CHAPTER 1

INTRODUCTION
ALL TERRAIN VEHICLE

An All-Terrain Vehicle (ATV), also known as a quad, quad bike, three-wheeler,

four-wheeler, or Quad cycle as defined by the American National Standards Institute
(ANSI) is a vehicle that travels on low-pressure tires, with a seat that is straddled by the
operator, along with handlebars for steering control. As the name implies, it is designed
to handle a wider variety of terrain than most other vehicles. Although it is a street-legal
vehicle in some countries, it is not street-legal within most states and provinces of
Australia, the United States or Canada.
By the current ANSI definition, ATVs are intended for use by a single operator,
although some companies have developed ATVs intended for use by the operator and one
passenger. These ATVs are referred to as tandem ATVs.
The rider sits on and operates these vehicles like a motorcycle, but the extra wheels give
more stability at slower speeds. Although equipped with three or four wheels, six-wheel
models exist for specialized applications. Engine sizes of ATVs currently for sale in the
United States, (as of 2008 products), range from 49 to 1,000 cc (3 to 61 cu in).

1.1 SPORTS UTILITY ATV

Sport models are built with performance, rather than utility, in mind. To be successful at
fast trail riding, an ATV must have light weight, high power, good suspension and a low
centre of gravity. These machines can be modified for such racing disciplines as
motocross, woods racing (also known as cross country), desert racing (also known as
Hare Scrambles), hill climbing, ice racing, speedway, Tourist Trophy (TT), flat track,
drag racing and others.
Throughout the United States and the United Kingdom there are many quad racing clubs
with enduro and quad cross sections. GNCC Racing began around 1980 and includes hare
scramble and enduro type races. To date, events are mainly held in the eastern part of the
United States. GNCC racing features many types of obstacles such as, hill climbing, creek
and log crossings, dirt roads and wooded trails.

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ATV National Motocross Championship was formed around 1985. ATVMX events are
hosted at premiere motocross racetracks throughout the United States. ATVMX consists
of several groups, including the Pro (AMA Pro) and Amateur (ATVA) series. Friday
involves amateur practicing and racing on Saturday and Sunday. Saturday also involves
racing for the Pro Am Women and Pro Am Unlimited classes. Sunday involves racing for
the Pro and Pro Am production ATVs, but are scored separately. On average weekend
over 500 racers will compete.
Championship Mud Racing/CMR saw its infancy in 2006 as leaders of the ATV
industry recognized a need for uniformity of classes and rules of various local mud bog
events. Providing standardized rules created the need for a governing body that both
racers and event promoters could turn to and CMR was born. Once unified, a true point’s
series was established and lead to a national championship for what was once nothing
more than a hobby for most. In 2007 the finalized board of directors was established and
the first races were held in 2008. Currently, the CMR schedule includes eight competition
dates spanning from March to November. Points are awarded throughout the season in
several different competition classes of ATV and SxS Mud Racing. The 2008 year
included Mud Bog and Mudda-Cross competitions, but the 2009 and future seasons will
only have Mudda-Cross competitions. Classes range from 0–499 cc to a Super-Modified
class which will allow any size ATV in competition. The ultimate goal of The CMR is
“to see the growth of ATV Mud Racing as a competitive sport and give competitors a
pedestal upon which they can receive the recognition from national media and industry
sponsors that they have long deserved.”

There is an ATV class in the Dakar Rally. Karim Dilou of Tunisia won the FIM Cross
Country Rallies World Cup – Quad in 2008, riding for Yamaha. Amateur and professional
three-wheeler racing across the United States has also spiked in popularity once again, at
levels not seen since the factory teams raced in the 1980s. Part of the appeal is the
cheapness of parts, and how easy it is to get into. Races are held at various local and large
venues, particularly in Ohio, New York, Pennsylvania, Arizona, Michigan and California.
Pay-outs are sometimes awarded to winners.

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 Each year in June, the world’s biggest three-wheeler gathering is held at Haspin Acres,
in Laurel, Indiana, for the Trike fest event. Over the course of 3 days complete with
camping, hundreds of people gather for the event which features competitive racing such
as MX style racing, drag racing, mud racing, hill climbs and other events. For those who
wish not to compete, there is also many trails a person can ride. Thousands of three-
wheelers show up each year, some built and restored to be raffled off, others brought to
ride.

Fig 1.1(a)

Fig 1.1(b)

Fig 1.1 (a), (b) - Utility of ATV

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1.2 APPLICATION OF ATV’S

Initially the ATVs were solely used for the transportation through the inaccessible areas,
but now these vehicles have found their application in different areas as mentioned below:

a. In Defense Services like army and air force etc. to carry and transport guns,
ammunition and other supplies to remote areas of rough and varied terrain.
b. By railways during construction of railway tracks on mountain or on other rough
terrain.
c. By police force.
d. In sport also like golf for traveling one place to other place.
e. In Antarctic bases for research things where use of conventional vehicle is
impossible.
f. Now a days ATVs are also used in adventuring like mountaineering, in dirt and
in snow.

Fig 1.2 (a) Fig 1.2 (b)

Fig-1.2 (a), (b) Dynamic testing of ATV

All-Terrain Vehicles is a package of different systems that are designed to enrich the
performance and to provide comfort to the driver. Different systems include chassis,
steering system, suspension system, braking system and drive train. All these mentioned
systems are inter-dependent. Failure of a single system or a part may lead to the death of
the operator or driver. ATVs are also popular for their good aesthetics and their sporty
look. Suspension system of as All-Terrain Vehicle is one of the most critical system that
needs to be designed for better stability and comfort for the operator. Suspension system
is generally designed in relationship with the steering system.

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1.3. SAE SUPRA VEHICLE
SAEINDIA is an affiliate society of SAE International, registered as Indian nonprofit
engineering and scientific society dedicated to the advancement of mobility community
in India. As an individual member driven society of mobility practitioners, SAEINDIA
comprises members who are individuals from the mobility community, which
includes engineers, executives from industry, government officials, academics
and students. Principal emphasis is placed on transport industries such
as automotive, aerospace, and commercial vehicles.

SUPRA is being organized annually by SAEINDIA with the support of Maruti

Suzuki, the event provides a platform for students to apply their engineering skills to
design and construct a Formula category vehicle as per defined performance and safety
specifications. SUPRA SAEINDIA 2017 comprised of a series of Static and Dynamic
events spread over five days, concluding with a final Endurance run and a valedictory
function on July 1st, 2017.

Fig-1.3 Model of SAE SUPRA

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1.4. PROJECT PLAN

Plan: -1
Enlisting the required items.
The required items for this project’s demonstrative model are: -
1 - A 4-stroke Petrol engine, 350cc, 4stroke single cylinder
2 - AISI 1030 for roll cage chassis
3 - Body panels
4 - Steel Rods
5 - Spray Paints
6 - Screw and Bolts
7 - Large ATV Wheels with Knuckles (4 no)
8 - A Davis steering Mechanism
9 - Shock Absorbers (4 no)
10- Gear Mechanism
11- Driver Seat
12- Steering Wheel
13- Miscellaneous Electrical Peripherals

Plan: -2
Preparing the Chassis

We have assembled the Chassis in the following manner.

1- First, we prepared a dummy model of car with PVC pipes then rendered it
into SOLIDWORKS for further processing.
2- Then we gave a paint-job to the Steel-pipes inducted for car design and then
spray with chemical-components for long durability.
3- Then we assembled the pipes according to model with required screw and
nuts.
4- Some extra materials are cut by Electric Cutters.
5- Some Joints are Re-constructed by Welding Method (TIG Welding).

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 Fig. 1.4. SAE J1940 14.50 LT/ 305CC Petrol Engine

Fig. 1.5. Heavy load ATV tires with Knuckles

Fig. 1.6. Large Shock-Absorbers for ATV wheels

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1.5. SOLIDWORKS RENDERINGS

Fig 1.7 (a)

Fig 1.7 (b)

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 Fig 1.7 (c)

Fig. 1.7. (a), (b), (c) Isometric view of the proposed model through Solid work

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 CHAPTER-2
LITERATURE REVIEW
Gaurav S. Chimote et.al [2012]: The objectives of this design and analysis of an ATV
fun to drive, versatile, safe, durable, and high-performance off-road vehicle. We have to
ensure that the vehicle spastics the limits of set rules. This vehicle must be capable of
negotiating the most extreme terrain with confidence and ease. We met these objectives
by dividing the vehicle into its major component subsystems. The ATV design [1] on the
basis to apply the principles of engineering science to expose their proficiency in the
automotive world. The design focuses towards explaining the procedure and
methodology used for designing the off-road vehicle. We have tried to design an all-
terrain vehicle that meets international standards and is also cost effective at the same
time. We have focused on every single system to improve the performance of each
component. Our vehicle can navigate through almost all terrain, which ultimately is the
objective behind the making of any all-terrain vehicle. We began the task of designing by
conducting extensive research of each main component of the vehicle. We did not want
to design certain areas such as the frame, and then make the rest to fit. We considered
each component to be significant, and thereby designed the vehicle as a whole trying to
optimize each component while constantly considering how other components would be
affected. This forced us to think outside the box, research more thoroughly, and redesign
components along the way in order to have a successful design.

Khelan Chaudhari et.al [2011]: The study aims to design, develop and fabricate a roll
cage for an All-Terrain Vehicle (ATV) [2] in accordance with the rulebook of BAJA 2013
given by SAE. A roll cage is a skeleton of an ATV. The roll cage not only forms the
structural base but also a 3-D shell surrounding the occupant which protects the occupant
in case of impact and roll over incidents. The roll cage also adds to the aesthetics of a
vehicle. The design and development comprise of material selection, chassis and frame
design, cross section determination, determining strength requirements of roll cage, stress
analysis and simulations to test the ATV against failure. Finally, the roll cage is fabricated
as per the tools and techniques available in the workshop.

10
M.S.M. Aras et.al [2006]: This paper describes the modification of All-Terrain Vehicle
(ATV) [3] to semi-autonomous control based on using wireless control system. The semi-
autonomous for ATV is based on yaw control. This wireless control system will control
the cylinder linear actuator that is added to the ATV. Nowadays, the usage of ATV gives
much benefit to their field of work with their design and is dedicated to huge driveability
on irregular ground track as well as on paved road. The main problem of the ATV
involves the steering control (yaw control), which cannot rotate easily and needs high
forces to control the movement of ATV. Yaw movement is very limited when driven
manually, since it requires high forces to move the steering. This project begins with a
mathematical and empirical modelling to capture the dynamics of a newly modified ATV.
In this project, the modelling of ATV by using system identification technique is
conducted. The model will then be compared to its derived mathematical model. Then,
the design of a wireless control system is required to solve the problem.

Deepak Raina et.al [2013]: BAJA is a collegiate competition sponsored by the Society
of Automotive Engineers, India (SAEINDIA®). Its aim is to build an All-Terrain Vehicle
(ATV) [4] as per the constraints given by the organizers. The growing popularity of the
competition coupled with the need to design safe and dynamically balanced ATV has led
to the origin of the idea of this paper. The process of Finite Element Analysis (FEA) is
expensive and time consuming as well as simulating the problem statement is
unnecessarily tedious at an initial design stage. Therefore, it is always advantageous to
do extensive research on the basic requirements of roll cage design. To understand the
changes that need to be incorporated in the design, perform the static stress analysis first.
This will offer a simplistic simulation criterion of the problem statement and requires a
lower computational time; and then dynamic analysis to validate the safety of the
preliminary design. The paper aims to give an introduction to the material selection
procedure, pipe size selection and various tests that need to be done before finalizing the
design, using ANSYS® WORKBENCH 14.0. In this present work, various factors such
as impact force determination, loading points, the mesh size dependence of generated
stress, Von-Misses Stress, Deformation and Factor of Safety (FOS) are studied.

11
Shaikkhaja Moinuddin et.al [2012]: This is a special kind of four-wheeled vehicle used
for recreational and exploration purposes. It is designed for off road usage and for
endurance of a rough terrain. In many aspects it is similar to an All-Terrain Vehicle
(ATV) except that it is much smaller in size and has safer rollover capabilities. Besides
these any successful mini Baja vehicle should also be easily transported, easily
maintained and fun to drive. Our vehicle can navigate through almost all terrain, which
ultimately is the objective behind the making of any all-terrain vehicles. We began the
task of designing by conducting extensive research of each main component of the
vehicle.

Upendra S. Gupta et.al [1995]: This paper provides in-detail description of the design
considerations, static & dynamic analysis and mathematical data involved in the design
[6]
of an ATV Vehicle . The focus has been laid on the simplicity of design, high
performance, easy maintenance and safety at very reasonable prices. The design and
development comprise of material selection, chassis and frame design, cross section
determination, determining strength requirements of roll cage, stress analysis and
simulations to test the ATV against failure. During the entire design process, consumer
interest through innovative, inexpensive, and effective methods was always the primary
goal. Most of the components have been chosen keeping in mind the easy availability and
reliability. According to recognition of customer’s need we are going to design a vehicle
which is ergonomic, aerodynamic, highly engineered and easily manufactured. Hence it
makes the vehicle more efficient. Our vehicle can navigate through almost all terrain,
which ultimately is the objective behind the making of any all-terrain vehicles.

Deep Shrivastava et.al [2010]: Designing purpose of this Quad bike[7] is to manufacture
an off-road vehicle that could help in transportation in hilly areas, farming field and as a
reliable experience for a weekend enthusiast. In order to accomplish this task, different
design aspects of a Quad Bike. Vehicle were analyzed, and certain elements of the bike
were chosen for specific focus. There are many facets to an off-road vehicle, such as the
chassis, suspension, steering, drive-train, and braking, all of which require thorough
design concentration.

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Abhinav Sharma et.al [2010]: This paper provides a complete design and analysis of
“Baja vehicle” [8] or “All-Terrain Vehicle (ATV)”. While designing this Baja vehicle, all
the design aspects were taken as per the rules of Society of Automotive Engineers (SAE)-
2014. The main objective of this paper was to design and optimize the roll cage, front and
rear suspension system, power train system. The finite element analysis (FEA) is also
done on the roll cage for validating the design. Initially, a preliminary design of the roll
cage was made as a 3-D model using CAD. The designed Baja vehicle is an off-road
vehicle powered by 350 cc, four strokes, 10 BHP engine, driven by manual transmission.
Material selection was based on the basis of factors like weight, cost, availability and
performance. In present work, the overall design of vehicle has been categorized into
subsystems: Roll cage, engine, Powertrain, suspension, steering, braking and ergonomics.
This paper also provides an overview of the design for each of the subsystems of the
vehicle. The designed and fabricated subsystems are equally strong and rugged.

Bharat Kumar Sati et.al [2014]: A roll cage is a skeleton of an All-Terrain Vehicle
(ATV). The roll cage forms a structural base and a 3-D shell around the driver. The
objective of the study is to analyse and optimize the roll cage designed under a set of
particular rules given by Society of Automotive Engineers (SAE) [9]. This paper outlines
static and dynamic analysis of the roll cage of ATV. Static analysis of the roll cage is
done using ANSYS Static Structural for different collisions like front, side, rear and roll
over. Dynamic analysis of different crash conditions like head-on, front, side, rear and
roll over of the roll cage is done using ANSYS Explicit Dynamic. The main objective of
analysis is to obtain optimum factor of safety which ensures that the roll cage of ATV
will be safe in all conditions.

Darshan J. Patel et.al [2010]: Our study aims to design, develop and fabricate a roll
cage, in accordance with the SAE.A roll cage is a skeleton of an All-Terrain Vehicle
(ATV). The roll cage is the Structural base [10] which protects the occupant in case of
impact and roll over incidents. Here we are going to deal with design of roll cage for an
ATV considering various loading tests like Front Impact, Side Impact and Rear Impact.
We have focused on every point of roll cage to improve the performance of vehicle
without failure of roll cage. Finally, the roll cage will be fabricated as per the tools and
techniques available in our workshop.

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Manjot Singh et.al [2010]: BAJA SAE is an all-terrain vehicle competition which gives
under-graduate students a practical experience in engineering sciences. It deals with
modelling of roll cage of an automobile (SAE BAJA) and analysing it to give an optimum
[11]
design. BAJA is most economical off- road vehicle can be used in rugged
environment, so we should analyse the impact forces of terrain environment. The roll
cage must be constructed of steel tubing, with minimum dimensional and strength
requirements dictated by Society of Automotive Engineers (SAE). Increased concern
about the roll cage has created the importance of simulation and analysis thereby
predicting failure modes of the frame. In the present paper, we have used ANSYS to
investigate the response of the frame under various impacts.

Shubham Yembarwar et.al [2005]: This is a special type of tubular space frame chassis
used for dalliance and investigation purposes. It is designed for off road usage and for
endurance over rough terrains. Our vehicle can navigate through almost all terrain, which
ultimately is the pretension behind fabrication of any Off-Road Vehicles. We began the
task of designing by conducting extensive research of each mounting of the buggy. A roll
cage is a skeleton of an ATV. The roll cage also adds to the aesthetics of a vehicle. The
roll cage not only forms the structural base but also a 3-D shell surrounding the occupant
which shield the occupant in case of collision and toppling incidents. The design and
development involve material selection, trusses calculations and roll cage design,
determining strength requirements of roll cage, stress analysis and sustainability of the
ATV against failure. The modelling and stress analysis are done by ANSYS 16.0[12]
software. After satisfactory results obtained from Finite Element Analysis in ANSYS
16.0, the roll cage is fabricated by utilizing workshop resources.

Vivek Dhameliya et.al [2012]: While the designing of roll cage for the ATV vehicle, we
have to perform the analysis likewise front impact, side impact, rollover, rear impact for
to know what is effect on roll cage after sudden impact because the roll cage supports the
other assembly parts of the ATV and provide 3-D cage which is protect driver and many
internal components (Break and clutch pedal, master tandem cylinder etc.) of ATV. We
have to take consider each and every critical point of roll cage for the improve
performance without failure occur into roll cage A roll cage is main structure of ATV.

14
After conducting deeply research on methods of analysis we start with the FEA (Finite
[13]
Element Analysis) . The roll cage also provides Aesthetic look to the ATV. FEA
analysis is also help to determine the material selection, material cross section,
requirement strength of different members of roll cage and stress-strain analysis to test
the ATV against all sudden impact. We ensure that ATV is having high factor of safety.

Shrikant Nawani et.al [2013]: The vehicle needs to traverse all types of off-road
conditions including rocks, logs, mud holes, steep inclines, jumps and sharp corners.
During the competition events there is significant risk of rollovers, falling from hill track,
collisions with stationary objects, or impacts from other vehicles. The frame design has
been analyzed in a variety of different situations to predict whether it will survive the
impact of fail in that situation. The results from these simulations indicate that the frame
is indeed safe enough in the variety of worst case scenarios tested. Off-road race vehicles
[14]
are required to navigate rough terrain while maintaining high speeds. For this
competition the vehicle will compete in a 4-hour endurance event in which it must
navigate terrain with jumps, logs, rocks, mud, and hills all while maintaining a speed of
20-35 mph. The frame needs to be designed to handle impacts due to front collision roll
over, jump landings. It also must be able to ensure driver safety during extreme impacts
and collisions.

Anand Singh et.al [2011]: This paper deals with the aspect of Roll-cage design [15] in
cars. Different static analysis and bending strength calculations depicts that the safety and
robustness such designs offers to the structure, is immense. But usage of such cages are
restricted to special needs of racing and all-terrain competitions (like SAE Baja).Roll-
Cage is a frame of pipes providing a rigid structure and robust design to the vehicle. They
can be used either as the only-frame (like in ATVs) or as the inner supporting structure.

15
Akshit Goyal et.al [2011]: The main objective of this research work is to find the mode
shape and corresponding natural frequency of a roll cage for an ATV. Finite element
analysis is used to determine the mode shapes and frequencies. We have designed a roll
cage which consists of both structural base and 3-D shell which protects the user in case
of impact and roll over incidents. CATIA V5[16] has been used for modelling the roll cage
and ANSYS 14.5 for FEA analysis. The body shape of the roll cage is fixed from the front
end. The frame of the roll cage consists of three main parts known as boot space, driver
cabin and engine chamber.

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 CHAPTER 3
VEHICLE DESIGN
3.1. COMPLETE DESIGN FOCOUS

The vehicle was design considering the rough terrains that it has to sustain for which a
rigid light weight roll cage by using 1 mm thick secondary members increasing the
number of beam in the roll cage which give the team to access more continuous member,
a robust suspension design along with a versatile drive train. Considering the safety of
the driver a comfortable cockpit is designed and for proper manner economically
placement of steering and braking components is taken into consideration. Considering
all these aspects the newly fabricated vehicle of 2018 is able to perform at its best.

3.2. ROLL CAGE DESIGN

3.2.1 MATERIAL SELECTION

The major factors that affects the strength, durability, and safety if the roll cage is the
material of which the roll cage is made of.
After going through the numerous materials available in market and comparing their
strength, stiffness & and bending strength considering SAE BAJA rules. We got to know
that AISI 4130 is the best for the ATV. Now for the size a comparison chart was made to
select the best combination for both primary and secondary members.
Outer diameter Wall thickness Bending strength Bending stiffness Required
(in mm) (in mm) (in Nm) (Nm2)
25.4 1
25.4 3 732.30 2763.1209
29.2 1.65 642.62 2787.5168
31.75 1.45 690.05 3254.6408
31.75 1.6 750.58 3540.1121

Table 3.1 Material selection table and material specification

We found AISI 4130 of size (31.75 x1.6) mm and (25.4 x 1) mm to be the best
combination for light weight and BAJA SAE satisfied roll cage member for primary and
secondary.

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3.2.2. WELDING

After completion of the pipe model, the final roll cage was fabricated changing few
required dimensions. The welding process that we adopted for completing our roll cage
is GTAW (Gas Tungsten Arc Welding. For this we found ER70S2 electrode to be suitable
as per lost and compatibility with the roll cage material. Finite element analysis of the
model
The following test are done in a roll cage: Front impact fig(e), Side impact fig(f), Rear
impact fig(g), Roll over fig(h), Side roll over fig(i), Front bump fig(j).

Fig. 3.1. Front impact fig(e), Side impact fig(f), Rear impact fig(g), Roll over fig(h),
Side roll over fig(i), Front bump fig(j).

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3.3. SUSPENSION SYSTEM

The suspension of vehicles needs to satisfy a number of requirements which depend on

different operating conditions of the vehicle (loaded/unloaded, acceleration/braking,
level/uneven road, straight running/ cornering).Suspension systems serve a dual purpose
contributing to the vehicle's handling and braking for good active safety and driving
pleasure, and keeping vehicle occupants comfortable and reasonably well isolated from
road noise, bumps, and vibrations. The suspension also protects the vehicle itself and
mounted systems from damage and wear. Suspension is the term given to the system
comprise of springs, shock absorbers and linkages that connects a vehicle to its wheels.
The design of front and rear suspension of a vehicle may be different.

Fig-3.2: Suspension System

3.3.1 TYPES OF THE SUSPENSION SYSTEM

There are two types of the suspension system on the vehicle like car, ATV and etc. the
first type is independent suspension system and the second types is dependent suspension
system.
3.3.1.1SOLID AXLE: -A solid axle is one in which wheels are mounted at either end of
a rigid beam so that any movement of one wheel is transmitted to the opposite wheel
causing them to steer and camber toge trucks and on the front of many four-wheel-drive
trucks. Solid beam axles are commonly used on the front of heavy trucks where high load-
carrying capacity is required there. Solid drive (sometimes called live) axles are used on
the rear of many cars and most

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 Fig-3.3: Solid Axle

Hotchkiss:

Fig-3.3 Hotchkiss rear suspension

The most familiar form of the solid drive axles is the Hotchkiss drive. The axle is located
by semi-elliptic leaf springs as shown figure and is driven through a longitudinal
driveshaft with universal joints at the transmission and axle. The spring, mounted
longitudinally, connect to the chassis at their ends with the axle attached near the
midpoint.
Leaf spring are perhaps the simplest and least expensive all suspensions. While
compliant in the vertical direction, the leaf is relatively stiff in the lateral and longitudinal
direction, thereby reacting the various forces between the sprung and unsprung masses.
The Hotchkiss was used widely on the rear axle of passenger cars into 1960s, and is still
used on most light and heavy trucks. The demise of leaf spring on passenger cars was
caused by the inherent friction of spring and the loss in side stability of the springs as they
were made longer to achieve lower spring rate. With softer spring compliance in the
windup direction often to require the addition of trailing arm to react brake torques and
also the greater drive torques coincident with high power engines popular in the post-war
decades.

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3.3.1.2. FOUR LINKS:

Fig-3.4: Four Link Rear Suspension

In response to the shortcoming of leaf spring suspensions, the four-link rear

suspension, shown in figure, evolved as the suspension of choice in recent decades for
the larger passengers’ cars with solid rear-drive axles. The lower control arms provide
longitudinal control of the axle while the upper arms absorb braking torques and lateral
force. Occasionally the two upper arms will be replaced by a single triangular arm but it
remains functionally similar to the four-link. The ability to use coil spring in lieu of leaf
spring provides better ride and NVH by the elimination of the coulomb friction
characteristic of leaf spring.
Although more expensive than the leaf spring, the geometric design of the four-link
allows better control of roll center location, anti-squat and anti-drive performances and
roll steer properties.

3.3.1.3. DE DION

Fig-3.5: De-Dion system

A cross between the solid axle and an independent suspension is the classic, but little
used, De-Dion systems shown in figure. It consists of a cross tube between the two driving
wheels with a chassis-mounted differential and half shafts. Like a solid axle, the de Dion
keeps the wheels upright while the unsprung weight is reduced by virtue of the differential
being removed from the axle. Axle control is provided by any of a variety of linkage from

21
leaf spring to trailing arms. The design also has advantages for interior space because
there is no need to provide differential clearance. One of the main disadvantages of the
de-Dion is the need to have a sliding tube or splined half shaft, which can add friction to
the system.

3.3.2 INDEPENDENT SUSPENSION SYSTEM:

In contract to solid axles, independent suspensions allow each wheel to move vertically
without affecting the opposite wheel. Nearly all passenger cars and light trucks use
independent front suspensions, because of the better resistance to steering vibrations. The
independent suspension also has the advantages that it provides an inherently higher roll
relative to the vertical spring rate.

3.3.2.1 ADVANTAGE OF THE INDEPENDENT SUSPENSION SYSTEM:\

This system provides many advantages over other suspension systems. For example,
in solid axle suspension systems, when one wheel hits a bump, the wheel across from it
is affected as well as the one that hit the bump. This will compromise traction, smoothness
of the ride, and could also cause a dangerous wheel shimmy when moving at high speeds.
According to “Car Suspension Bible” with independent suspension systems, only the
wheel that hits the bump would be affected. This offers many advantages such as greater
ride comfort, better traction, and safer, more stable vehicles on and off the road.

Fig 3.6 (a) Fig 3.6 (b)

Fig-3.6: Independent suspension

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3.3.2.2 DEPENDENT SUSPENSION SYSTEM DISADVANTAGES:

• Left and right wheels bounce mutually implicated and to reduce ride comfort and
control stability.
• Simple structure design freedom, manipulation of the stability is poor.

3.3.2.3 DIFFERENT TYPES OF INDEPENDENT SUSPENSION SYSTEM ARE:

Trailing Arm Suspension:

Fig-3.7: Trailing Arm Suspension

One of the most simple and economical designs of an independent front suspension is
the trailing arm used by VOLKSWAGON and Porsche around the time of World War II.
This suspension, shown in figure, uses parallel.
Length trailing arm connected at their front ends to lateral torsion bars, which provided
the springing. With this design the wheels remain parallel to the body and camber with
the body roll.

❖ Sla Front Suspension:

Fig-3.8: SLA Front Suspension

The most common design for the front suspension of America cars following World
War II used two lateral control arms to hold the wheel as shown in figure. The upper and
lower control arms usually of unequal length from which the acronym SLA gets its name.

23
The arms are often called “A-arms” in the united states and “wishbones” in Britain. This
layout sometimes appears with the upper A-arms replaced by a simple lateral link, or the
lower arm replaced by a lateral link and an angled tension strut, bjt the suspensions are
functionally similar.
The SLA is well adopted in front engine, rear wheel-drive cars because of the
package space it provides for the engine oriented in the longitudinal direction.
Additionally, it is best suited to vehicles with a separate frame for mounting the
suspension and absorbing the loads.
Design of the geometry for an SLA requires careful refinement to give good
performance. The camber geometry of an unequal arms system can improve camber at
the outside wheel by counteracting camber due to body roll, but usually carries with it
less-favorable camber at inside wheel.

❖ Macpherson Struct:

Fig-3.9: Macpherson strut

Earle S. MacPherson developed a suspension with geometry similar to the unequal-

arm front suspensions using strut configuration. The strut is a telescopic member
incorporating damping with the wheel rigidly attached at its lower end, such that the strut
maintains the wheel in the camber directions.
The upper end is fixed to the body shell or chassis, and the lower end is located by
linkages which pick up the lateral and longitudinal forces. Because of the need to offset
the strut inboard of the wheel, the wheel loads the strut with an overturning moment which
add to friction in the strut.

24
 ❖ Multi-Link Rear Suspension:

Fig-3.10: Multi-Link Rear Suspension

Since recent years, multi-link versions of independent rear suspensions have become
quite poplar. Figure shows that used on the ford Taurus/Sable cars. The multi-link is
characterized by ball point connection at the ends of the linkages so that they do not
experience bending moment.
Generally speaking four links are required to provide longitudinal and lateral control
of the wheels, and react brake torques. Occasionally five links are used as in the Mercedes
Benz rear suspension. The additional link over constraint the wheel but capitalizes on
compliance in the bushing to allow more accurate control of toe angle in cornering

3.3.2.4 TRAILING-ARM REAR:

Fig-3.11: Trailing Arm Rear

Suspensions of this type are often used on more expensive and high performance cars.
The control arms (trailing arms) absorb longitudinal forces and braking moments, and

25
control squat and lift. In the corvette design the U-jointed half shafts serve as an upper
lateral control arm with a simple strut rod serving as the lower lateral arm. The
independent suspension has the advantage of reducing unsprang weight by mounting the
differential on the body.

❖ Semi-Trailing Arm

Fig-3.12: Semi-Trailing Arm

The semi-trailing arm rear suspension was popularized by BMW and Mercedes Benz.
This design, gives rear wheel camber somewhat between that of a pure trailing arm (no
camber changes relative to the body) and a swing axle. Its pivot axis is usually about 25
degrees to a line running across the car. The semi-trailing arm produces a steering effect
as the wheels move in jounce and rebound. The steer/camber combination on the outside
wheel acts against the direction of cornering, thus generating roll understeer on the rear
axle, but lateral force compliance steer will contribute oversteer if not controlled.

❖ Swing Axle:

Fig-3.13: Swing Axle

The easiest way to get independent rear suspension is by swing axles. Edmund
Rumpler is credited with inventing this system around the turn of the century, and by
1930 they were used on several European cars.

26
Design
The designing process is done where some of the parameters like ground clearance,
camber angle, motion ratio, track width were analyzed which are required for designing
an ATV suspension. The mounting points of the front and rear suspension were designed
in Solid works and then by using mounting points , the stimulation was done in LOTUS
software and was analyzed through which the values in terms of graph between the
parameters like camber angle and wheel travel, camber angle and caster angle is been
carried out.
Front suspension
The front suspension is unequal and parallel double A-arm wishbone ( fig no. ) , the
king pin inclination is provide of the purpose of kingpin inclination/ steering axis
inclination is to provide an upper suspension pivot location , that causes the spindle to
travel in an arc when turning , which tends to raise the vehicle , the knuckle is been
manufactured by CNC and is symmetric and have good strength to absorb loads , it is
been manufactured by AL-7075 T6 material, the upright provide the location to mount
the brake caliper . In order to compensate for drive effect during aggressive cornering,
the camber angle for the front suspension has been set at - 2°. In addition to that the
camber angle has been set to decrease then the shock absorber compress during turns and
the roll center is kept at the optimized height of 14inch in order to reduce the body roll.
Rear suspension
Four link H-arm suspension was chosen in order to replace the toe link, in rear side the
toe-in, toe-out angle is 0 degree and the camber angle is 0 degree and in arrangement the
loads are shared on the 3 mountings which reduces the stress concentration. As compared
to the front suspension upright the KPI/SAI is not provided in rear suspension it has 0
KPI and provides the connection of calipers and the arms.
During actual working conditions the maximum load is transferred from upper arm to
the lower arm which is responsible for the failure and twisting of lower suspension arm
at the ball joint because of more impact load. Hence it essential to focus on the stress and
deformation study of lower suspension arm to develop and the changes in existing design.
The FEA approach is used for analysis of a suspension link for static and Von-Mises
stress analysis of suspension arm. Analysis is to be done considering the Gross vehicle
weight. If stress is higher than safe limit or yield strength some geometric changes
adopted in design to make it safe.

27
 Young’s Modulus 2.05e+11 Pa
Poisson’s ratio 0.285
Density 7850 Kg/m3
Ultimate Tensile Strength 731 MPa
Yield Tensile Strength 460 MPa

Table 3.2: Properties of AISI 4130

3.4. TYRE SELECTION CRITERIA

3.4.1. FRONT TYRE REQUIREMENTS

• High cornering stiffness and greater sidewall stiffness for better
braking.

• The requirements from the front tyre are contradictory but we have
selected cross ply because of low price and greater sidewall stiffness.

• Under braking there would least possible compression in the tire sidewall
and will prevent further vehicle dive other than that of the suspension.

• Having radial ply in the front will contribute to understeer which can hamper
the vehicle’s maneuverability at high speeds and low traction conditions.

3.4.2. REAR TYRE REQUIREMENTS

• Greater sidewall stiffness.

• Cornering stiffness does not matter much in the rear.

• Owing to the requirements best suited will be a tire with bias ply, moderately
spaced treads but with shoulder knobs preferably till half-length of sidewall.

• Under acceleration there would be lesser compression in the sidewall and there
will be minimal contribution to vehicle squat and help the vehicle accelerate
faster.

• Aspect ratio should be high for both front and rear wheels, with a high ply rating
and tires should be wider than the rims if required clearances can be achieved
with the pre-existing design plan.

28
 • Tire width should be kept moderate because very large tire width would affect
the handling adversely and cause excessive scrubbing and very small tire width
will cause digging while steering. So, we have selected UNILLI tubeless bias
ply tyres of dimensions 25*8-12 of 4 ply rating for all four wheels.

3.5. KNUCKLE
Steering Knuckle is one of the critical components of vehicle which links suspension,
steering system, wheel hub and brake to the chassis. It undergoes varying loads subjected
to different conditions, while not affecting vehicle steering performance and other desired
vehicle characteristics. Vehicle steering performance and other desired vehicle
characteristics.
Taking into consideration static and dynamic load conditions, structural analysis and
modal analysis were performed. Finite element model was developed in ANSYS.
As per the material survey the best suited material was Grey Cast Iron Grade 60. The
mentioned material was chosen as the material for steering knuckle due to its high
Compressive Strength and impact strength. This material was chosen for designing
knuckle manufactured by machining comparing its results with different materials as
structural steel, EN8, etc.

Young’s Modulus 1.1e+11 Pa

Poisson’s ratio 0.26
Density 7200 Kg/m3
Ultimate Tensile Strength 450 MPa
Yield Tensile Strength 280 MPa
Compressive Strength 1290 MPa
Forces Values
Impact Load Forces 3g
Brake Moment 185 N-m
Self-Weight 0.97 kg f
Lateral Forces 1000 N

Table 3.3 Knuckle Properties

29
Fig 3.14 (a)
Fig 3.14 (d)

Fig 3.14 (c) Fig 3.14 (b)

Fig. 3.14 Design of Knuckle for ATV

Fig. 3.15 Design of Wishbone for ATV

30
3.6. BRAKING SYSTEM
3.6.1. OBJECTIVE
The purpose of braking system is to increase the safety and maneuverability of the vehicle
by statically and dynamically locking all the four tires on both paved and unpaved
surfaces.

3.6.2. DESIGN
The design and selection of the braking system was done in such a way that it can produce
more than adequate braking force to meet the BAJA SAE INDIA regulations while being
a light as possible and to ensure the vehicle can decelerate and stop within a reasonable
distance.
Tandem Master Cylinder Was Selected as The Braking System Of The Vehicle.
Reasons
• Good performance and stability can be maintained with ease
• Better heat dissipation
• Weight complexity factor

Name of components Description

Front disc dia. (in mm.) - 180
Rear disc dia. (in mm.) - 170
Front caliper piston dia. (in mm.) - 32
Rear caliper piston dia. (in mm.) - 32
Tandem master cylinder bore dia. (in mm.) - 19.05
Pedal ratio - 4:1
Co-efficient of friction - 0.4
Weight of the vehicle with driver (in kg) - 240

Table 3.4: Brake description

The vehicle’s brake system is controlled by a single pedal in-line with tandem master
cylinder. If first piston of the master cylinder fails then another piston can come in handy
for applying brakes. This hydraulic brake system takes less space to mount and brake
biasing can be done easily.

31
 The brake circuit used in the vehicle is diagonal split(X-split) type, which helps in
maintaining one diagonal wheel stability if another diagonal fails.

3.6.3. BRAKE CONFIGURATION

• Mounting of master cylinder was done at top of the nose for ensuring easy
maintenance. Pedal used in the vehicle is of Tata Indica V2 with pedal ratio of 4:1
for maximum leverage and power multiplication.
• Semi-metallic (armored steel) braided line are used as brake lines throughout the
length of the vehicle due to their flexibility and ability to maintain high line
pressure.
• The reliability of the braking system is improved having separate customized disc
and caliper on each wheel. The front as well as rear brakes consists of discs from
Piaggio Vespa grimeca 125. Different calipers were chosen for all the wheels to
ensure that bleeding valve faces upwards for easy bleeding. SS410 materials are
used for rear and front customized discs.
• Fixed type calipers were used rather than floating type calipers as they provides
more stability.
• In transmission we have coupled our primary pulley directly to the engine and
secondary is coupled with gearbox input shaft. Then from output shaft of the
gearbox both sides CV joint is used with CV tripod. In rear wheel, we have used
H-arm lower single upper link. Belt of center to center size 242mm is used. CVT
protection guard is manufactured for casing.

Fig. 3.16: Brake Pedal Design

32
3.6.4. BRAKE PEDAL
The brake pedal was chosen to accommodate the required pedal ratio calculated as
given. The minimum ratio required to generate required force to stop the vehicle is 5:1
with a driver input force of 150 N. In order to make the brake pedal the correct length for
the average foot size of our drivers the length and ergonomics were considered. This ratio
will help prevent driver fatigue during an endurance race.

3.6.5. MASTER CYLINDER

To achieve an appropriate stopping distance the master cylinders would have to be able
to transfer the correct amount of pressure to the brake caliper pistons. The average 150 N
driver input force was determined experimentally by the team and the 5:1 pedal ratio was
decided based off calculations and pedal configuration and verified by the average driver
foot size.

3.6.6. BRAKE ROTORS

Keeping in mind the overall weight factors the front rotors chosen for our application
are Apache RTR 180 rotors. As a result of our calculation required disc dia. was found
out to be 200 mm. Hence, we are opting to use the disc of apache to match the hubs and
bearing carriers. The reason of using disc of Apache is because of its availability and also
its meeting our needs according to the calculation.

33
3.7. ENGINE AND TRANSMISSION

3.7.1. REQUIREMENT ANALYSIS:

The competition DART stands for (DIRT AND ROUGH TERRAIN) which means we
are expecting rough and muddy terrain. The track will have boulders and mud which
requires high tractive effort. We have targeted a gradient of 40 degrees which requires
high torque and we have designed our transmission system keeping this in mind.

3.7.2. DESIGN METHODOLOGY:

The main objective while designing the transmission system was to have a robust and
reliable transmission which could withstand the high torque requirements of the track.
Before selection of the drivetrain we did torque, requirement calculations and selected
the drivetrain accordingly.

3.7.3. DRIVE TRAIN SELECTION:

After validation through theoretical calculations, we have chosen CVTech CVT
coupled with a custom single reduction gearbox due to number of reasons listed below:
1. Automatic load varying gear ratios.
2. Provide better initial acceleration.
3. Weight reduction over a conventional Manual gearbox.
4. Step less power transmission.
5. Adjustable engaging rpm therefore no need of neutral gear.

3.7.4 ENGINE
The most suitable engine for high torque application is Briggs and Stratton 305 cc.
This engine produces 10 Hp and a torque of 19 Nm. The recommended max rpm of the
engine is 3800 rpm and the idling rpm recommended is 1750.
Briggs and Stratton engine was selected because of its robust build quality and it is
easy to couple with various type of transmissions and also it is largely accepted in the
fraternity.

34
 Gross vehicle weight 270 kg
Max. velocity 60 kmph = 16.6 m/s
Velocity on gradient 25 kmph = 6.944 m/s
Frontal area 1.206 m2
Gradient 40֯
Rolling resistance 0.08 (mud)
Drag coefficient 0.35
Density of Air 1.25 kg/m3

RPM Firing frequency of engine (Hz.)

1800 15.00 Hz.
2000 16.66 Hz.
2400 20.00 Hz.
2800 23.33 Hz.
3200 26.66 Hz.
3600 30.00 Hz.

Table 3.5.: Drive Wheel Torque Calculation

3.8. GEARBOX DESIGNING AND ANALYSIS

The basic concept behind the transmission was to get the required amount of torque on
the wheels with a limited amount of torque generated from the engine. Multiple setup was
thought of and further calculations were made to generate this much amount of torque
Such as
• Multiple Reduction Gearbox
• CVT
• CVT coupled with Constant Reduction Gearbox
All of the above-mentioned transmission setups have several advantages as well as
disadvantages.

35
 From the above the most suitable setup was IVT (Infinite Variable Transmission) as it
provides the required reduction ratio for high speed and low torque as well as for low
speed and high torque which is important with respect to Gradients.
As CVT is already chosen, we are manufacturing a constant reduction gearbox which
comprises of two stage reduction of ratio 3.133 and 3.875 for 1st and 2nd stage
respectively with overall reduction of 12.14.
We spend time discussing the specification of the gearbox and the outline of the design
process. After things were finalized, we run down through possible solution for gear
reduction and gears relative data.
Finally, CAD model was designed in SolidWorks 2015.The overall weight of the
gearbox will be 6.5Kg.

3.8.1. DESIGN METHODOLOGY

Our department went down through numerous methods to produce a design concept to
build a prototype of the gearbox which is depicted as flowchart mentioned below.

Fig. 3.17: Design Methodology

36
3.8.2. CONCEPT GENERATION
From other similar event such as BAJA SAEINDIA in which we have been
participating from past years, our vision was clear that we will be going with a CVT
coupled Gearbox since we tried with multiple reduction gearbox as well as CVT but the
result was not upto the desired output. With regress calculations, surveys and
understanding other team concept we thought to manufacture our own gearbox which will
provide us the optimal results.
DIMENSIONS
Length 290mm
Width 150mm
Height 170mm
Input and Output shaft distance 175mm
Intermediate shaft length 145mm

Table 3.6. Design Specifications

3.8.3. DESIGN MODELLING AND ANALYSIS

After the design were finalized and conceptualized, we started modelling each and
every part i.e. gears, shafts, hubs, bearings, keys and housing of the gearbox in
SolidWorks 2015 and final assembly was done.
Later analysis was performed in Ansys Workbench 16.2 for stress generate between
meshed gears, bearing load over Casing of the gearbox and the reaction forces on the
shafts.
The design was further optimized to get the satisfying results.

Fig 3.18: Exploded view of assembly in SolidWorks Fig 3.19. Rendered image of the gearbox

37
 PART MATERIAL ADVANTAGE
-High wear resistance
Gears Grey Cast Iron -High machinability
-good vibration damping
-Lightweight
Aluminum -Strong
Casing
6061-T6 -Durable
-High machinability
-Higher shear strength
Shafts Steel 4340
-Light weight
-Lightweight
Hubs 6061-T6 -Strong
-Durable

Table 3.7. Design Characteristics Material Selection

The material selection was made accordingly to the strength requirement, less weight and
availability of the material around nearby cities to reduce the cost factor. Gears
From the calculation we did, we came to the conclusion that all the gears should be
made with pressure angle 20⁰ full depth. As the differential gear was already available
which was of again 20⁰ pressure angle therefore there was no issue regarding machining
again. The face width for first reduction gears is 12.5mm and 18.5mm for second
reduction gears. Selected module for each gear is 2.5mm.

GEAR NO. OF TEETH PITCH CIRCLE DIA.

Input 15 37.5mm
Intermediate 47 117.5mm
Intermediate 16 40mm
Output 62 155mm

Table 3.8. Gear Specification

38
3.8.3.1. SHAFT
The bore diameter of the secondary pulley of the CVT is 19mm therefore input shaft of
the gearbox should be 19.05mm. Similarly, for the ease of manufacturing intermediate
shaft diameter is also 19.05mm. The output shaft is of the differential.

Fig. 3.20: Design of Gears, Housings

39
 CHAPTER 4
RESULT ANALYSIS
4.1. CALCULATION OF CENTRE OF GRAVITY
Centre of Gravity is the point through which the resultant of gravitational forces on a
body passes and from which the resultant force of attraction of the body on other bodies
emanates.
4.1.1. COG FROM FRONT AND REAR AXLES

Fig. 4.1. Vehicle dimensions

Taking moment about rear tires RF*(l)-W(b)=0 b=RF*l/(W)

=94.5*45/(270)
=15.75 inches
c=48”-15.75” =29.25 inches

4.1.2. CG HEIGHT METHODOLOGY

While designing a vehicle it’s very difficult to know its exact position of Centre of
Gravity. The method/Experiment used by us, gave us a rough idea of where the Centre of
gravity lies.
We used our old vehicle (an ATV) which weighed 241.6 kgs which has a similar
arrangement and ground clearance of the current vehicle. In static conditions
The weight without driver at
Front Axle (Wf) = 101.3 kg
Rear Axle (Wr) = 140.3 kg

40
The Weight Distribution observed without driver is approximately 40:60. Knowing that
the driver is seated in the rear part of vehicle we take the static weight distribution as
35:65.
To calculate the height of CG we raised the front axle of vehicle to some height and
observed the change in CG.
Height to which front axle is raised = 32.5 in
Wheel base = 60.in

Fig. 4.2. Wheel design at C.G

After Raising,
Wf= 88.1 kg Wr= 154.5 kg
Ɵ = 32.5o

L1= L x Cos (Ɵ) = 51.03 in

Taking moment about O WrL1= Wb1

b1= (Wr/W) L Cos(Ɵ) = 32.5 in Now we have, b1
= Cos(Ɵ) b+c
c = 2.2 in
From the figure,
h1= c/tan(Ɵ) h1= 3.45 in h= h1 + Ground Clearance h= 3.45+13.5 h= 16.95 in= 17 in
The position of CG obtained is chosen for our vehicle as it is dependent only upon the
weight distribution observed which similar in our case as well. We performed the same
experiment with different angles and the height of CG obtained was approximately
same.
So, the height of Centre of Gravity = 17 in

41
2. Horizontal acceleration
Aα = V2/(R*g)
= (16.6)2/ (-6*9.8)
= -4.66 g's
3. Lateral acceleration
Aγ = (Aα*cos (α)-sin (α))
= (-4.66*cos (-25)-sin (-25))
= -3.81 g's
4. Total lateral load transfer (Roll Couple Distribution)
Roll couple or total lateral load transfer assuming single axle, Trackwidth=>
(48” +45”)/2=46.5”, right hand turn, initial weight on left hand side of car W/2 ,
weight transfer due to cornering from center of vehicle.
=W*Aγ*h/(t)
=270*4.72*17/ (46.5)
=465.9N

5. Longitudinal load transfer

Acceleration Rear axle
=a*W*h/(TW)
=5.34*270*17/(45)
=544.68N
Declaration Front axle
=g*W*h/(TW)
=7.1*270*17/(48)
=678.93N
=2246.4 kg m/s

a. Horizontal Velocity
Vx = Vo*cosѳ
= 6.94*cos35 = 5.68m/s
Velocity sets at a point zero after flight, At impact PE=KE
b. Vertical Velocity (Velocity at Impact)
mgh = 0.5*m*Vy2
9.8*2 = 0.5*Vy2
v = 6.26m/s

c. Resultant velocity
V = (Vx2 + Vy2 )1/2 = 8.32 m/s
(V = velocity before impact)

42
 d. Change in momentum
dP = mdV
= 270 (8.32 - 0)
= 270 * 8.32

e. Force on wheels
Ft = dP/t = 2246.4/0.1
= 22464 N

f. Time of splat
𝑆𝑒𝑐

g. Impact Force
F = m*(dv/dt) = 270*(6.26-0/0.3) N= 5634N

4.2. SUSPENSION RESULT CALCULATION

Parameters Value
Oil tempered Vanadium Alloy
Ultimate tensile strength (Sut) 800 Mpa
Yield Strength (Syt) 776 Mpa
C, C 8
Modulus of Elasticity, E 125.5 Gpa
Modulus of Rigidity, G 80,000 N/mm
Load, P 5634 N
Shear Stress, τ 0.5* Sut
Table 4.1. Calculation of Spring Design

K = (4C-1)/(4C-4) + (0.615/4)
=1.26

a. τ = k (8*PC/Pi*d^2)
400 = 1.26(8*5634*8/3.14*d^2)
d = 19mm

b. Mean coil diameter D = cd

D = 152mm

c. Number of active coils Δ = 8PD3N/Gd4

152.4 = 8*5634*1523*N/80000*194)
N = 10 coils

43
 d. Total number of coils (Number of inactive coils = 2)
Nt = N+2 = 10+2=12

e. Actual deflection
Δact = 8PD3N/(Gd4)
= 151.82mm
f. Solid length
L = Nt*d
= 12*19 = 228mm

g. Axial gap g = (12-1) *1

= 11mm

h. Free length
Lf = 228+11+151.82 =390.82mm

i. Pitch of coil
P = free length/(Nt-1)
= 35.5mm

j. Spring Stiffness K = F/x

K = 5634/151.82
K = 37.10 N/mm = 211.84lb/in

Stiffness Wire Diameter Coil Diameter No. of coils

Case Impact Force
K d D N
One
22464 N 147.4 N/mm 35 mm 280 mm 8
Wheel
Both Front
11232 N 73.70 N/mm 26 mm 208 mm 9
Wheels

Both Rear
11232 N 73.70 N/mm 22 mm 176 mm 8
Wheels
Four
5616 N 36.85 N/mm 18 mm 144 mm 12
Wheels

Table 4.2. Calculating Impact force and Spring Stiffness for various road conditions

44
6. Roll Stiffness

RSf = (Spring span2) * K / 1375

= (17.6 * 17.6) * 211.84 / 1375
= 47.72 ft-lb/degree

RSr = (Spring span2) * K / 1375

= (29.5*29.5) * 211.84/1375
= 134.07ft-lb/degree

RStotal = 47.72+134
= 181.72 ft-lb/degree

7. Transverse weight transfer

TW = 48+45/2=46.5 Twt = Tengine/TW*(RSf/RStotal)

= 667*17/46.5*(47.72/181.72)
= 64 lb.
= 284.6 N

8. Ride Frequency

Front = 1/2*3.14
= 2.46 Hz

Rear = 2.86 Hz

9. Wheel rate

Wr = Ks * MR2
37.1*0.52= 9.27N/mm

10. Ride Rate

Kw*Kt/Kw+Kw = 9.27*37.1/99.27*9.27)
= 18.56N/mm

45
11. Force on Dampers

Fig. 4.3. Force on Dampers

Impact Force = 5634N

∑Mo=0
(-) y*F1*sin (66.53)-x*F2=0
F2 = (-) y* F1 *sin (66.53)/(x)
= (14.25* 5634*0.917)/7.12= 10,340.00 N
61.91o is angle made with horizontal axis
So,
61.91 - 23.77 = 38.14
90 - 38.14 = 51.86
Force that can go onto damper on max impact
F2* cos (51.56) = 6428.3N
From this we can get absorption deflection
F=k*x 6428=37.1*x x=173.27mm

12. Damping calculation

Damping constant (Cs)
Cs=R/V
=6428.3/16.6 =387.2

13. Damping ratio

=Cs/

46
4.2.1. SUSPENSION GEOMETRY
1. Front Suspension Design Optimization
The main objective of front suspension is to provide the maximum wheel travel in bump
as well as in droop. Moreover, it should provide better grip when it comes to cornering.
The design was started with keeping the target ride height of the vehicle as minimum of
13 inches which was assumed from past experience of ATV events. Also, the nose design
and minimum cockpit area with clearances was considered.
Steerable suspension system should provide better directional stability. Also good
controls of geometric parameter like camber, toe is required hence Double wishbone
geometry with parallel and unequal arms was selected where damper was mounted to the
lower wishbone.
Advantages of Double Wishbone Short long arms
• Better Straight-line stability
• Better control over camber change and ground contact.
• Simple geometry
• Scrub radius and KPI can be adjusted easily hence enhancing the steering effort.
• Better Wheel travel
Parameters Value
Suspension travel in jounce 6 inches
Suspension travel in droop 3 inches
Ride Height 13.5 inches
Roll Centre Height 12.2 inches
Camber -2.5o
Caster 4.5o
Toe 0o
KPI 6.5o
Stiffness (K) Variable
Damper travel 5.5 inches
Table 4.3. Suspension System Parameters
4.2.2. SIMULATION OF SUSPENSION GEOMETRY
The suspension geometry was also simulated in lotus suspension analysis software for
obtaining hard points and checking the behavior of the wheel with respect to the body as
well as ground. The geometry was optimized by number of iterations and the study of
various graphs.

47
 Half car model was used in lotus shark to set the various parameters and check the
simulation. The bump and the roll conditions were provided and then the wheel behavior
was optimized. The new design of the suspension geometry was then used to optimize
the chassis and the hard points.

a. Half Car Model of Front Suspension Geometry

b. Bump and Droop Simulation

48
c. Roll Simulation

d. 3D steer simulation

e. Toe chance in Bump

49
 f. Camber change on Roll

Fig. 4.4. Design of Suspension in Lotous Software

2. Rear Suspension Design Optimization

The rear suspension was selected as trailing arms with camber links, also called as
three link trailing arm suspension. It consists of normal trailing arm and also contains
two links in lateral direction which is used to carry lateral load and also controls
camber through suspension travel.
Advantages of Trailing arm with Camber links

• Better lateral load handling capacity

• Better control over camber throughout the travel
• Better Anti-Squat properties
• Lesser bending stress on suspension components
• Plunging of shaft can be minimized easily

Parameters Value
Suspension travel in jounce 6 inches
Suspension travel in droop 3 inches
Ride Height 13.5 inches
Roll Centre Height 10.3 inches
Camber 0o
Toe 0o
Stiffness (K) Variable
Damper travel 5.5 inches

Table 4.4. Suspension parameters

50
4.3. WHEEL TRAVEL AND PLUNGING OF DRIVE SHAFT
The maximum desired rear wheel travel was 10 inches. The suspension geometry
was obtained by using instantaneous center method to have minimum plunging of
shaft. The allowable CV joint angle is 22 deg so 20 deg was taken as the maximum
CV joint deflection.

The camber links were provided to achieve sufficient camber gain in roll. The camber
gains also helped in reducing the plunging of the drive shafts thus preventing the
shafts from popping out of the gearbox.
4.3.1. SUSPENSION SIMULATION
a. Static condition of suspension

b. Bump and Droop Simulation (Camber Change)

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c. Roll Simulation

d. Toe Change in Bump (mm)

e. Camber Gain in Roll

52
 f. Anti – Squat

3. Full Car Model in Lotus Shark

a. Isometric View

b. Side View

Fig. 4.5. Suspension Simulation

53
4.4. VEHICLE GEOMETRY
Resistance (on gradient)
a) Rolling resistance (Rr)
W = weight of vehicle
C = coefficient of rolling resistance = 0.08
Rr = W*C*9.81*cos (45)
1Rr = 250*0.08*9.81*cos (45)
Rr = 138.73 N
b) Grade resistance
Gr= W*sin (45) *9.81
Gr = 250*sin (45) *9.81
Gr= 1734.17 N
c) Aerodynamic drag (Ar)
ρ = air density cd= drag co-efficient
A = Frontal area
V = Maximum velocity
Ar= ½*ρ*cd*A*(V)2
Ar = ½*1.25*1.225*0.77*(6.944)2= 28.426N
d) Net resistance on the Vehicle
Rt =Rolling resistance + Grade resistance + Aerodynamic drag
Fr = 138.73+1734.17+28.42
Fr = 1901.32 N
e) Torque on wheels = Rt*Wr*Rf
Wr = Wheel radius
Rf = Resistance Factor
=1901.32*0.267*1.1
= 558.41 Nm
f) Engine Torque = 19 Nm
g) Required ratio = 558.41/19 = 29.39
Max. Ratio from CVT = 3

54
h) Required reduction from gearbox
=29.39/3 = 9.79
Ratio range of the CVTech CVT = 3 – 0.45
Reduction by gear box = 9.79
Ratio of equivalent top gear =9.79*0.45=4.40
i) Gradeability
G = 100 * (Fz / (g*gross vehicle)) – C
= 100 * (1924.26/ 9.81*250) – 0.08 = 78.38 %
j) Power Output for plane motion
T = torque on wheels
V = max. velocity
N = efficiency of engine
P = T*V / (1000*N)
P = 558.41*16.6 / (1000*0.85)
P = 10.90 KW
k) Vehicle acceleration
Velocity at 3 reduction ratios of CVT
V= 2*𝜋*r*engine rpm*60*efficiency of power train and gear train / (1000* reduction of
gearbox *reduction of CVT)
=2*3.14*0.267*3800*60*0.85*0.9/ (1000*9.97*3)
= 9.95 km/hr
Aerodynamic drag at “V” velocity
A.D = 0.5* ρ*Cd*A*(V^2)
= 0.5*1.25*1.225*0.77*(2.76^2)
= 4.49 N
Acceleration at this reduction ratio
M*a=𝑇𝑒∗(𝑡𝑜𝑡𝑎𝑙)∗Ƞ(𝑡𝑜𝑡𝑎𝑙)𝑟𝑎𝑑𝑖𝑢𝑠 𝑜𝑓 𝑤ℎ𝑒𝑒𝑙 -Rr – Ar
250*a = 19*9.79*3*0.85*0.9/(0.267)

55
4.5. CALCULATIONS OF BRAKING SYSTEM

56
57
4.6. STEERING CALCULATION

Type Centrally Aligned

Steering Rack (in inch) 16
Steering Ratio 12:1
No of Turns (lock to lock) 1.5
Turning Radius (in m) 3.001
Inner Turning Angle (in degrees) 40
Outer Turning Angle (in degrees) 27.5
Ackerman Angle (in degrees) 20
Steering Wheel Dia (in mm) 250
Tierod Length (in inch) 17.97
Scrub Radius (in mm) 38.1
Rack Mounting Height (in cm) 10
Camber Angle (in degrees) 2
Toe Angle (in degrees) 0
Table 4.5. Steering Design Parameters
Torque at Pinion=16.30 N-m

a. Boundary Condition

58
b. Total Stress

c. Total Deformation

Fig. 4.6. Design of Rack and Pinion

59
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