Car No.

#101

Legacy V Design Report

Varun Talathi, Ajinkya Belsare, Aditya Chivate, Abhilash Chopade
Department of Mechanical Engineering, Sinhgad College of Engineering, Pune, India

Copyright © 2007 SAE International

ABSTRACT The critical dimensions of the manufactured components

Specifications Description
This report details the design and analysis of Legacy V, Track width 54" (front); 51" (rear)
where the target is enhancing performance by improving Wheelbase 57.44"
the power-to-weight ratio of the ATV. The aim is phasing Height 57.5"
out OEM parts, replacing them by custom designed Centre of Gravity 520 mm
components such as hubs, uprights, brake discs, brake Ground Clearance 11.5”
calipers, and half-shafts. The ATV features an In-line Kerb Weight 145 kg
Braking System, where the driver has actuation, similar Weight Distribution Front - 40%; Rear - 60%
Maximum Power 10 HP
Maximum Torque 510 Nm (6.651 REDUCTION) were checked by sound metrological practices to ensure
Transmission Gaged GX9 CVT they conform to the design, before proceeding to
Two stage reduction with cage-less assembly.
Gearbox
differential An example of the above design process is the upright
Steering Type Rack and pinion which is has the highest RPN value. Force estimation
Minimum Inner
1.83 m was paid critical attention to and suitable FOS was
Turning Radius
chosen for each load case. Material sampling was done
Non-parallel double wishbone–
Suspension type prior to ordering it. Manufacturability was discussed with
(Front and Rear)
vendor and suitable changes were made. Post
Hydraulic out-board disc brakes–
Brakes type
(Front and Rear)
manufacturing, the dimensions were checked along with
the surface finish. Only then the upright proceeded to
to paddle shifting, provided at the steering wheel, which
assembly.
enables control over power supplied to the individual
Table 1. Technical Features and Specifications of Legacy V
rear wheels, enhancing maneuverability. The focus on
ergonomics has facilitated driving for prolonged
durations. Acceleration times have been improved for FEA CONSIDERATIONS IN DESIGN
150 ft. by 18.5% compared to previous ATVs, yielding
overall improvement in vehicle performance.  2-D shell elements consisting of quads and trias have
been used for meshing geometry like the roll cage
INTRODUCTION and the suspension links [2].
 3-D tetra elements have been used for meshing of
Legacy V has been designed with an approach to solid components like the uprights and hubs [3].
enhancing performance and improving the structural  The optimum mesh size was decided by performing
rigidity of the ATV. The primary way to improve iterations on different mesh sizes and checking
performance is to optimize vehicle weight, maximizing convergence in the analysis results, observing the
the power to weight ratio. This has been done by computational time needed.
improving the design, reducing the FOS which has been  Optimization on components has been performed
possible due to checking the chemical composition, and using Level Set Method (LSM) upon which topology
tensile and weld testing carried out on the material used optimization in OptiStruct is based [4,5].
in components. All material selection has been done  Von-Mises theory has been used to predict failure of
through the weighted point method [1], with greater the components AISI 4130, and 6000 & 7000 series
priority attached to the strength to weight ratio of a aluminum, which are used in the ATV, as these are
material. FEA has been used to confirm the design ductile materials [6].
decisions.Topological optimization in Optistruct has been
carried out on hubs, uprights, and the crown gear. A ROLL CAGE DESIGN
failure mode and effect analysis (FMEA) has been
carried out by calculating risk priority number (RPN) for The roll cage (RC) has been designed with the following
every component and hence prioritizing the critical objectives mentioned in order of priority–
components. Manufacturing constraints have been 1. Rulebook Compliance:The ATV must adhere to the
considered while designing components and suitable ‘SAE BAJA 2017 Rulebook’ [7].
manufacturing tolerances for the design were selected.
2. Driver safety: RC members must have enough  Carbon-fiber bellypan and aluminum-acrylic sandwich
strength and rigidity to ensure that member steering wheel used to reduce vibrations transmitted
deflections do not violate the driver clearances in to driver’s feet and hands respectively.
case of impact.
3. Subsystem integration: The RC is a dependent Whiplash Considerations–Whiplash is a flexural injury to
structure which is designed around the front the neck due to hypertension and extension caused in case
suspension and steering setup, drivetrain at the rear, of longitudinal impacts to a vehicle.The G-pulse induced on
and the driver workspace. the RC was calculated from the results of assembly crash
4. Driver ergonomics: Driver comfort in the ATV is (Fig. 3), performed at 45 kmph. This pulse was fed to a
largely dependent upon the posture, and long-term body-head modelsimulated in Matlab, and relative
poor ergonomics can lead to Musco-Skeletal displacement between the head and body was
Disorders. observed.The safety of the driver from Whiplash was
5. Weight Optimization: The RC accounts for 20% of verified using the whiplash injury severity estimate (WISE)
total weight reduction in the ATV. Index [11].
6. Aesthetics: An appealing RC draws attention to the
vehicle and makes it stand out. SUSPENSION

MATERIAL SELECTION–Steel tubing of AISI 4130 was The objectives of the suspension system are–
selected based on its strength (Syt=619 MPa, Sut=731  Stability: Ensure that ATV is not prone to rolling over
MPa), to achieve weight reduction by allowing use of or pitching over, via roll center axis location & length
thinner cross sections, having the bending strength of of track and wheelbase.
the members as a constraint. Four different cross-  Maximize grip: Increase contact time between tire
sections of AISI 4130 members have been used and ground via reduction of unsprung mass and
according to the strength requirements in specific obtain optimum control of suspension kinematics in
sections of the RC as shown in Fig.1. wheel travel and cornering events.
 Ride comfort: Adjustment of air spring and tire
FEA CONDUCTED ON ROLL CAGE– pressures reducing road feedback to chassis.
 Static analysis has been carried out on the RC for
conditions such as front, rear, side, and rollover METHODOLOGY–
impacts and torsional loading. The static analysis  Double wishbone linkages chosen at both, the front
helped obtain a base design for the RC structure and rear, to provide the best possible kinematic
where it was safe from damage. control over suspension[12]. Based upon the lateral
 The effect of wall thinning during cold bending was load transfer and chassis roll, the roll camber change
analyzed and the thickness of the bent RC members rate values for the front (0.73) and rear (0.65) have
was chosen based on the results. been chosen.
 Crash analysis was carried outat 45 kmph to analyze  Track width maximized within rulebook constraints to
dynamic behavior of the RC, according to the US generate minimum lateral load transfer during
Department of Transportation nCAP regulations [8], cornering, reducing tendency of roll over.
to understand propagation of stresses through the  An effective wheelbase of 57.4" obtained considering
RC in the case of a frontal and rear crash. The packaging constraints and need for reduction of
+0results were analyzed and member orientations turning radius and pitching tendency.
were refined to reduce stress concentration  Ensure that dynamic toe change over the wheel
andimprove stress flow. travel is minimal (less than 1° as shown in Fig. 4) to
minimize generation of lateral forces and reduction of
ERGONOMICS AND DRIVER SAFETY– efficiency.
 Driver space was marked in a mock RC considering  Offset rims (3B/2N) used to reduce scrub radius,
the tallest and shortest drivers as 183 cm and 152 cm reducing road input feedback by 25.1%.
respectively [9] as shown in Fig. 2.  Wheel assembly components were analyzed
 Suspended seat which provides thigh support and considering dynamic analysis of system and
isolation from belly pan vibrations was incorporated topological optimization was carried out (Fig. 5).
with 3 adjustments for driver height. Thus, overall unsprung mass reduction was 16%
 The steering wheel was positioned with a27° column resulting in reduced forces incident on the chassis.
inclination to horizontal, to provide a comfortable  Fatigue analysis has been carried out on wheel
driving stance[10]. assembly components.
 Rack placement ahead of wheel center line provides  In the wheel assembly, there has been a move
unhindered access to the overhanging pedals which towards reduction of fasteners which ensures
define the arc of thedriver's Ball of Foot point. absence of possibility of relative motion between
 Increased cockpit space ensures that angle between components and ensures faster serviceability.
the driver's shin and foot is never below 87° [10].
 Distance between helmet and headrest is ensured to FRONT SUSPENSION AND WHEEL ASSEMBLY–The
be 1.5” which satisfies the IIHS Standards. pivot axis of the front wishbones is inclined at 11̊ to the
horizontal, with the spring mountperpendicular to the
wishbone and a caster angle established along this axis  Replacing ball joints with spherical bearings at the
as well. This inclination of the spring and recessional wishbone endshas reduced steering effort by 23% on
wheel travel help absorb 20% of the longitudinal force the same terrain under static conditions, and has
incident on the assembly. There is an indirect connection provided the misalignment (16°) desired by
between the left and right springs established via the suspension travel.
upper spring mountings on the RC, which increasesits  A steering ratio was selected which provides lock to
torsional rigidityby 9%. lock steering in just 0.7 rotations of the steering wheel
to minimize driver fatigue.
REAR SUSPENSION AND WHEEL ASSEMBLY–Anti-  An 11° caster was integrated to induce camber
squat properties in the rear increase longitudinal load change with steer input, causing the front wheels to
transfer to the rear tire-ground contact patch during effectively lean into corners, providing a camber
acceleration [13], increasing loading on the tire by 36%, thrust to obtain tighter cornering.
which improves traction.Recessional wheel travel for
better traverse over bumps is provided, and spring Table 3. Steering Specifications
inclination in the side view is at the same angle as that of
wheel travel. DRIVETRAIN
Table 2. Suspension Specifications
METHODOLOGY–
Parameters Front Rear  The Briggs and Stratton 305cc, 10HP engine’s
Spring type FOX Float 3 Evol-R FOX Float 3 crankshaft has been loaded such, so as to not affect
Track width 54" 51" the mechanical engine governor negatively.
23x7x10, 23x7x10,
 The center of gravity of the transmission setup has
Tire type and size been kept as low and center aligned as possible
Maxxis M933 Razr2 Carlisle AT489
(engine has been lowered by 6”)and rotating mass
Vertical Wheel 6.18" jounce 5.67" jounce
has been reduced by reduction of OEM components,
Travel 4.29" rebound 3.86" rebound
and optimization of gears without generating high
Static Camber 0° 0° dynamic imbalance.
Static Caster 11° 0°  Transmission layout was designed considering the
Static Toe 0° 0° clearance of engine from firewall, clearances
Toe Change
0.65° 0.81° between rotating parts, desired location of inboard
through travel drive shaft in the suspension kinematics and the
Spring Rate 11.52 N/mm 21.78 N/mm required center to center distance between the
Roll Rate 4.98 deg/g pulleys of the CVT.
Sprung Mass  The Gaged GX9 CVT was incorporated in the
1.51 Hz 1.59 Hz
Natural Freq. vehicle due to more tuning variables, low weight
(5.28 kg), compact assembly, and good back shifting
STEERING characteristics as compared to other OEM CVTs like
Polaris P90 or CV-Tech.
METHODOLOGY–  As the CVT belt is to be kept between 80C° to
 The front-placed steering arm has been integrated 120°C, computational fluid dynamic (CFD) analysis
with the upright to eliminate fasteners and remove was performed on the CVT casing (Fig. 6.) to
possibility of relative motion. An Ackermann geometry determine the inlet vent location to maximize heat-
has been achieved by ensuring that the rack mass transfer by increasing turbulence.
placement behind the steering pick-up points.  The transaxle ratio of 6.58:1 was selected so that
 EN36 has a high ultimate strength (1100 MPa) and the engine delivers max torque at an incline of 30°.
hardenability, which has allowed for reduction of the  CV joints were custom manufactured to provide
module from 1.75 to 1.25 [13] from the previous ATV, maximum articulation angle as required by the
reducing backlash by 19%, and has allowed for suspension kinematics, reduce weight as compared
greater optimization in the gear. to OEM CV joints, and to obtain more control over
integration in the wheel assembly.
Specifications Value
GEARBOX DESIGN–A two-stage reduction with a cage-
less differential was designed, analyzed and fabricated
and was coupled with the CVT through a keyway. The
ratio between the two stages was split based on the
Inboard driveshaft location and the drive shaft running
Maximum outer angle 34.6º clearance.The gears were designed by DIN 3990 and
Maximum inner angle 42.9º IS:3681:2005 standards. 30Ni16Cr5(EN30B) steel was
Minimum inner turning radius 1.83 m selected for the spur gears of the gear train due to its
Steering effort on cement flooring 8.5 Nm high ultimate tensile strength of 1540 MPa which allowed
(static) greater optimization of the gears.Aluminum 7050-T7451
Lock angle ±126º
Ackermann % (static) 29.3 %
Ackermann % (dynamic) 37.8 %
was selected as gearbox casing material. Straight or pressure
Caliper-Parameters Maximum system 70 bar
working pressure
Minimum hose burst 810 bar
pressure
Minimum hose bend 25 mm
Material Al 7050-T7451 radius
Bore 32.05 mm ID Tire ground friction 0.65 (wet gravel)
Piston 31.95 mm OD coefficient
O-Ring C/S 2.9 x 3.6 mm Disc pad friction 0.45
O-Ring Squeeze [14] 14% coefficient
Pads Semi-metallic Initial Speed for braking 11.11 m/s
Slider Pin EN19 (42CrMo4) Braking Distance 9.69 m
Pad Retainer M6 12.9 HT Bolt
taper cylindrical roller bearings were used wherever Table 5. Parameters of caliper
purely radial or axial load was applied [6].
INLINE BRAKING SYSTEM–
CUSTOM DUAL TRIPOD DESIGN–Legacy V demands
a compound maximum articulation angle (δmax) of 27.4˚
in its complete droop condition. The customized tripod
driveshaft allows maximum articulation angle of 29˚ with
a 37.5% weight reduction in the tulip. The forces on the  All four brakes are simultaneously operated by single
tulip were calculated for static structural and fatigue load. pedal connected to two master cylinders. When
Structural design of the tulip was verified by cutting brakes are not in operation, it is a typical F/R
FEA.Ti6Al4V was selected as the material for split braking circuit. Embedded in the rear braking
intermediate shaft due to its high strength of 1000 MPa circuit are two individual hand actuated master
and low density of 4600kg/m3. cylinders which are designed to lock either of the rear
wheels.A schematic of the Inline Braking System
BRAKES master cylinder has been shown in Fig. 8.As the ATV
is driven by an open differential this braking system is
METHODOLOGY– beneficial in the case of traction deficiency with one
 The brake system has been designed to lock all the of the powering wheels allowing transmission of
wheels upon a pedal input force of 35 kg. power to the traction rich wheel.
 Custom calipers have been designed and fabricated  Hydraulic brake hose assemblies for use with non-
to reduce unsprung mass, and permit flexibility of petroleum-basedhydraulic fluids are installed with
wheel assembly design. maximum safe working pressure of 260 bar with
 Discs were designed from SS 420,which when heat standard end fittings have been used.Hose
treated, reach 45 HRC and 1400 MPa. Optimization manufacturer employed SAE Standard J 1401 which
of the disc was done to aid cooling and reduce specifies the performance tests and requirements for
unsprung mass.Thermal analysis was carried out for hydraulic brake hoseassembliesused in the hydraulic
six braking cycles to ensure proper heat braking system of a road vehicle.
dissipation.Thermal imaging was carried out to
validate heat rise in the brake disc and verify that CONCLUSION
heat rise was within the operating limits of DOT3
fluid. Variation of 4% was observed in the Legacy V has been designed with an objective of
experimental value from the analytical value as seen manufacturing an off-road recreational vehicle that
in Fig. 7. meets stringent regulations of safety and durability, as
well as achieves vehicle performance, aesthetics and
Table 4. Design aggregates for brake subsystem
comfort, that would generate a mass-market appeal.
Specifications Value Legacy V has improved performance, achieving a 26%
Pedal Ratio 5:1 weight reduction and 18.5% increase in acceleration
than its previous edition. The newly incorporated Inline
Master Cylinder (bore) BYBRE(12.05mm)
Braking System (IBS) has helped improve the dynamics
Caliper Custom single piston of the ATV. Phasing out OEMs has helped achieving
floating better subsystem integration. Safety and ergonomics
Brake bias 50:50 has been improved with a limited working space
Pedal Force 350 N improving driver experience.
Braking Torque 200 Nm
Average working 35 bar
REFERENCES
 LEGACY V VEHICLE DRAWINGS:
1. Dr. Mohammed Jasim Kadhim, Dr. Suad Hamzah
Abdas, “Material Selection in Conceptual Design
Using
FRONT Weighting
VIEW- Property Method”, Engineering and
Technology Journal, Vol. 29, No. 1, 2011
2. Andre Denayer, "Automatic Generation of Finite
Element Meshes", Computers & Structures Vol. 9,
pp. 359-364
3. S.H. Lo, "Visualization of 3D Solid Finite Element
Mesh by the Method of Sectioning", Computers &
Structures Vol 35, No.1, pp. 63-68, 1990
4. Anton Olason, Daniel Tidman, "Methodology for
Topology and Shape Optimization in Design
Process", Chalmers, Master's Thesis 2010:11
5. David Herrero Perez, “Level Set Method Applied to
Topology Optimization”, Grupo de Optimizacion
Estructural (GOE)
6. Keith Nisbett, Richard G. Budynas, “Shigley’s
Mechanical Engineering Design”
7. BAJA SAE International 2017 Rulebook
8. “Laboratory Test Procedure for New Car Assessment
Program Frontal Impact Testing”, U.S. Department of
Transportation
9. Muhammad H. Al-Haboubi, “The Female/Male Ratio
of Anthropometric Dimensions”
10. SAE J4002-2010, “H-Point Machine
Specifications & Procedure for H-Point determination”
11. Kevin M. Moorhouse, "Whiplash Severity Injury
Estimator for Occupants in Motor Vehicle Accidents"
12. John C. Dixon, "Suspension Geometry and
Computation"
13. Milliken & Milliken, "Racecar Vehicle Dynamics"
14. O-Ring Handbook, Parker Hannifin,
“Engineering Materials Group”
TOP VIEW-
SIDE VIEW-
 Fig. 5. Hub structure result of topology optimization by
Optistruct Software (left); Design of fabricated hub (right)

Fig. 1. RC members
Inlet

Driving Pulley Driven Pulley

Fig. 6. Computational Fluid Dynamic analysis to determine
Fig. 2. Assembled crash analysis of the RC inlet location of CVT casing

Fig. 7. Transient thermal analysis of rear disc with maximum

temperature of 95.7°C (left); Thermal imaging of disc with
maximum temperature of 100°C (right)

Fig. 3. Ergonomic placement of driver in the RC

Steering Wheel

Inline Master
Fig. 8. Schematic of Inline Braking System (left);Cylinder
Rendering
Fig. 4. Graph depicting toe change (deg) vs wheel travel (mm) of Inline Braking System assembly (right)