THE ASHWA RIDERS

CAE REPORT
ST. VINCENT PALLOTTI COLLEGE OF ENGINEERING &
TECHNOLOGY, NAGPUR
Table of Contents
ABSTRACT 2
OBJECTIVE 2
INTRODUCTION 2
METHODOLOGY 2
MATERIAL SELECTION CRITERIA 3
STATIC ANALYSIS ON ROLL CAGE 4
DYNAMIC ANALYSIS 5
STATIC STRUCTURAL 7
FATIGUE ANALYSIS 10
COMPUTATIONAL FLUID DYNAMICS 12
THERMAL TRANSIENT ON DISK 13
CONCLUSION 14
REFERENCES 14
ABSTRACT
This paper aims at studying and analysing the static
and dynamic parameters of various components of
our All-Terrain-Vehicle. It focuses on providing
thorough knowledge of the analysis performed on
the components and sub-assemblies. Various types
of analysis including static, dynamic, thermal, modal,
and fatigue analysis were performed using ANSYS
and HYPERWORKS software. The objective of these
analysis is to ensure components reliability in
different riding conditions by providing us with
deformation value, induced stress, safety factor and
fatigue life of designed component.
OBJECTIVE
• To validate the sub-assemblies of our vehicle
ensuring components reliability in different
conditions.
• To understand the physical behaviours of a
complex object (strength, heat transfer
capability, fluid flow, etc.)
• To predict the performance and behaviour of
the design under various loading conditions.
• To calculate the safety margin and to identify
the weakness and optimization scope of the
design accurately.
INTRODUCTION
Various components of powertrain, roll cage, vehicle
dynamics and brakes were analysed on different
loading conditions and the results were extracted.
Loading tests like Front Impact, Rear Impact, Side
Impact, roll over, torsional were carried out on roll
cage to verify minimum deformation for optimum
driver safety. A software model is prepared in Catia
software, and the design is meshed and analysed
against all modes of failure by conducting various
simulations and stress analysis with the aid of
Hypermesh Software. Modal analysis was done to
avoid resonance between roll cage and the engine.
Based on the results obtained from these tests the
design is modified accordingly.
The load acting on the control arm are dynamic in
nature. Finite element analysis is performed to
calculate the strength of a control arm. The
structural integrity of the suspension arm is crucial
from design point of view both in static and dynamic
conditions. The influencing parameters, which are
affecting the response are identified.
After getting the result of analysis, optimization has
been done as mentioned in this report.
Static structural analysis is performed on drive shaft
assembly and gears to achieve required torque
transmission and strength. Engine mount is
subjected to loading due to weight of engine and
axial loading during cornering. Hence static
structural analysis was performed for aluminium
engine mount. Modal analysis was done for
obtaining different natural frequencies to avoid
resonance due to excitation frequency. As natural
frequency of engine mounting must be lower than
that of self-excitation frequency. Analysis for
differential gears and propeller shaft was done using
static structural analysis.
Disc brakes are exposed to large thermal stresses
during routine braking and extraordinary thermal
stresses during hard braking. Structural analysis is
done on the disc brake to validate the strength,
stress and required safety factor of the disc brake
and thermal analysis is done to analyses the thermal
properties and temperature distribution. Transient
analysis of brake disc is performed to obtain rise in
temperature in with respect to time. The Caliper
body is mainly subjected to Pressure inside the
cylinder, Clamping force and Frictional force. Hence
static structural analysis was performed giving
proper boundary conditions.
METHODOLOGY
Pre
processing
METHODOLOGY
Solver
Post
processing
PREPROCESSING MATERIAL SELECTION CRITERIA
➢ Defining the geometric domain of the Material selection is one of the most vital
problem. parameters for a successful engineering design
➢ Selection of the element type(s) to be used process. The foremost parameter to select a raw
➢ Input the material properties of the material is to clearly define the purpose & function
elements. of the proposed product and to identify service
➢ Input the geometric properties of the requirements.
elements (length, area, and the like).
➢ Construct the element connectivity (mesh
the model). Material
➢ Provide the physical constraints (boundary cost
conditions).
➢ Provide the loadings. Chemical Manufacturing
properties consideration

SOLUTION MATERIAL
➢ Computes the unknown values of the primary SELECTION
field variable(s) CRETERIA
➢ Computed values are then used by back Mechanical
substitution to compute additional, derived Availability
properties
variables, such as reaction forces, element
stresses, and heat flow.
Serviceability
POSTPROCESSING
➢ Postprocessor software contains
sophisticated algorithms used for sorting,
printing, and plotting selected results from a
Material AISI4130 Al7075-T6 EN-24 EN-36
finite element solution.
➢ Alteration in design when a scope of Gears
optimization is present according to the Engine
Rollcage Rack Shafts
mount
stress contour plot. Components Arms and UV-
Hub
Brackets pinion joint
Knuckle
ELEMENT TYPE AND SIZE SELECTION CRITERIA Cross
The major portion of the pre-processing step is Density
7.85 2.81 7.85 8.08
meshing, the more time invested in meshing the (g/cm3)
better. Understanding the CAD geometry and
Tensile
selecting the meshing parameter according to it is
strength
the correct method for a more accurate analysis. The 560 572 1282 1100
ultimate
element size should be chosen according to the
(MPa)
element type(s) being used and by reviewing the
Yield
geometry. The element size can be selected with
strength 460 503 862 1230
respect to the smallest sections of the CAD model, or
(MPa)
the fillets given.
For Fatigue and structural analysis, Quads are Modulus of
preferred over tries in case of 2D analysis and elasticity 205 72 205 190
Hexahedral are preferred over tetrahedrons in case (GPa)
of 3D analysis. Poisson’s
For Dynamic analysis, mesh flow lines are given more 0.29 0.33 0.29 0.29
ratio
importance.
For CFD, tetrahedrons are preferred for better flow
simulation.
STATIC ANALYSIS ON ROLL CAGE

Through Static Structural Analysis on Rollcage,

Impact Scenarios like Front Impact, Rear Impact, Side
Impact, Roll-over, and torsional analysis are tried to 7.541
replicate to check stress concentration on the tubes 6.703
& junctions and to get the value for displacements to 5.866
ensure driver and components will be safe in case of 5.028
a collision. Along with impact tests the rollcage is also 4.190
tested for its torsional rigidity and whether its 3.353
natural frequency mismatches with that of the 2.514
engine to avoid resonating conditions. 1.676
Primary
0.838
Secondary

Hypermesh Model to check the Torsional rigidity of

the chassis.
The value of force for a critical collision case was
Mesh at junctions considered as:
𝑀 × (𝑣𝑓 − 𝑣𝑖)
The CAD model was prepared through CATIA V5 and 𝐹=
𝑡
FE modelled in HYPERMESH 2019. The CAD model Boundary Conditions:
imported was sweeped (zero thickness) model, so 2D
analysis was done through extracting mid-surface of Impact Constraints Load Location
the geometry. The combination of first order TRIA Type
and QUAD elements with size 4mm was chosen after Front Rear Suspension Front-most
an iterative process. points Lateral Cross
Member
Torsional analysis Rear Front Suspension Gearbox
In the simplest terms, vehicles that have high points mounting
torsional rigidity deliver a superior ride, superior member
handling, and better response to driver input. Side All suspension First Contact
Improving the torsional rigidity of a vehicle allows points of one side point laterally
the suspension to work more efficiently and viewed from
predictably. Vehicles with high torsional rigidity will Front
see more travel in the suspension, as the chassis isn’t Roll-over All suspension Load applied at
moving. Considering the suspension uses dampers points. an angle of 45º
and the chassis doesn’t, it makes sense why you on the FBM
want the suspension to move and not the chassis. bends.
Torsional Stiffness Calculations: Torsional Rear suspension Couple generated
Torque = F × (½ Track width) points between front
= 2158.2 × 0.66 suspension points
= 1424.41 Nm
𝜃 = Angle of = tan^-1 Vertical Displacement Front Impact
Rear Impact
Deflection ½ Trackwidth Side Impact
= tan^-1 (7.39 / 660) Roll-over

𝜃 = 0.64°
Torsional Stiffness (k) = torque/angle of defection
= 1425.27/0.64
k = 2226.98 Nm/deg
Loading Locations
Results: Processing
The total mass of the vehicle with driver was evenly
distributed on the rollcage nodes. The run time was
iterated till the velocity of rollcage reaches to zero.
The run time of 0.07 sec was selected.

Material M2 Plas Johns zeril

Contact Type 7
Wall Rigid
Initial Velocity 13,333 mm/s
Front Impact Stress Distribution Run Time 0.07 sec
The run time of 0.07 sec was selected.

Velocity with respect to time

Front Impact Displacement

Impacts Impact G Stress Def. FOS

Time(s) Force (MPa) (mm)
Front 0.15 9.05 489 2.802 1.43
Rear 0.15 9.05 523 0.935 1.33
Side 0.35 3.88 440 2.040 1.59
Rollover 0.3 4.52 479 2.806 1.46
Torsional - 1 588 7.540 1.2

The values mentioned in the above table signifies the

minimal deformation thus ensuring excellent driver
safety.

DYNAMIC ANALYSIS Front Collision

Crash test is an integral part of safety analysis. A
crash test is a form of destructive testing usually
performed in order to ensure safe design standards.
Explicit Dynamic Analysis was performed on the
Rollcage to simulate real life crashes from front, side
and rear.
The objective of crash test is to verify safe driver’s
cockpit space after the collision at given speed
standards.
The analysis is performed on Hypermesh Software.
The rollcage is made to collide on a rigid wall from
front, rear and side.
Total displacement of the rollcage observed when
collided on a rigid wall 10mm far was 655.821 mm.
The maximum displacement was observed at point B
of the rollcage.
Energy conservation
The energy graph obtained shows conversion of
kinetic energy of rollcage into internal energy. The
kinetic energy is absorbed by rollcage members
undergoing plastic strain. The hourglass and total
energy remains constant throughout the event.

Energy Graph
Internal Energy
To ensure drivers safety the distance after collision
of floor space was observed. The distance
continuously descends as the crash event advances.
Around 100 mm of length reduction was observed.
The below pictures depict the comparison of floor
space area before and after the collision.
Modal Analysis
An off-road racing vehicle experiences severe
uneven loading. When the natural frequency of
vibration of frame equals to the excitation frequency
of forced vibrations there occurs a phenomenon of
resonance which cause a large deflection of the
structure. This excessive vibration and resonance
results in failure of frame due to harsh conditions in
which vehicle is driven. Thus, finding out the natural
frequency of the roll cage is important to avoid such
harsh situation of resonance.
The major cause of forced vibration in an ATV is the
engine which is mounted at the rear end of the
vehicle. We tested our Engine’s frequency input to
the rollcage through a Single Axis Accelerometer and
the Frequency range obtained was between 22-62Hz
for 1620-3600 RPM respectively.
70
60
Engine Frequency

50
40
30
20
10
0
0 1000 2000 3000 4000
Before Collision Engine RPM
To get the natural frequencies of the roll cage, a
Hypermesh model was prepared with all the
suspension points constrained to know about the
various mode shapes of the upper body structure.
Mode Shapes Frequency (Hz)
Mode Shape 1 65.97
Mode Shape 2 111.45
Mode Shape 3 133.63
Mode Shape 4 155.15
Mode Shape 5 177.77
After Collision Mode Shape 6 188.06

The deformation after collision shows the area

reduction after collision. According to the assigned
feet clearance with front nose the available space
protects drivers’ feet completely and will not let the
collision cause any casualty.
Similarly, side and rear crash test were also
performed on the rollcage, and deformations were
Since the first mode shape frequency occurred at
evaluated for safe driver’s space.
nearly 66Hz and then kept rising, the chances of
engine vibrations resonating with the roll cage are
very less. Thus, the rollcage is safe from deforming
due to forced vibrations.
STATIC STRUCTURAL

A static structural analysis determines the

displacements, stresses, strains, and forces in
structures or components caused by loads that do
not induce significant inertia and damping effects.
Steady loading and response conditions are assumed
to vary slowly with respect to time.
The types of loadings that can be applied in a static Maximum Stress is 295.68 MPa which is less than
analysis are: allowable stress of Al7075 T6 (503 MPa)
• Externally applied forces and pressures
Meshing of rear upright
• Steady-state inertial forces (such as gravity
or rotational velocity)
• Temperatures (for thermal strain)
In other words, these features are used for static
loading conditions which does not change over the
time and location.

VEHICLE DYNAMICS
The components of suspension system undergo
various forces while cornering, wheel travel,
steering, etc. thus it is necessary to perform analysis
under extreme conditions to ensure reliability of Boundary condition of rear upright
the designed component.

Meshing of wheel hub

A 2mm Hexahedral Dominant mesh was used for all
the components. Hexahedral elements have more
nodes than tetrahedral thus providing more accurate
results.

RESULTS

Fixed Hinge Mounts

Force Applied Normal at Bearing 1500N
Surface
Boundary conditions of wheel hub
Fixed Spindle
Force Tangential at Petals 1602N
Applied Upper Petal 1536N
Lateral
Lower Petal 806N

Maximum Stress is 225.17 MPa

After performing structural analysis on these Result
geometries through ANSYS, optimization was done
to get proper stress distribution and factor of safety.

Stress Deformation
Component FOS
(MPa) (mm)

Front Hub 335.65 0.76 1.49

Rear Hub 292.74 0.92 1.70
Front Upright 218 0.43 2.33
Rear Upright 149.89 0.41 2.23

POWERTRAIN COMPONENTS
Powertrain includes the drivetrain mechanism
Maximum Stress is 708 MPa which is less than
through which power is transmitted from engine to
allowable stress of EN36 (862 MPa)
the wheels. Analysis of the components is
significant to ensure the safety of design thus Meshing of propeller shaft
ensuring smooth propulsion of vehicle.
Meshing of yoke

Mesh size 3mm

Mesh type Hex-dominant

Boundary condition for propeller shaft

Mesh size 3mm Fixed support Splined region (blue)

Mesh type Hex-dominant Moment 225 N

Result
Boundary condition of yoke

Fixed support Splined region

Couple force on cap
5263 N
bearing area

Maximum Stress is 634.36MPa

ANALYSIS OF ASSEMBLIES OF POWERTRAIN Component Stress Deformation FOS
(MPa) (mm)
Geartrain
Yolk 708 0.062 1.21
Propeller
634.26 0.053 1.35
Shaft
Geartrain
631 0.047 1.36
Assembly
Universal
Joint 700 0.058 1.23
Assembly
Spiral Bevel
622 0.068 1.38
Maximum Stress is 631 MPa.
Gear
Differential
428.77 0.041 1.12
casing
Universal joint assembly

BRAKE COMPONENTS
Safety aspect in automotive engineering is of prime
importance and given priority in design and
development of vehicle. The analysis done is aimed
at evaluating the performance of disc brake rotor
and Brake Caliper under severe braking conditions
and there by assist in optimisation of design and
Maximum Stress is 700 MPa. ensuring safety of vehicle and driver.

Spiral bevel gear mesh BRAKE DISC:

Maximum Stress is 622 MPa. Material EN19

Mesh element size 3mm
Mesh type Hex dominant

Boundary Conditions:

Maximum Stress is 428MPa

 Fixed Disc mounts FATIGUE ANALYSIS
Moment 250 Nm
Clamping force 7100 N (both surface) Fatigue occurs when a structure is subjected to cyclic
loading. If the stress amplitude exceeds a threshold
Result:
value, microscopic cracks will initiate at locations
with high stresses (stress concentrations). This load
can be converted into series of constant amplitude
sine waves through which we can obtain the number
of cycles of load before failure occurs in the designed
structure. Fatigue analysis has been performed on
the upright of front wheel assembly and rear wheel
hub. The SN curve of Al 7075 T6 was extracted from
references and inserted in the material properties in
Ansys software.

In extreme braking condition, the maximum stress

Alternating stress
generated on the disc is 219 MPa which is more than the S-N Curve Of Al 7075-T6
yield stress of EN19 (415MPa). The factor of safety comes
out to be 1.89
BRAKE CALIPER:
(MPa)
Boundary conditions:
Fixed Mounting Holes
Brake pads Lateral clamping 7100N
Moment 250Nm
Piston
Lateral 10MPa Cycles
After the mechanical properties and stress life data
were inserted in the engineering data of ANSYS
software, the element meshes were generated,
boundary conditions corresponding to maximum
loading condition were given and stress analysis with
constant amplitude fully reversed loading with mean
stress correction theories were applied to the
structure.

Meshing

Result:
The maximum stress generated on the brake Caliper
is 345 MPa which is greater than the allowable stress
415MPa and the factor of safety is 1.456.

Mesh type Hex dominant

Mesh size 3mm
Boundary condition:
• Steering link: lateral force of 453N
• Brake Caliper mounts: vertical downward
force of 6853N.
• Shears: bump force of 1500N
the conditions during oversteer. A lateral force of
1536 N is applied on the upper and lower petal. The
frictional force generated during the skidding of
wheels while oversteering is subtracted from the
force on lower petal.

UPRIGHT
Static structural
Force 3: 6583N
Force 1: 453N
Force 2: 1500N
Fixed support

Boundary condition
For dynamic events such as manoeuvrability and If one cornering cycle is occurring every 5 seconds,
rock crawl, assuming if every cycle occurs in every Cycles per hour = 12 X 60 = 720 cycles
consecutive two seconds implies 1800 cycles per Number of cycles for
hour. minimum 125 hours =90000

Minimum hours required-

125(hours) * 1800(cycles/ hour) = 225000cycles
Therefore, Minimum required life of component is
2.25e5 cycles.
Testing 60 hours
Event 5 hours
After event testing 60 hours
Total 125 hours

UPRIGHT

Life

The design life of rear wheel hub is 1.65e5, which is

greater than 0.9e5 thus the component is reliable for
cyclic cornering loads.

COMPONENT FRONT UPRIGHT REAR WHEEL

HUB

Steering Upper
453N 1536N
link petal
Life (cycles)
Caliper
The minimum life of front upright is 3.638e5 Load 6583N
mount Lower
which is greater than 2.25e5. Thus, the component is 806N
petal
reliable in extreme cyclic loading conditions. Shears 1500N
Stress 218 MPa 292.74MPa
2. Rear wheel hub Fatigue life 225000 cycles 165000 cycles
The rear wheel hub experiences extensive cornering Damage 0.6 0.5
forces when the vehicle is in oversteering condition.
The forces are calculated taking in consideration all
COMPUTATIONAL FLUID DYNAMICS Fluid domain Solid domain
CFD modelling has become an inevitable part of
multiphase flow investigation. It is often used to
describe the flow characteristics and get insights into
the flow pattern beforehand. In some applications
such as worst-case discharge, it is difficult to
replicate real-field conditions at the laboratory scale
and hence, the significance of CFD is more
pronounced. In order to use CFD, it is necessary to
validate and verify its predictions using experimental Sectional view of meshed model
data and perform sensitivity analysis. Then, a CFD
model can be applied to simulate the desired flow. In Fluid domain is the portion of space where the
this study, the same strategy is adopted. solution of the CFD simulation is calculated.
Boundary conditions
PURPOSE OF ANALYSIS CFD simulation model has three boundary conditions,
CFD of continuously variable transmissions (CVT) inlet, outlet and wall boundary conditions. At the inlet
The moderate efficiency of CVTs due to belt boundary condition, fixed mass flow inlet was employed
deformation and frictional forces, however, leads to for air. The inlet velocity was calculated considering all
increased thermal loads. Especially the belt life span the losses. The solution is initialized, and the calculation
suffers under high temperatures. The numerical is run till it converges.
prediction of the resulting heat distribution at
critical load cases is of key interest. The numerical Inlet velocity 10 m/s
model introduced in this work can conduct time Temperature 27 °C
efficient heat analysis within an enclosed CVT by Flow rate weighting 1
using computational fluid dynamics (CFD). As a
POST PROCESSING
result, the surface temperatures of each
.
component can be computed accurately. The
presented model can be applied to evaluate design
changes and to reduce peak temperatures and
hence increase product reliability.
PRE-PROCESSING
MESHING
. Outlet
. Inlet
Velocity streamlines
The concept of streamline is very useful in describing a
flow field in terms of speed and direction of flow. The
position of inlet was decided for effective air flow.

Mesh size 3mm

Mesh type Tetrahedron
Mesh quality
Mesh Metric Skewness
Min 6.688e-007
Max 0.84692 Temperature distribution
Average 0.22758
CFD enables an insight on the temperature distribution
which is hard to achieve practically. Maximum
temperature is 333.15K (60°) on the CVT.
THERMAL TRANSIENT ON DISK
The thermal behaviour of the disc and the material is
important parameter to improve efficiency. When Mesh type Tetrahedron
the brake is applied, the pressure is applied on the Mesh size 3mm
brake calipers, which in turn apply pressure on the Boundary conditions:
disc itself. This contact between calipers and the disc
leads to the build-up of frictional forces, which lead
Transient Thermal
to the retardation of the vehicle. During this process, Time: 1.s
the kinetic energy of the automobile is converted
Temperature:116°C
into heat generated between brake calipers and the
brake disc. Convection:22°C,5.
e-006W/mm

Transient thermal of disc of disk brake is aimed at

evaluating the performance of disc brake of our
vehicle under severe braking conditions and there by
assist in disc rotor design and analysis. An
investigation into usage of new material is required
Result:
which improve braking efficiency and provide
Transient thermal
greater stability to vehicle. This investigation was Temperature
done in ANSYS software. ANSYS was used for Unit: °C
determining the temperature distribution, variation Time: 1
of the stresses and deformation across the disc
profile. In the present work, an attempt has been
made to investigate the suitable material which Is
lighter and has good young’s modulus, Yield strength
and density properties. The transient analysis of disc
brake in repeated brake application has been
performed and results were compared.
EN19 MATERIAL PROPERTIES
Coefficient of thermal
12.2 µm/m. K The suitable material for the braking operation is
expansion
Thermal conductivity 42 6 W/m. K EN19 and the values obtained from the analysis are
Density 7.82 kg/cm3 less than their allowable values. The disc is having
Ultimate strength 655 MPa required thermal conductivity to ensure heat
Yield strength 415 MPa transfer and cooling.
Bulk modulus 140 GPa TIME (s) MIN TEMP(°C) MAX TEMP(°C)
Melting point 1425°C
0.21804 22 42.7
0.31804 22 52.14
Meshing:
0.41804 22 61.578
0.51804 22 71.016
0.61804 22 80.454
0.71804 22 89.891
0.81804 22 99.328
0.91804 22 108.77
1 22 116.5
Maximum and minimum temperature for disc at
different time interval
CONCLUSION
The Driver’s safety is a paramount factor whilst
designing an automobile. Adequate material and
tube dimensions were chosen upon theoretical
calculations and performing Linear Static Impact
tests on the designed rollcage. Truss formation on
the structure with a good torsional rigidity value
provides a stiff and reliable rollcage. In case of
impacts the structure observed a minimal
deformation and the stress induced upon the critical
regions is lesser than the Yield stress of the tube
material and the weld material. Thus, minimizing the
risks of failure.
The dynamic analysis on rollcage was performed to
observe the non-linear behaviour of the rollcage in
case of a crash. The Energy graph obtained signifies
the Kinetic energy being converted into internal
energy. For the Front Crash about 100mm of
displacement was observed but the hitch helps in
crumpling and the deformation region will not cause
any injury to the driver’s feet. Modal analysis was
performed to ensure no resonance condition occurs
in dynamic situations. The natural frequencies
obtained were out of range from the working
frequencies of the engine.
The Structural Analysis of a product provides a map
of stress plot and an approximation of deformation
that may occur due to the loading conditions. The
stress contour also helps in altering the design
specifications and to get adequate fillet radius to
avoid stress concentration.
The finite element fatigue analysis was carried out
on wheel hub and upright using ANSYS software.
Various loading conditions are applied on the
components. The Von-Mises stress, deformation,
Fatigue Life and Safety Factor were obtained from
ANSYS software for each load condition on both
materials. The Von-Mises stress and deformation are
increased with fatigue load. The fatigue life and
safety factor are decreasing with increasing of
fatigue load. The Design Life was considered through
calculations and the designs made meet the required
life.
The CFD analysis of CVT casing was carried out to
determine the inlet and outlet location to achieve
effective air flow, thus leading to cooling. The
maximum temperature reached is 333.15 K which is
under permissible limit to avoid the expansion of belt
due to hight temperature.
The Transient thermal analysis of Disc Brakes in
brake application was performed. A well cooled
brake disc will provide more efficient braking. EN-19
was the material selected for making the brake disc
due to its adequate thermal properties. The
Maximum and minimum temperatures were
observed to be 116.5°C and 42.7°C respectively.
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