other than that carried in the vehicle) must be on hand whenever a vehicle is being refueled.
D6.5
Engine and Drivetrain Inspection

Any vehicle may be inspected anytime during the competition. Any vehicle found to have: (1) altered or substituted its
parts or equipment since passing technical inspection or (2) an engine in violation of the rules may receive a point
deduction of 75 points each time it is found in violation.
D6.6
Engine Recall Option

The organizers and SAE may, recall the engine from any vehicle in the competition in exchange for a new Briggs
and Stratton engine. Recalled engines will not be returned and will be inspected at Briggs and Stratton's
facilities to confirm compliance with the rules.
ARTICLE 7:
D7.1
PADDOCK RULES
Vehicle Movement Walking Pace Required

When a vehicle is driven anywhere except within the practice area or on event courses it must move at walking speed
with a team member walking along side at a normal pace. During the performance events when the excitement is high,
it is particularly important that vehicles move at a walking pace in the paddocks. The walking speed rule will be strictly
enforced and point penalties will be assessed for violations.
Under no circumstances may anyone other than the driver, ride on a vehicle.
D7.2
Team Work Area

The teams work area should be clearly defined and should be kept uncluttered at all times. When a team leaves their
area, it must be left clean.
D7.3
Vehicles in the Paddocks

Only the Baja SAE vehicles themselves and the teams support trucks and trailers are allowed in the paddocks.
D7.4
Occupancy Restrictions
The organizers may limit the paddocks to team members, faculty advisors and competition officials.
ARTICLE 8:
D8.1
DRIVING RESTRICTIONS
During the competition, Baja SAE vehicles may only be driven between the paddocks and an event site, during official
practice or in the events themselves.
DRIVING OFF-SITE IS ABSOLUTELY PROHIBITED. TEAMS FOUND TO HAVE DRIVEN THEIR
VEHICLE AT AN OFFSITE LOCATION MAY BE EXPELLED FROM THE COMPETITION.
ARTICLE 9: RULES OF CONDUCT

D9
Sportsmanship
D9.1
All Baja SAE participants can be proud of the excellent sportsmanship and cooperation among teams that are two of the
hallmarks of the series. Good conduct and compliance with the rules and the official instructions are expectations and
requirements for every team member.
54
2011 Baja SAE Rules
D9.1.1
On those extremely rare occasions where there is an incident of unsportsmanlike conduct the organizer is authorized to
impose an appropriate penalty.
D9.1.2
Unsportsmanlike conduct can include arguments with officials, disobedience of official instructions and the use of
abusive or threatening language to any official or other participant. Depending on the seriousness of the infraction the
penalty for such actions can range from a deduction of up to fifty percent (50%) of the teams points to expulsion of the
entire team. Penalties of this type will only be imposed after a complete review of the incident by the organizer and
SAE staff.
D9.2
Alcohol and Illegal Material

Alcoholic beverages, firearms, weapons of any type and illegal materials are prohibited at Baja SAE sites during the
competition. The penalty for violation of this rule is the immediate expulsion of the entire team, not just the
individual(s) involved. This rule applies to team members, advisors and any individuals working with the team on-site.
D9.3
Smoking Prohibited
Smoking is prohibited in all competition areas.
D9.4
Parties
Disruptive parties either on or off-site must be prevented by the faculty advisor or team captain.
D9.5
Trash Clean-up
Clean-up of trash and debris is the responsibility of the teams. Please make an effort to keep your paddock area clean
and uncluttered. At the end of the day, each team must clean their work area.
D9.6
Site Condition
Please help the organizers keep the site clean. The sites used for Baja SAE are generally private property and should be
treated as such. Competitors are reminded that they are guests of the owners. All trash should be placed in the
receptacles provided. Glass is not allowed on the grounds. Failure to clean the premises will result in an unsportsmanlike
conduct penalty (see-D 11). Competitors are encouraged to police their areas after meals.
D9.7
Motorcycles, Bicycles, Rollerblades, etc.Prohibited

The use of motorcycles, quads, bicycles, scooters, skateboards, rollerblades or similar person-carrying or motor driven
devices by team members and spectators in any part of the competition area, including the paddocks is prohibited.
ARTICLE 10: SPECTATOR RULES

D10.1
General
The organizers typically do not have a direct line of communication with spectators other than on-the-spot at the
competition; thus, the competitors, faculty and volunteers are expected to help inform the spectators of the safety rules
and help restrict spectators to the spectator areas.
D10.2
Alcoholic Beverages
Spectators may not drink or possess alcoholic beverages at any competition location.
D10.3
Access Restrictions
Spectators must keep well back from the event and practice tracks and from any area where vehicles are operating under
power. Motor vehicle competitions are potentially dangerous and safety rules will be strictly enforced.
D10.4
Children
A competition site is not a safe place for children and unsupervised young people. Spectators who fail to strictly control
their children will be asked to leave the site.
D10.5
Removal of Spectators
The course officials and organizers have the absolute right to restrict spectator access to any parts of the site and to eject
anyone who violates safety rules or ignores the instructions of officials.
D10.6
Unsafe Practices and Conduct
55
2011 Baja SAE Rules
All participants are required to exercise safe practices and avoid unsafe activities at all times during the competition.
The event organizer has the discretionary authority to impose a just penalty for any conduct deemed unsafe. All team
members will be held to this rule.
ARTICLE 11: MISCELLANEOUS

11.1
Driver Equipment
Drivers must wear all of the equipment specified in Driver Equipment Requirements" and a properly fastened restraint
system at all times when the vehicle is running in any event or on the practice track.
11.2
Drivers not wearing the proper equipment will not be permitted to drive, and may have their competition drivers
privileges revoked.
11.3
Water Competitions Only Driver equipment rules for water events may be adjusted by the organizer and SAE
depending on the characteristics of the site.
11.4
Practice Area
Practice may only take place in designated areas.
ARTICLE 12:
SAFETY TEAM RESPONSIBILITY
12.1
Safety is the primary consideration in the design of Baja SAE vehicles and the conduct of the competitions.
12.2
Teams need to include safety considerations in all parts of their program.
12.3
At all performance events, it is the responsibility of the team to ensure both the vehicle and driver meet and follow all
the requirements and restrictions of the rules.
NOTICE OF POSSIBLE RULE CHANGES FOR 2012:

B15.1
Powertrain Guards and Rotating parts rule

A rule defining suspension seats
56
2011 Baja SAE Rules
BAJA SAE ROLL CAGE SPECIFICATION SHEET

2011 BAJA SAE COMPETITIONS
SCHOOL NAME ___________________________________________________
CAR NUMBER ______________
Circle competition in which you are competing: Kansas - Illinois - Birmingham

This sheet MUST be completed and submitted in accordance with the competition rules.
Failure to do so will result in penalty.
Purpose:
The purpose of this sheet is to facilitate verification of roll cage materials/construction, and to provide a means of
tracking the age of older vehicles. This is being done in the interest of good engineering practice and confirming the fabrication
techniques of the team.
1.
Academic year the cage was constructed? ___________________________________
2.
Material Type (i.e.: 4130): _____________ OD: _______________ Thickness: _______________
3.
Primary Welder: ___________________________________Welding Method Used: ______________

Type of Filler Material: _____________________________ Shielding Gas Used: _______________
4.
Equivalency calculations if needed (attach to this sheet).
5.
All welds and/or other attachment methods must be checked for integrity. Faculty advisor and team
captain are
requested to do destructive testing on sample joints that represent the integrity of similar welds on their frame.
Date of inspection _______________________________________________________
NOTE: It is extremely important that such an inspection be made to ensure the welds have good penetration and joints are
completely welded.
WE HAVE EXAMINED THE ABOVE INFORMATION AND TO THE BEST OF OUR KNOWLEDGE DEEM IT TO
BE ACCURATE.
TEAM CAPTAIN __________________________________________

(SIGNATURE)
_____________
(DATE)
FACULTY ADVISOR _______________________________________ _____________

(SIGNATURE)
(DATE)
Bring a completed copy of this form with you to technical inspection FOR EACH COMPETION your team is
entering.
57
2011 Baja SAE Rules
ACTION DEADLINES: BAJA SAE Kansas

Hosted by the Pittsburg State University, Kansas
Pittsburgh, Kansas
May 26-29, 2011
Registration Opens OCTOBER 4, 2010 at 10:00 AM Eastern Daylight Savings Time
Register online at: http://www.sae.org/students/student.htm
Registration Fee - $1000.00 USD
Registration Deadline Monday, December 20, 2010, 11:59 pm EST
Engine Orders Available online upon completion of registration beginning October 4, 2010
Engine Order Deadline Monday, December 20, 2010
Engine Shipping Charge - $150.00 USD per engine

Design Reports
(1) ELECTRONIC REPORTS (e-mailed) -must be received at SAE by 11:59 PM Eastern Standard Time on Monday, April 04,
2011
Send to: bajasae@sae.org
A confirmation will be sent upon receiving your report within 48 hours. If you do not receive a confirmation it is your
responsibility to follow up.
Cost Reports
1) COST REPORT (emailed) must be received at SAE by 11:59 PM Eastern Standard Time on Friday, February 18, 2011
Technical and safety inquiries must be sent via email to: bajarules@sae.org
58
2011 Baja SAE Rules
ACTION DEADLINES: BAJA SAE Illinois

Hosted by SAE Central Illinois Section
Peoria, Illinois, USA
June 8-11, 2011
Registration Deadline Monday, December 20, 2010 at 11:59 pm EST

Design Reports
(1) ELECTRONIC REPORTS (e- mailed) must be received at SAE by 11:59 PM Eastern Standard Time on Monday, April 18,
2011
Cost Reports
1) COST REPORT (emailed) must be received at SAE by 11:59 PM Eastern Standard Time on Friday, February 18, 2011
Technical and safety inquiries must be sent via email to bajarules@sae.org
59
2011 Baja SAE Rules
ACTION DEADLINES: BAJA SAE Birmingham(water event)

Hosted by University of Alabama at Birmingham
Birmingham, Alabama---April 14-17, 2011
Registration Deadline Monday, December 20, 2010 at 11:59 pm EST

Design Reports
(1) ELECTRONIC REPORTS (e-mailed)- must be received at SAE by 11:59 PM Eastern Standard Time on Thursday, February
24,, 2011
Cost Reports
1) COST REPORT (emailed) must be received at SAE by 11:59 PM Eastern Standard Time on Wednesday, February 18, 2011
Technical and safety inquiries must be sent via email to: bajarules@sae.org
60
2011 Baja SAE Rules
ACTION DEADLINES: INTERNATIONAL COMPETITIONS

2011 BAJA SAE SOUTH AFRICA INFORMATION
UNIVERSITY OF PRETORIA, SOUTH AFRICA
OCTOBER, 2011
Note: All Submissions Must Be RECEIVED By the Deadline-NOT POSTMARKED
Registration Opens FEBRUARY 1, 2011
Contact schalk.els@up.ac.za for a registration form
Early Registration Fee Check with organizer website
Early Registration deadline Check with organizer website
Late Registration Fee - Check with organizer website
Late Registration Deadline Check with organizer website
Engine Orders Free for local teams (contact organizer Schalk Els, schalk.els@up.ac.za)
Engine Order Deadline Check with organizer website
DESIGN, COST AND ROLL CAGE REPORTS DUE Check with organizer website
DESIGN, COST AND ROLL CAGE REPORTS (2 copies of each) ARE TO BE MAILED TO:
Schalk Els
University of Pretoria Main Campus
Department of Mechanical and Aeronautical Engineering
Engineering 1 Building
Room 10-18
Lynnwood Road
Pretoria, 0002
South Africa
Rules questions and inquiries regarding the organization of the South African Baja SAE event specifically go to Schalk Els at:
schalk.els@eng.up.ac.za
BAJA SAE BRASIL 2011 - Information

March, 2011
ECPA Piracicaba
So Paulo, Brazil
FOR INFORMATION REGARDING BAJA SAE BRASIL 2011, CHECK THE OFFICIAL WEBSITE at
http://www.saebrasil.org.br/ or contact the organizer at baja@saebrasil.org.br.
2011 BAJA SAE KOREA

Yeungnam University, Gyongsan, Republic of Korea
July 6 9, 2011
Note: All Submissions Must Be RECEIVED By the Deadline-NOT POSTMARKED
Registration Opens April 1, 2011
Contact phwang@ynu.ac.kr a registration form
Early Registration Fee $150.00 USD ( 150,000 Korean Won)
Early Registration deadline May 24, 2011
61
2011 Baja SAE Rules
Late Registration Fee - Check with organizer website

Late Registration Deadline Check with organizer website
Engine: Check with organizer website
DESIGN, COST , ROLL CAGE AND CO-OP REPORTS DUE June 10, 2011
DESIGN, COST , ROLL CAGE AND CO-OP REPORTS (1 copy of each and 1 CD) ARE TO BE MAILED TO:
Pyung Hwang
Room 412
School of Mechanical Engineering
Yeungnam University
Gyongsan, Gyongbuk 712-749
South Korea
Rules questions and inquiries regarding the organization of the Korean Baja SAE event specifically go to Pyung Hwang at:
phwang@ynu.ac.kr
ARTICLE 13:
APPENDIX S- SAE TECHNICAL STANDARDS
The SAE Technical Standards Board (TSB) has made the following SAE Technical Standards available on line, at no cost,
for use by Collegiate Design teams. Standards are important in all areas of engineering and we urge you to review these
documents and to become familiar will their contents and use.
The technical documents listed below include both (1) standards that are identified in the rules and (2) standards that the
TSB and the various rules committees believe are valuable references or which may be mentioned in future rule sets.
All Collegiate Design Series teams registered for competitions in North America have access to all the standards listed
below - including standards not specific to your competition.
SAE Technical Standards included in the CDS Rules

Baja SAE
J586 - Stop Lamps for Use on Motor Vehicles Less Than 2032 mm in Overall Width
J759 - Lighting Identification Code
J994 - Alarm - Backup Electric Laboratory Tests
J1741 - Discriminating Back-Up Alarm Standard
Clean Snowmobile Challenge
J192 - Maximum Exterior Sound Level for Snowmobiles
J1161 - Sound Measurement Off-Road Self-Propelled Work Machines Operator-Work Cycle
Formula Hybrid
J1318 - Gaseous Discharge Warning Lamp for Authorized Emergency, Maintenance and Service Vehicles
J1673 - High Voltage Automotive Wiring Assembly Design
Formula SAE
SAE 4130 steel is referenced but no specific standard is identified
SAE Grade 5 bolts are required but no specific standard is identified
62
2011 Baja SAE Rules
Supermileage
J586 - Stop Lamps for Use on Motor Vehicles Less Than 2032 mm in Overall Width
SAE Technical Standards for Supplemental Use
Standards Relevant to Baja SAE
J98 Personal Protection for General Purpose Industrial Machines Standard
J183 Engine Oil Performance and Engine Service Classification - Standard
J306 Automotive Gear Lubricant Viscosity Classification - Standard
J429 Mechanical and Material Requirements for Externally Threaded Fasteners Standard
J512 Automotive Tube Fittings - Standard
J517 Hydraulic Hose - Standard
J1166 Sound Measurement Off-Road Self-Propelled Work Machines Operator-Work Cycle
J1194 Rollover Protective Structures (ROPS) for Wheeled Agricultural Tractors
J1362 Graphical Symbols for Operator Controls and Displays on Off-Road Self-Propelled Work Machines - Standard
J1614 Wiring Distribution Systems for Construction, Agricultural and Off-Road Work Machines
J1703 - Motor Vehicle Brake Fluid - Standard
J2030 Heavy Duty Electrical Connector Performance Standard
J2402 Road Vehicles Symbols for Controls, Indicators and Tell-Tales Standard
Standards Relevant to Clean Snowmobile Challenge
J44 Service Brake System Performance Requirements Snowmobiles - Recommended Practice
J45 Brake System Test Procedure Snowmobiles Recommended Practice
J68 Tests for Snowmobile Switching Devices and Components - Recommended Practice
J89 Dynamic Cushioning Performance Criteria for Snowmobile Seats - Recommended Practice
J92 Snowmobile Throttle Control Systems Recommended Practice
J192 Maximum Exterior Sound Level for Snowmobiles - Recommended Practice
J288 Snowmobile Fuel Tanks - Recommended Practice
J1161 Operational Sound Level Measurement Procedure for Snowmobiles - Recommended Practice
J1222 Speed Control Assurance for Snowmobiles - Recommended Practice
J1279 Snowmobile Drive Mechanisms - Recommended Practice
J1282 Snowmobile Brake Control Systems - Recommended Practice
J2567 Measurement of Exhaust Sound Levels of Stationary Snowmobiles - Recommended Practice
Standards Relevant to Formula SAE
J183 Engine Oil Performance and Engine Service Classification - Standard
J306 Automotive Gear Lubricant Viscosity Classification - Standard
J429 Mechanical and Material Requirements for Externally Threaded Fasteners Standard
J452 - General Information Chemical Compositions, Mechanical and Physical Properties of SAE Aluminum Casting
Alloys Information Report
J512 Automotive Tube Fittings - Standard
J517 Hydraulic Hose - Standard
J637 Automotive V-Belt Drives Recommended Practice
J829 Fuel Tank Filler Cap and Cap Retainer
J1153 - Hydraulic Cylinders for Motor Vehicle Brakes Test Procedure
J1154 Hydraulic Master Cylinders for Motor Vehicle Brakes - Performance Requirements - Standard
J1703 - Motor Vehicle Brake Fluid - Standard
J2045 Performance Requirements for Fuel System Tubing Assemblies - Standard
J2053 Brake Master Cylinder Plastic Reservoir Assembly for Road Vehicles Standard
Standard Relevant to Formula Hybrid
J1772 SAE Electric Vehicle and Plug in Hybrid Conductive Charge Coupler
Standard Relevant to all CDS Competitions
J1739 Potential Failure Mode and Effects Analysis in Design (Design FMEA) Potential Failure Mode and Effects
Analysis in Manufacturing and Assembly Processes (Process FMEA) and Potential Failure Mode and Effects Analysis for
Machinery (Machinery FMEA)
63
2011 Baja SAE Rules
64
2011 Baja SAE Rules
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Instituto Politcnico Nacional

Escuela Superior de Ingeniera Mecnica y

INSTITUTO POLITCNICO NACIONAL

EL C.: GMIZ PREZ ALBERTO BOANERGES

"DISEO Y ANLISIS DE UNA ESTRUCTURA TUBULAR PARA UN VEHCULO DE

DRA. GUADAH/PE JULIANA GUTIRREZ

7EL ALEJANDRO MERCHAN CRUZ

Departamento tfs Trayectorias

Guerrero y Chente) ya puedan ser reparados como se debe. Agradezco tu apoyo

A mi Profesor Carlos Ruiz Palacios (To Carlitos). Te agradezco el me ayudaras a

enseanza, agradezco su tolerancia conmigo cuando preguntaba cuestiones

Agradezco tambin a mi alma mater: El Instituto Politcnico Nacional y a la ESIME

    

Estructura del Presente Trabajo

Algoritmo de Diseo Para un Chass Tubular

1.1 .-La estructura bsica

Capitulo 2: El Diseo de la Estructura.

2.1.- Localizacin del centro de gravedad

2.2.- Obtencin del centroide del Chasis.

2.3.- Propiedades del Material

2.3.1 Seleccin del Material

Capitulo 3: Clculos y Anlisis Estructurales del Chasis

3.1.- Clculos Estticos

    

Capitulo 4:Analisis del Chasis en Elemento Finito

4.1.- Consideraciones importantes

4.2.- Pre procesamiento y Pos procesamiento

4.2.1.- Formulacin de desplazamiento (generacin de la malla)

4.2.2.-Discretizacin del Dominio en Elementos

4.3.-Analisis del chasis en elemento finito

4.3.1.- Pre proceso

4.5.-Teora de falla de Von Mises

Capitulo 5:Resultados y Discusin

Oportunidades para Nuevos Desarrollos

Apndice 1.- Reglamento Baja SAE para el

Apndice 2.-Reglamento de la Competencia Baja SAE

    

Apendice 3.-Criterios para la seleccin del Material

Apendice 4.- Planos Generales de la Estructura del Vehculo

    

Figura 1.3. Chass y Carrocera.

Figura 1.4. Chasis tubular como refuerzo del vehculo.

Figura 2.1. Ubicacin del centro de gravedad

Figura 2.2. Ubicacin del centroide

Figura 2.3. Comparacin de la ubicacin del centroide y el centro de gravedad 24

Figura 3.2. Diagrama de esfuerzo cortante y momento flector.

Figura 3.3. Consideraciones para el clculo de las vigas del chasis.

Figura 3.4. Diagrama de cortantes y momentos para elementos

Figura 3.5. Diagrama de cortantes y momentos del perfil del motor.

Figura 4.1. Divisin del dominio en subdominio (elementos).

Figura 4.2. Algunos tipos de elementos (1D, 2D y 3D).

Figura 4.3. Eleccin del elemento a analizar en ANSYS.

Figura 4.4. Eleccin del comportamiento del material

Figura 4.5. Condiciones de frontera o grados de libertad.

Figura 4.6. Chasis mallado y lugar donde se aplican las cargas

Figura 5.1. Deformacin mxima para el anlisis esttico.

Figura 5.2.. Esfuerzo de Von Mises para el anlisis esttico

Figura 5.3. Detalle del esfuerzo mximo de Von Mises.

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Figura 5.4. Detalle de la aplicacin de las fuerzas de inercia.

Figura 5.5. Deformacin mxima en el anlisis de arranque

Figura 5.6. Esfuerzo de Von Mises para el anlisis de arranque.

Figura 5.7. Fuerzas de frenado (posicin del conductor).