A PROJECT REPORT

DESIGN AND FABRICATION OF AN ALL TERRAIN VEHICLE

By

DANISH KAUL (1221640064)

ABHINAV KUMAR PATHAK (1221640004)

RAKESH KUMAR (1221640172)

MANTU KUMAR (1221640108)

SHASHI KUMAR (1221640215)

AVINESH (1221640053)

PARAS SENGAR (122160144)

Md. ASIF (1221640112)

AJEET KUMAR (1221640015)

SHAHZADA KHURAM (1221640211)

DEPARTMENT OF MECHANICAL ENGINEERING

IIMT COLLEGE OF ENGINEERING

 GREATER NOIDA, UTTAR PRADESH

MAY, 2016

DESIGN AND FABRICATION OF ALL TERRAIN VEHICLE

by

DANISH KAUL (1221640064)

Submitted to the department of Mechanical Engineering

in a partial fulfilment of the requirements

for the degree of

Bachelor of Technology

in

Mechanical Engineering

IIMT COLLEGE OF ENGINEERING

GREATER NOIDA, UTTAR PRADESH

A.K. TECHNICAL UNIVERSITY

JULY, 2016

TABLE OF CONTENT PAGE

DECLARATION………………………………………………………………..............

CERTIFICATE………………………………………………………………………….
ACLNOWLEDGEMENTS……………………………………………………………..

ABSTRACT…………………………………………………………………………….

LIST OF KEYWORDS…………………………………………………………………

CHAPTER 1 ALL TERRAIN VEHICLE

1.1 INTRODUCTION

1.2 COMOPONENTS OF AN ATV

CHAPTER 2 ROLLCAGE

2.1 INTODUCTION
2.2 ROLLCAGE ELEMENTS
2.3 MATERIAL SELECTION
2.4 DESIGN OF ROLLCAGE
2.5 FABRICATION OF ROLLCAGE

CHAPTER 3 TRANSMISSION SYSTEM

3.1 INTRODUCTION
3.2 LAYOUT OF TRANSMISSION SYSTEM
3.3 TYPES OF GEARBOXES
3.4 SELECTION OF TRANMISSION SYSTEM
3.5 ANALYSIS OF SELECTION OF TRANMISSIN SYSTEM

CHAPTER 4 BRAKING SYSTEM

4.1 INTRODUCTION
4.2 COMPONENTS OF BRAKING SYSTEM
 4.3 COMPONENT DESIGN AND SELECTION
4.4 INITIAL COMPONENTS SELECTION AND DESIGN
4.5 WORKING OF BRAKING SYSTEM
4.6 CALUCULATION

CHAPTER 5 SUSPENSION SYSTEM

5.1 INTRODUCTION
5.2 COMOPONETS AND TYPES
5.3 DESIGN
5.4 CALCULATIONS
5.5 PARAMETERS AND SPECIFICATION

CHAPTER 6 STEERING SYSTEM

6.1 INTRODUCTION
6.2 NOMENCLATURE
6.3 SPECIFICATION
6.4 DESIGN
6.5 CALCULATIONS

CONCLUSIONS

REFERENCES
 CERTIFICATE

This is to certify that Project Report entitled “ DESIGN AND DEVELOPMENT OF AN ALL TERRIAN VEHICLE ” which is
submitted by “DANISH KAUL”in partial fulfillment of the requirement for the award of degree B. Tech. in Department of
MECHANICAL ENGINEERING of A. K. Technical University, is a record of the candidate own work carried out by him under
my/our supervision. The matter embodied in this thesis is original and has not been submitted for the award of any other degree.
Date: Supervisor

DECLARATION

I hereby declare that this submission is my own work and that, to the best of my knowledge and belief, it contains no material
previously published or written by another person nor material which to a substantial extent has been accepted for the award of
any other degree or diploma of the university or other institute of higher learning, except where due acknowledgment has been
made in the text.

Signature:

Name :
Roll No. :

Date :
 ACKNOWLEDGEMENT

It gives us a great sense of pleasure to present the report of the B. Tech Project undertaken during B. Tech. Final Year. We owe special
debt of gratitude to Asst. Professor D. K. VERMA, Asst. Professor S. P. GUPTA , Department of Mechanical Engineering, IIMT
College of Engineering, Greater NOIDA for their constant support and guidance throughout the course of our work. Their sincerity,
thoroughness and perseverance have been a constant source of inspiration for us. It is only their cognizant efforts that our endeavors
have seen light of the day.

We also take the opportunity to acknowledge the contribution of Asst. Professor S. K. DAS , Head, Department of Mechanical
Engineering, IIMT College of Engineering, Greater NOIDA for his full support and assistance during the development of the project.

We also do not like to miss the opportunity to acknowledge the contribution of all faculty members of the department for their kind
assistance and cooperation during the development of our project. We acknowledge our friends for their contribution in the completion
of the project. Last but not the least we would like to thank a person without whose assistance this project would not have been what it is
today Mr. Riyajuddin khan. At the end we would like to thank Mr. Jatinder kaw for the financial support he has provided.

Signature:

Name :

Roll No:

Date :
 ABSTRACT

This paper provides a complete design and analysis of “Baja vehicle” or “All-Terrain Vehicle (ATV)”. While designing this All terrain
vehicle, all the design aspects were taken as per the rules of Society of Automotive Engineers (SAE)-2016. The main objective of this
paper was to design and optimize the roll cage, front and rear suspension system, power train system. Initially, a preliminary design of
the roll cage was made as a 3-D model using wooden sticks. The designed all terrain vehicle is an off-road vehicle powered by 305cc,
four strokes, 10 BHP engine, driven by manual transmission, manual steering &hydraulic brakes. Material selection was based on the
basis of factors like weight, cost, availability and performance. In this report, the overall design of vehicle has been categorized into
subsystems: Roll cage, engine, Powertrain, suspension, steering and braking. 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.

Keywords: SAE(SOCIETY OF AUTOMOTIVE ENGINEERS), All-Terrain Vehicle, Off-Road Vehicle, Roll Cage, Suspension.
 CHAPTER 1

ALL TERRAIN VEHICLE

1.1 INTRODUCTION

The term “All-terrain vehicle” is used in a general sense to describe any of a number of small open motorized buggies and tricycles
designed for off-road use. All terrain vehicle as its name suggests is a single seated off-road vehicle that travels on low-pressure
tires, with a seat that is straddled by the driver along with the rack and pinion as steering mechanism for steering control. As its
name implies it is designed to handle a wide variety of terrain that most other vehicles. This vehicle is also known as quad bikes. In
tree wheeled all terrain vehicle the rider sits on and operates these vehicles like a motor cycle but in case of four wheeled all terrain
vehicle the extra wheel is given for more stability at lower speeds. Although equipped with three or four wheels, six wheels model
exists for specialized applications . All-terrain vehicle can not claim history as deep or as long as the motorcycles but it certainly
rouses the passion of owners and riders everywhere. This report provides the complete design and analysis of all-terrain vehicle
which is a four wheeled, powered by 305 cc, four stroke, 10 BHP, OHV intek engine, driven by manual transmission ( Piaggio ape
gearbox) and its body consisted of roll cage and frame of steel tubes is capable of taking abused from rugged and off-road driving
conditions in any weather conditions. The typical capabilities on basis of which all-terrain vehicles can be judged are hill-climbed ,
road-pull, rock crawl, acceleration , manoeuvrability, endurance on land as well as water.

According to SAE rules engine cannot be enhanced in any way to ensure uniform comparison of overall vehicle design. Thus, a
large part of vehicle performance depends on the drive train and manoeuvrability of the vehicle. By improving the drive train
efficiency , the vehicle was able to accelerate faster and achieve a higher top speed. The total weight of the vehicle including the
driver weight has significant impact on performance. Overall, a light vehicle should perform better since the engine capacity is
fixed. While designing the factors considered are safety and ergonomics, cost , market a availability , weight and balance ,
endurance, standardization , serviceability and manoeuvrability.
 1.2 COMPONENTS OF AN ATV

 ROLLCAGE
 ENGINE
 TRANSMISSION
 BRAKES
 SUSPENSION
 STEERING
 OFF ROAD LOW PRESSURE TIRES

ROLLCAGE
AISI 1018 STEEL

ENGINE
BRIGGS AND STRATTON

TRANSMISSION
PIAGGIO APE GEARBOX

BRAKES
MARUTI 800 HYDRAULIC BRAKES

SUSPENSION
DOUBLE WISHBONE (F&R)

STEERING
TATA NANO (MANUAL)

OFF ROAD LOW PRESSURE TIRES

BKT TIRES
 CHAPTER 2
ROLLCAGE
2.1 INTRODUCTION

Rollcage is an integral part of an atv, it is considered to be the backbone of an atv. Rollcage supports and even it protects the
driver from impact and rollover. For a better atv , rollcage design and fabrication is important. Design & fabrication of rollcage
encompass many processes - studying roll cage elements, material selection, 3d modelling & analysis. When the above processes
are followed precisely , then a definitive design of roll cage of an atv is attained. Study of rollcage elements is done in accordance
with the rulebook of SAE as a proper understanding of rulebook can only lead to a better roll cage. Different materials are
compared in terms of their properties for the use in roll cage. Roll cage is the skeleton the vehicle, it provides a chassis to the atv
which incorporates all the sub systems of the atv and provides the safety as well aesthetics. The roll cage is different from chassis,
as chassis concentrates load on the frame supported by the leaf spring, but rollcage distributes load on its members. In an atv
where impact load is most often experienced, rollcage should be designed accurately, because whole load on vehicle is sustained by
roll cage. In this paper the roll cage is designed by the extensive research on different rollcages assigned for different purposes,
their loop holes and advantages are noted, then all the cases are considered and a final rollcage is designed, asap load calculation is
done then 3d modelling of the rollcage is commenced. During deigning ergonomics as well as safety are to be considered.
 2.2 ROLL CAGE ELEMENTS

The roll cage must be a space frame of tubular steel. The required members of the roll cage are primary members and
secondary members.

PRIMARY MEMBERS:

Rear Roll Hoop (RRH)

Roll Hoop Overhead Members (RHO)

Front Bracing Members (FBM)

Lateral Cross Member (LC)

Front Lateral Cross Member (FLC) in Rule B7.3.4

Lower Frame Side Members (LFS) (Updated)

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:

Lateral Diagonal Bracing (LBD)

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

2.3 MATERIAL SELECTION

The material used for the required roll cage was circular steel tubing with an outside diameter of 25 mm (1 inch), wall
thickness of 3.05 mm (0.120 inch) and a carbon content of at least 0.18%. The research was conducted to choose the best
possible material. The choice of material was limited to steel as per SAE rules. The material was selected on the basis of cost,
availability, performance and weight of material. After thorough research, best material was found for the designing of the
roll cage i.e.: Steel AISI 1018. The reasons for using round tubing (seamless) were it is lighter than square tube as smaller
gauge sizes can be used to handle the same stress as a wider square tube and a round tube always out performs the square
tube.

Mechanical properties of Steel AISI 1018 Tube

Steel AISI 1018 Properties

Density 0.284 lb/in3

Ultimate Tensile Strength 63,800 psi

Yield Tensile Strength 53,700 psi
Modulus of Elasticity 29,700 psi
Bulk Modulus 20,300 psi
Shear Modulus 11,600 psi
Poisson’s Ratio 0.290
Elongation at Break (50 mm) 15 %
Hardness, Brinell 126
2.4 DESIGN OF ROLLCAGE
According to the constraint in the rulebook of SAE, the maximum speed of the vehicle is assumed to be 55 km/h or 15.27m/s.
Calculations below were calculated in order to design the roll cage in best possible way.

Let WNET = Net work done, F = Force and X = Distance travelled

Now,
WNET = ½ mv2 final - ½ mv2 initial (1)

WNET = - ½ mv2 initial (2)

But, Wnet = Impact force × X (3)

It was considered that for static analysis, the vehicle comes at rest within 0.1 seconds after impact. Therefore, for a vehicle
which moves at 15.27 m/s, the travel of the vehicle after impact is 1.5 m. From equations (1), (2) and (3)

Impact force = ½ mv2 initial × 1/X (4)

Impact force = ½ × 300 × (15.27)2× 1/1.5

Impact force = 23,317.30 N

Therefore, Impact force by speed limit = 23,317.30 N

The Baja vehicle will have a maximum of 7.9 G’s of force during impact,
G = Mass of the vehicle × Gravitational force acting on the vehicle

F = m × a = 300 × 7.9 × 9.81 = 23,249.7 N

Impact force by acceleration limit = 23,249.7 N

The above calculated values are practically comparable.

To properly analyze the impact force, we needed to find the deceleration of the vehicle after impact. The forces which were
impacted on the roll cage were decelerations and it was calculated as follows. According to research, a human body will pass
out at forces much higher than 7.9 G’s. Therefore, a value of 10 G’s was considered for an extreme worst case collision.
Therefore for static frontal impact analysis, the load on the vehicle is calculated.
F=m×a (5)
F = 300 × 10 × 9.81
F = 29,430 N
 CHAPTER 3
TRANSMISSION SYSTEM

3.1 INTRODUCTION

For designing a appropriate layout for the transmission system for our ATV we have to select a suitable gearbox which
should meet our engine requirements, space constraints and various conditions of terrain provided in the rulebook of Baja
SAE-India 2016.The selection of such suitable transmission is done by comparing the values of traction available and
traction required to accelerate the vehicle. Traction is calculated from the gearing ratios of various gearboxes available in
the market.The gearbox which we have used in our transmission system is of piaggio ape which is easily available in the
market and it also fulfills all our engine requirements.

3.2 LAYOUT OF TRANMISSION SYSTEM

Transmission refers to the entire drivetrain including gearbox, clutch, differential and axle. This arrangement is essential
because this is the one which transmits power from the output shaft of the engine to the wheels. There are three major types
of transmission layouts namely:
Front wheel drive
Rear wheel drive
All wheel drive
In front and rear wheel driven vehicles it is possible that there may be 4 cases:
Front engine front wheel
Front engine rear wheel
Rear engine front wheel
 Rear engine rear wheel
The rear engine rear wheel drive is generally selected in ATV because the roll cage of ATV has ample space at rear. This
type of wheel drive is generally adopted to reduce the force on the front axle due to weight of engine and gearbox.

3.3 TYPES OF GEARBOXES

Transmission system is classified into manual and automatic transmissions. Practical manual gearboxes comprises of Sequential,
Constant mesh or synchromesh gearboxes. Automatic transmission includes Continuously Variable Transmission(CVT) and
Automated Manual Transmission.

I. Constant Mesh Gearbox

In this type of gearbox, all the gears are in constant mesh with the corresponding gears on the lay shaft. The gears on the main
shaft, which is splined, are free. Dog clutches are provided which are free on the main shaft. The gears on the lay shaft are,
however fixed.

II. Synchromesh Gearbox

This type of gearbox is similar to constant mesh type in that all gears on the main shaft are in constant mesh with the
corresponding gears on the lay shaft are fixed to it while those on the main shaft are free to rotate on the same. There is a provision
of Synchromesh device, which avoids the necessity of double-declutching.

III. Sequential Gearbox

A sequential manual transmission is a type of manual transmission where gears are selected in order and direct access to specific
gears is not possible. In this type of transmission system, driver has the ability to select the gear directly before or after the gear
currently engaged. A shift lever is provided for shifting of gears.

IV. Continuously Variable Transmission

Continuously Variable Transmission (CVT) is an automatic transmission that can select any desired drive ratio within its
operating range. A simple CVT consists of a metal belt, variable input pulley and variable output pulley. Both the driving as well as
driven pulley is of variable diameter type. Each pulley is made up of two 20˚ cones facing each other. A belt is there in the groove
between two cones. The two cones are moved closer or far apart using hydraulic pressure, hydraulic force or spring tension.
 3.4 SELECTION OF TRANSMISSION SYSTEM

After doing various study and analysis selection of transmission becomes a major problem because if the used transmission doe not
matches with the engine constraints , it will not create enough traction which will propel the vehicle. Thus , a choice of selection
had to be made between the manual transmission and CVT. After analyzing and studying both the transmission systems it was
found that CVT is not suitable to incorporate in our vehicle due to the following problems. While reading a research paper” A
Kinematic analysis and design of continuously variable transmission” by Christopher Ryan Willis it was learnt that, tuning of CVT
is difficult. A person would physically change various arrangements of springs and weights to see which set would provide the
maximum performance , which becomes a tedious job , also it was found that efficiency of CVT transmission is less than Manual
transmission . Also it’s coupling to the engine is very difficult.

Also another selection is made between sequential pattern and H pattern. It was found that having a H pattern is too cumbersome
due to less space in drivers cabin, hence sequential pattern is adopted. Also the sequential pattern is more easy to fabricate. Since
manual transmission is more compatible with the engine and can be easily coupled to it , hence we have used manual transmission
system to avoid any any difficulty and also due to its less cost as compared to CVT
 3.5 ANALYSIS OF SELECTION OF TRANSMISSION SYSTEM

For keeping a vehicle in motion, the engine must develop sufficient power to overcome the opposing road resistance, which is
called as tractive force. Thus transmission is selected in such a way that the tractive force developed by it would be more than the
traction developed , so that the vehicle should move. The traction obtained was compared with the force required to overcome
various resistances offered to a vehicle in motion. The road resistance opposing the motion of vehicle consists of 3 components:

Roll Resistance (Rr)- It is the force resisting the motion when a body(tire) rolls on a surface(road). It is given as:

Rr =(0.0112+0.00006*v)W

Where

V =Velocity of vehicle

W =weight of the vehicle

Air Resistance(Ar): When vehicle moves forward the coming air strikes the vehicle and develops resistance.this resistance is known
as air resistance . The air resistance opposing force is directly proportional to the square of the vehicle’s speed.

Ar = Ca*v2*A

Where

Ca = Coefficient of air resistance = 0.230 (for streamlined cars)

A = Frontal area of vehicle = 0.7613 m2

Gradient Resistance(Rg): More Power is required when the vehicle climbs up a slope. The resistance generated when vehicle moves
up on the slope, is called gradient resistance.

Rg = W*(sin30˚)
 The inclination of road surface is taken as 30˚.

It was seen that both Piaggio Ape and Mahindra Alfa gearboxes both meet the requirements of the engine proposed by Baja SAE-
India. Thus we have used Piaggio Ape gearbox in our drive train.

Gear No. 1st 2nd 3rd 4th

Gearing ratio 1:55. 1:32. 1:19.9 1:13.4

08 72 5 0
Velocity(kmp 13.09 22.9 38.01 53.01
h)
Roll 44.76 45.22 45.93 46.64
Resistance(N)
Air 30.00 91.82 252 492.0
Resistance(N) 2 3
Gradient 150
Resistance(N)
Traction(N) 901.5 1517. 2488. 3705.
1 58 9 6

Gears Dimensions

Ist gear:

Gear: Pc=115 mm, T=46

Pinion: Pc=25mm, T=10

Tg/Tp= 4.6:1
 IInd gear:

Gear: Pc=102.5mm, T=41

Pinion: Pc=37.5mm, T=15

Tg/Tp=2.73:1

IIIrd gear:

Gear: Pc=87.5mm, T=35

Pinion: Pc=52.5mm, T=21

Tg/Tp= 1.67:1

IVth gear:

Gear: Pc=72.4mm, T=29

Pinion: Pc=65mm, T=26

Tg/TP= 1.12:1

Gear material:

20MnCr5

Sut=1200 N/mm2
 BHN=240

Module = 2.5

Engine Specification:

Power= 10 HP =7.4Kw

N= 3500 rpm

Torque generated at 3500 rpm

Angular velocity(ω)= 2πN/60 =366.5

Power(P) = 2πNT/60 = 7.4*103 W

Torque(T)= 20.18 N/mm2 =20180 N/m

Angular velocity of each gear:

ω1 = 366.52/4.6=79.67 rad/s

ω2 = 366.52/2.74=133.77 rad/s

ω3 = 366.52/1.67=219.47 rad/s

ω4 =366.52/1.12=327.25 rad/s
 Torque on each meshing gear:

T1 = 7460/79.67 = 93.63 N/mm

T2 =7460/133.67 = 55.76 N/mm

T3 = 7460/219.47 = 33.99 N/mm

T4 = 7460/327.25 = 22.79 N/mm

CHAPTER 4

BRAKING SYSTEM

4.1 INTRODUCTION

The Society of Automotive Engineers lays out an extensive document of rules and guidelines for the SAE Baja competition. These
rules cover all aspects of the vehicle including frame tube thicknesses, safety equipment specifications, allowable materials, and
many other details. Much of this document is created for the purpose of driver safety, but the level of regulation given to even the
smallest details of the car also serve as a test of engineering precision and attention to detail during the design process. There are
several rules and specifications that are directly related to the brakes and throttle systems. The rules pertaining to these systems
are the following.

BRAKES

 Vehicle must have hydraulic braking system that acts on all wheel and is operated by a single foot pedal.
  Pedal must direct actuate the master cylinder through a rigid link.

 System must be capable of locking all four wheels in both static and dynamic situations on both pavement and on un paved
surfaces.

 System must be segregated into atleast two independent hydraulic circuits with their own fluid reservoirs.

 Brakes on the driven axle must operate through the final drive.

 All brake lines must be mounted securely and not fall below any portion of the vehicle (frame, swing arm, A-arm,etc)

All of these criteria will be extensively checked at the technical inspection that is performed on the cars. If any of these criteria are
not met, the inspection will be failed and the team has to made necessary changes.

In this dynamic brake test, the driver must bring the vehicle to its maximum speed, then engage the braking system to cause all
four wheels to lock up. If any of the wheels continue to spin for any amount of time after the brake system has been engaged, the
test is failed. Different test such as suspension test, maneuverability, acceleration, and tractor pull, the time lost with unsuccessful
brake tests can lead to "Did Not Finish" status.
 4.2 COMPONENTS OF BRAKING SYSTEM

A typical braking system is made up of only a few main components. These components are the pedal, master cylinder, brake
reservoir, brake lines, rotors and calipers.

Simple Brake System

The main premise of a hydraulic braking system is very simple: driver force applied at the brake pedal is transferred hydraulically
to locations at the wheels or axle to reduce rotational speed and therefore vehicle speed. This simple task is completed using the
short list of components given in the previous section.

Beginning the process from the driver's effort to push one end of the brake pedal, the movement

of the pedal actuates the plunge rod that is attached to the other end of the pedal. This plunge rod moves a plunger inside the
master cylinder and decreases the volume within the cylinder, increasing the pressure of the fluid inside. Figure (1) below shows
the relationship between the foot force location and the actuation of the push rod.
 Figure : Basic Pedal Diagram

As seen above, the driver force is applied at the foot bad. The pedal pivots about the pivot point and the push rod is pushed further
into the master cylinder, decreasing the volume occupied by the fluid and therefore increasing the pressure.

Since pressure within the entire system is essentially uniform, the pressure increase in the master cylinder is also experienced in the
brake all the way to the calipers. Figure (2) shows the path of fluid between the master cylinder and the calipers of a basic brake
system.
 Figure : Basic brake system fluid route

Within each brake caliper there are small piston/cylinder assemblies (the amount of pistons in a caliper varies between models and
manufacturers). When the fluid pressure increases in these small cylinders (shown as "cylinder B" in Figure (2)), the pistons travel
and push on the brake pads, causing them to push onto the brake rotor from both sides. The friction force created between the
brake pads and the brake rotors cause the deceleration of the rotors, which are rigidly attached to either a wheel or a drive shaft.
The inner workings of this caliper/rotor assembly are displayed well in Figure (3).
 Figure 3: Rotor/ caliper assembly

4.3 COMPONENT DESIGN AND SELECTION

System components such as the calipers, master cylinder, and rotors must be able to provide enough braking force to pass the
static and dynamic brake test, as well as provide the response that the driver needs to race competitively. However, there are too
many unknown parameters in the system to choose every system characterisic based on calculations alone. In order to reduce the
number of unknown paramters, a small number of design decisions and component selections had to be made prior to the
calculation process.

Deciding whether a certain system characteristic would be chosen prior to calculations is a tedious process. Initial selections were
made based on available components that could best satisfy the design goals of weight, ergonomics, and reliability. Based on these
considerations, the front caliper model, rotor diameters, and master cylinder were selected. These decisions are then used to
calculate unknown system characteristics and make the remaining design decisions. At that point, the initial decisions can be
verified and iterated if necessary. The next few sections outline the design and selection rationale of these system components.

4.4 INITIAL COMPONENTS SELECTION AND DESIGN

ROTORS:

Rotors were a logical component to design in the early stages of the total system design because the range of possible diameters are
already limited by other parts of the vehicle. Because the front brake circuit is an outboard system, the assemblies dwell inside the
rims of the wheels. The rotor diameter is limited by the inner diameter of the rims and the clearance that the front calipers will
need to fit inside the rim with the possibility of a reasonable amount of rim deformation. Within this upper diameter limit, it was a
matter of braking ability versus weight savings. A larger diameter rotor would be able to apply a bigger moment to the wheel and
provide more braking ability, but a smaller diameter would weigh less. The weight savings were initially assumed to be
insignificant compared to providing maximum braking ability, which could be the difference between passing and not passing the
brake test. When the front caliper model was selected, the exact weight savings by using smaller rotors could be calculated based
on the minimum rotor diameter allowed by the caliper manufacturer specifications.

Here we are using brake calipers and rotors of Maruti-Suzuki 800 for front and rear brake.

Figure : Rotor of Maruti-Suzuki 800

Brake Caliper
The initial selection of the front brake calipers were made solely based on reliability and weight considerations. The Maruti-Suzuki
800 Brake caliper has been used on the ATV car. After cross-checking different models for a product that was significantly lighter
was ultimately selected.

Figure 5: Brake Caliper of Maruti 800

This particular model is selected because of largest bore diameters. Based on braking ability,the largest available bore was initially
selected, since a given system pressure will result in more force applied to the rotor with a larger diameter piston. Similar to the
rotor diameters, this component selection was re-evaluated and iterated after calculations were executed and overall vehicle design
progressed.

Master Cylinder
The major decision that has to be made when selection a master cylinder is whether to use separate cylinders for the front and the
rear circuits or to use one tandem cylinder that serves both. The Baja SAE Rules document states that the front and rear circuits
must be completely independent of each other so that if a leak should occur in one circuit, the other one will remain in working
order. Both types of systems fulfill this requirement, but the pros and cons of each have to be considered before making a selection.

The first type of system is one with two separate cylinders. This type of system has historically been the most common at past SAE
Baja competitions. These cylinders can be very small with reservoirs mounted directly to the top. This is advantageous in terms of
weight and ergonomics. One disadvantage is the need for a bias bar system. Since weight is transferred during deceleration, there
is generally a need for different braking abilities in the front and rear circuits, leading to the need for different pressures. Since
there is only one brake pedal, there must be a way to adjust the amount of pressure being created in each circuit. A bias bar is
essentially an adjustable linkage between the brake pedal and the two cylinders. The bar can be angled such that more or less of
the overall pressure created by the stroke of the foot is made in each cylinder. Disadvantages of this assembly include difficulty of
adjustment, space consumption, and creating extra system components that can be broken during competition.

The second type of system is one with a single tandem cylinder. Although there is only one cylinder, it houses two separate
chambers, each with their own reservoir inlet and circuit outlet, that are pressurized by the same plunge rod. Figure (6) shows a
schematic of the inside of a tandem master cylinder.

Figure 6: Tendem Master Cylinder

As shown in Figure (6), the same force pushes on both pistons and pressurized both the front and rear circuits. Although the
diagram shows a leak in the front circuit, the rear circuit remains fully functional. The overall size of a tandem master cylinder is
comparable to the combined size of two separate single cylinders. One disadvantage of the tandem cylinder could possibly be its
orientation, depending on the setup of the front box of the vehicle. Separate single cylinders are able to be mounted side by side and
can often fit behind the brake pedal from the perspective of the driver. The tandem master cylinder is long in comparison and
cannot fit behind the pedals without severely compromising the design of the front end of the car. The possible disadvantage of a
tandem master cylinder's shape could be avoided by orienting it such that the cylinder and the driver's foot acted on opposite sides
of the pivot point. Figure (7) below illustrates the possible orientations of the cylinder in relation to the pivot point of the pedal.

Figure 7 : Possible Master Cylinder Orientation

A tandem master cylinder would not be practical in a setup where it had to be mounted away from the driver, as seen on the right
side of Figure (7). However, moving the push rod connection to the opposite side of the pivot point allows the cylinder to be
mounted on the driver side of the brake pedal, as seen on the left side of Figure (7).

The initial selection of the master cylinder was based on reliability and ergonomics. The Maruti-Suzuki 800 tandem master
cylinder has been used by the team and it’s performance is reliable. With primary team goals being timely design and
manufacturing, the decision to implementing a bias bar system without any past experience from any current team members was a
great risk.

Figure 8: Schematic Diagram of Tendam Master Cylinder

The other major consideration is ergonomics. It was decided early in the design process that the overall frame was going to be
made to fit only the smallest members of the team in order to save weight. This led to extremely limited space in the front box in
which to fit the pedal assemblies, master cylinder, steering rack and pinion assembly, steering column, and the driver's feet. With a
tandem master cylinder oriented on the driver side of the brake pedal, it can be mounted as closely to the steering column as
possible in the middle of the front box. Considering the limited dimensions of the box, it is necessary to take advantage of generally
unused space between the driver's legs.

Brake Pads

The brake pads, also shown in Fig., consist of a stamped steel backing plate to which the friction material is attached. The
material, also called the lining, may be bonded to the plate with adhesive, or it may be riveted. Most disc brakes also contain a wear
indicator
Brakes lines and hoses

Brake lines are metal tubing used for the transmission of pressurised brake fluid from master cylinder to the wheel brake.
And hose are a flexible reinforced rubber connecting brake line to wheel brake.
 4.5 WORKING

When the driver applies force on pedal ,pushrod compresses fluid in master cylinder. when the pressure is applied to the
calliper piston, it forces the inside pad to contact the disc. As pressure increases the calliper moves to right and causes outside pad
to contact the disc. Braking force is generated by friction between the disc pads as they are squeezed against disc rotor.

Figure 9 : General layout of Hydraulic Actuated Brakes

The hydraulic braking system of a vehicle plays three major roles while braking, as mentioned before. First of all, it provides a
force transfer and ampli9cation between the driver's input and the actual friction element. Before the introduction of hydraulics by
Deusenberg (during the 20s of the last century), this task had to be accomplished through mechanical linkages. Secondly, the
design of modern hydraulic systems, with two concentric pistons in the master cylinder enhances the safety allowing some braking
even in the event of failure of one circuit.
 Figure 10 : Tendam Master Cylinder Schematic Structure

Figure 11: Leaks in the Tendam Master Cylinder in Primary and Secondary Circuit

In the First figure there is a leak in the primary line. Because of this leak the pressureinside the primary chamber does not build up
and the right part of the chamber is pushed against the left one. This allows to transmit the braking input to the sec- ondary
chamber thus preventing the complete failure of the braking system. In the second 9gure, the leak is in the secondary line. The
pressure inside the secondary chamber does not build up and the piston inside is pushed against the bottom of the tandem master
cylinder body. This allows the increase of the pressure inside the primary chamber keeping one again the possibility to brake.
 4.6 CALCULATIONS:

Assumptions-

Before proceeding towards any calculations, we have to assume certain data or we can say, we have to estimate some required
specification of our vehicle. Though, we cannot accurately guess or know weight ratio of our vehicle

Some of assume data as below:

Pedal ratio: = 7:1

Manual force applied: - 250 N

Coefficient of friction: - 0.3

Weight transfer ration: - 30:70 at static condition.

Standard and available data:

Mass of wheel = 300 kg

Wheel base = 77 inch = 1955.8mm

Height of C.G. =21.8inch = 555 mm

Radius of tyres Front = 279.4

Radius of tyres Rear = 279.4

Assume speed of buggy = 52.2 kmph i.e.14.5 m/s

Master Cylinder area = 2.85*10^-4 m^2

Calliper Area = 4.62*10^-4 m^2

Bore Dia. = 19.05 mm

Master Cylinder diameter = 20.32 mm

Calliper Piston Dia = 0.955 inch = 24.257mm

Brake disc Thickness = 10mm

Let force applied by driver, Fa = 250 N

1) Thus by considering pedal ratio, we have Fa*H = F1* h

i.e., 250*5 = F1*1,

so we get F1 = 1250 N

2) Applying pascal’s Law of constant fluid pressure, we get,

F1/A1 = F2/A2

F2=A2*F1/A1*2 multiplied by 2 for front two Wheel areas

so, F2 = 4052.6N

3) As per Newtons 2nd law , We have, F2 = m*a so,

Therefore a = -13.50 m/s^2, where –ve sign shows retardation i.e. 1.3766 g

4) Then using the formula, V = u + at,

Assuming max initial speed og buggy u =52.2 kmph i.e. 14.5 m/s
We get stopping time = 1.07 sec.

Finally, we get the braking distance by using the formula,

V^2 = u^2 + 2as, we have V = 0, u = 14.5 m/s.

So Braking Distance = 7.787 m = 7.9 m

5) Static load distribution,

Wf = (percentage front weight ÷ 100 ) x Total weight of vehicle

Wr = (percentage rear weigth ÷ 100 ) x Total weight of vehicle

Wf=(30/100)*300 = 90 kg

Wr=(70/100)*300 = 210 kg

6) Dynamic load transfer,

Putting values, Fd = (21.8/60)*(300*9.81/g)*1.3766g

We get, Fd = 1471.98 N

7) Weight

Shift to front axle After dynamic load transfer, axle loads to front and rear side will get changed.

Total Load Shift will be

FRONT (Nf) = Static front load + Dynamic Load transfer = Fs(front) + Fd

REAR (Nr) = Static rear load - Dynamic load transfer = Fs(rear) - Fd

 Nf = 2354.88 N , Nr= 588.12 N

8) Braking force

Fbr(front) = µ*Nf =0.3*2354.88 =706.46N

Fbr(rear) = µ*Nr =0.3*588.12 =176.43 N

9) Pressure in Master Cylinder.

Pmc= 1250/( /4)*(0.01905)2 = 4.38 ×106 = 4.38 Mpa

10) Force on Caliper.

Fcal = Pmc x Acal so, Fcal = 4.38×106*4.61×10-4 = 2024.12 N

11) Clamping force:

Clamping= Fcal *2 =2 021.12 * 2 = 4048.25 N

12) Braking force on pad:

Fpad = 2*µ*Clamping=2*0.3*4048.25 = 2428.95 N

13) Pressure on Brake pad:

Ppad= (Clamping force/Area of pad) = 4048.25/0.0015 = 2.698 Mpa

14) Braking torque: (per wheel)

Braking torque(front) = (706.46*0.279)/2 = 197.10 N-m

Braking torque(rear) = (176.43*0.279)/2 =49.223 N-m

CHAPTER 5

SUSPENSION SYSTEM

5.1 INTRODUCTION

Suspension is a system which consist shock absorber (damper), spring and linkage between vehicle and wheel. When the tires hit
the obstruction, there is a reaction force which reduces this force. Larger the ratio of sprung mass to unsprung mass , less the
vehicle affected by dips, bumps and improper surface.

OBJECTIVES OF SUSPENSION

• To provide better absorption of shocks during changing of ground condition.

• To maintain constant contact between road and wheel as much possible.

• To provide better handling during changing of camber, toe, caster angles

• To support the vehicle weight and maintain stability.

5.2 COMPONENT AND TYPES OF SUSPENSION

• Spring, Damper, Linkage(arm)

Types

I) Dependent

• Watt’s Linkage

• Leaf spring suspension

II) Independent

• Swing axel

• Wishbone

• McPherson strut

SELECTION OF SUSPENSION

The selection of suspension system which is best suitable for an ATV was Double Wish Bone in front and McPherson Strut in rear.
The selection was based on following parameter:

• Cost

• Technical aspect (camber, stiffness)

• Availability of material and parts

• Flexibility

DOUBLE WISHBONE SUSPENSION SYSTEM

Double Wishbone Suspension System consists of two control arms (upper arm and lower arm) usually of unequal length along with
a coil over spring and shock absorber (damper). Design of the geometry of double wishbone suspension system along with design of
spring plays a very important role in maintaining the stability of the vehicle. This type of suspension system provides increasing
negative camber gain. They also enable easy adjustment of wheel parameter such as camber.

FIG- Double wishbone suspension system

5.3 DESIGN
 Design of wishbones is the preliminary step to design the suspension system. Initially, the material is selected under SAE
consideration. The roll-centre is determined in order to find the tie-rod length. The designs of wishbone are sustainable under
maximum stress and deflection.
 Material Selection of wishbone
Material consideration for the wishbone becomes the most primary need for design and fabrication. The strength of the
material should be well enough to withstand all the loads acting on it in dynamic conditions. The material selection also
depends on number of factors such as carbon content, material properties, availability and the most important
parameter is the cost.
The material refer by SAE are AISI1018, AISI 4130 and AISI1040.
We have chosen AISI1018 for wishbone, same as roll cage material.
 Comparison of materials
Properties AISI1018 AISI1040 AISI4130
Carbon Content (%) 0.18 0.40 0.30
Tensile Strength (MPa) 440 620 560
Yield Strength (MPa) 370 415 460
Hardness (BHN) 126 201 217

 Stress calculation
For ductile material, allowable stress is obtained by a relation

Assume fos =2 for AISI1018

  Design of a Suspension spring
Assumption:

Sprung mass =260 kg

Factor for static to dynamic condition =3

Mass distribution on wheels 40:60 (rear:front)-

In front wheel= 52 kg(each)

Angle of inclination of shocker =45

Force on front wishbone

Reaction force on each wheel =52*9.81= 510.12 N

Take moment on hinge point

Distance between reaction force and hinge point= 390

Distance between spring and hinge point= 240

Therefore , 510.12*390= spring force *240

Spring force = 828.945 N

Now considering dynamic factor,

Dynamic force acting on the spring = 2486.835 N

According to ride condition and road quality for an ATV, the travel of spring is approx 60 mm

Hence required spring stiffness

(Dynamic spring force)/(spring deflection) =2486.835/60

=41.44 N/mm

Nearly = 42 N/mm

Spring dimension

Sn.no. Parameter front suspension

1. Wire diameter 12mm

2. Inner coil diameter 56mm

3. Outer coil diameter 68mm

4. No. of turns 20

5. Free length of strut 210mm

6. End to end length 385mm

7. Stiffness 42 N/mm

8. Maximum spring travel 60mm

 Design of knuckle
o The hub end of knuckle was considered fixed and the load on each knuckle is 2486 N
o Initially the knuckle was of McPherson Strut of Maruti Suzuki 800
o The knuckle converted into double wishbone but cutting and made hole in the strut side.
Vehicle dimensions with ride height front
Width 60”
Wheelbase 70”
Ground clearance 11”
1. SPECIFICATIONS
Sn.no. Parameter Data
1. Camber angle -4degree
2. Caster angle -3 degree
3. Toe out 10mm
4. Jounce 5”
5. Droop 3”
6. Stiffness 42 N/mm
 Steering

INTRODUCTION

Steering system is one of most important part of an automobile that is used to give directional stability to the vehicle. Handling the
vehicle is to control the vehicle along the desired path and stabilization of the direction of motion of vehicle against external
disturbances. The vehicle with best handling characteristics is the vehicle which can always be trolled by the driver. All-Terrain
Vehicle (ATV Two wheel steering is a method developed in automobile industry for the effective turning of the vehicle and to
increase the manuverbility. In a typical front wheel steering system the rear wheels do not turn in the direction of the curve and
thus curb on the efficiency of the steering. In four wheel steering the rear wheels turn with the front wheels thus increasing the
efficiency of the vehicle. The direction of steering the rear wheels relative to the front wheels depends on the operating conditions.
At low speed wheel movement is pronounced, so that rear wheels are steered in the opposite direction to that of front wheels. At
high speed, when steering adjustments are subtle, the front wheels and the rear wheels turn in the same direction.By changing the
direction of the rear wheels there is reduction in turning radius of the vehicle which is efficient in parking, low speed cornering and
high speed lane change. In city driving conditions the vehicle with higher wheelbase and track width face problems of turning as
the space is confined, the same problem is faced in low speed cornering. Usually customers pick the vehicle with higher wheelbase
and track width for their comfort and face these problems, so to overcome this problem a concept of four wheel steering can be
adopted in the vehicle. Four wheel steering reduces the turning radius of the vehicle which is effective in confined space, in this
project four wheel steering is adopted for the existing vehicle and turning radius is reduced without changing the dimension of the
vehicle.

NOMENCLATURE

L-Wheelbase (mm) R-Turning radius (mm)

a2-Distance of CG from rear axle (mm)

δif - Inner angle of front tire (degree)

δof -Outer angle of front tire (degree)

δir- Inner angle of rear tire (degree)

δif Outer angle of rear tire (degree)

R1- Distance between instantaneous centre and the axis of the

vehicle (mm)

Wf- Load on front axle (kg)

W - Total weight of car (kg)

C1- Distance of instantaneous centre from front axle axis (mm) C2- Distance of instantaneous centre from rear axle axis (mm) wf-
Front track width (mm) wr- Rear track width (mm) δ - Total steering angle of the vehicle (degree) δi- Total inner angle of the
vehicle (degree) δo- Total outer angle of the vehicle (degree)
 SPECIFICATION

After considering all the advantages and disadvantages of the types of steering systems it was found that the rack and pinion
steering system is suited to be implemented in an all-terrain vehicle. However, manufacturing of the entire system would have been
very costly and difficult.

Therefore, it was decided that a standard steering system available in the market would be modified to meet the required
constraints.

Since all standard steering systems available are right hand drive the actual problem definition of our project is to convert the
standard right hand drive steering system into centrally aligned steering system. The standard steering system chosen was Tata
Nano.

Following are the specifications.

• Centre Drive.

Understeer

Steering Angles – I & O: 30 & 22.30

Turning Circle Radius: 3.62m

Rack Travel: 220mm

Turns, rev: 3.5rev.

Steering Ratio/rev: 15:1mm/rev

IBJ Centre Distance: 120mm

OBJ Centre Distance: 520mm

Length of Rod: 300mm

DESIGN
An average man can turn a simple steering wheel with an average force of 300N with an average rpm 18, Therefore
This shows that the connecting rod is now designed to deflect in angular direction.

Now, if we increase the length of connecting rod, we will have to simultaneously increase the diameter or the modulus of rigidity to
keep the angular deflection zero.

But it is not possible to vary either of the two parameters as the connecting rod is a critical member in the geometric assembly of
the system.

So we prefer to modify the rack arm, which is fairly simple.

 Calculations:
TATA NANO
The data of vehicle considered are,

Wheel base:- (L)=1925 mm

Wheel track:- (Wf)=1400 mm

Turning radius:- 3.962 m

Two wheel steering system

Calculation for steering angles for the turning radius of 3.96 m.

We know that,

R2 = a22 + R12------(1)
 Fig-5:Geometry of Two Wheel Steering

To find a2,

Wf=(W*a2)/L ------(2)

a2 =900 mm
From equation (1),

R1 = 4376.6361 mm
To find steering angles,

From experiment we found the angle of tyre,

∂if = 30°

tan∂if=C1/(R1-(Wf/2)) ------(3)

tan 30 = C1/(4376.6361- (1300/2))

C1 = 1810 mmAnd
C1+C2=L ------(4)

C2= L – C1

C2 = 574.5 mm
To find ∂of

tan ∂of=C1/(R1+(Wf)) ------(5)

∂of = 22.6°
To find ∂ir tan∂ir=C2/(R1-(Wr/2)) ------(6)
∂ir=8.7637°

So the turning radius is found to be 3620 mm = 3.62m

low speed cornering, vehicle parking and driving in city conditions with heavy traffic in tight spaces, driving would be very
difficult due to vehicle’s larger wheelbase and track width. Hence there is a requirement of a mechanism which result in less
turning radius and it can be achieved by implementing four wheel steering mechanism instead of regular two wheel steering.
Our 2 Wheel Steering System gives 39.56% reduction in turning circle radius of a hatchback which is reduced from 3.96m
considering TATA NANO as a standard car for our calculationswhich gives much better maneuverability and control on the car
even while driving at high speeds.

CONCLUSIONS
The work was divided into five subgroups in order to design all the main aspects of the vehicle. The subgroups were: roll cage, powertrain,
suspension, braking and steering. The design work for each of the subsystems of the vehicle were made by the selection of components
while keeping in mind the safety, performance, weight, reliability and last of all, cost. The primary goal was to build the lightest frame, best
possible powertrain and best suspensions to maximize performance of the vehicle. The performance, needs, serviceability, affordability and
reliability were kept in mind while designing this All terrain vehicle. The process of designing the All Terrain vehicle was not a simple
task; as a matter of fact it took a lot of effort to make a best possible and final product.
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NK Giri “Automobile Mechanics”, Khanna Publications , 1996

Christopher Ryan Willis, “A Kinematic analysis and design of continuously variable transmission”, MSc. Thesis, Virginia
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R.G. Mortimer, L. Segel, H. Dugoff, J.D. Campbell, C.M. Jorgeson, R.W. Murphy “Brake Force Requirement Study: Driver-
Vehicle Braking Performance as a Function of Brake System Design Variables”, Highway Safety Research Institute, University of
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