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Design, analysis and optimization of steering knuckle for all terrain vehicles

Conference Paper  in  AIP Conference Proceedings · February 2020

DOI: 10.1063/5.0000044

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KPR Institute of Engineering and Technology Coimbatore Institute of Technology
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Design, analysis and optimization of steering
knuckle for all terrain vehicles
Cite as: AIP Conference Proceedings 2207, 020003 (2020); https://doi.org/10.1063/5.0000044
Published Online: 28 February 2020

L. Rajesh kumar, S. Sivalingam, K. Prashanth, and K. Rajkumar

AIP Conference Proceedings 2207, 020003 (2020); https://doi.org/10.1063/5.0000044 2207, 020003

© 2020 Author(s).
 Design, Analysis and Optimization of Steering Knuckle for
All Terrain Vehicles
/Rajesh kumar1, a), 6Sivalingam1, b), .Prashanth1, c) and .Rajkumar1, d)

Department of Mechanical Engineering, KPR Institute of Engineering and Technology, Coimbatore, India.
a)
Corresponding author: lrkln27@gmail.com
b)
sivalaiyaa@gmail.com
c)
sp109125@gmail.com
d)
rajkumar.k@kpriet.ac.in

Abstract.The vehicle consists of various physical components which support smooth operation and ensure the safety
running during off road conditions. Steering knuckle is one such component with an unconventional shape and it not only
act as the connecting entity between steering, brake and suspension system, but also links chassis and wheel hub.Even it
is the high stress bearing and critical component of an All-Terrain Vehicle (ATV). The component of knuckle
experiences greater magnitude of forces amidst the automotive suspension elements such as shock absorber. Reduction of
mass reduction is given a primordial focus in automotive manufacturing sector due to its direct influence on the overall
performance and fuel efficiency of the vehicle. Minimization of mass renders least vertical and longitudinal roll motion
of ATVs. It plays a crucial role in minimizing the vertical and roll motion of the vehicle.Current work focuses in
designing and modifying the knuckle for achieving the same magnitude of forces with reduced mass and without
compromising the strength as the component is primarily responsible for reduced fuel consumption and enhanced vehicle
efficiency. Hence, the optimization in design of knuckleis to be carried out to render maximum performance coupled
withhigh necessity of weight reduction. Shape optimization was carried over in ANSYS Workbench, whose objective
function is to reduce weight, in order to save the material resource.

INTRODUCTION
The steering knuckle on a vehicle is a joint which enables the steering arm to turn the front wheels whose one
end is attachedwith housing of the axle through the aid of a king-pin whereas theother end of it couples with tie
rod[1] . As the steering knuckle is attached to the wheel hub with the aid of a bearing, it acts as a bridging element
between brake, steering and suspension units and sub units and plays a pivotal role in vehicle design [2].
Bridgingthe parts of the steering and suspension system have anundeviatingeffect on the performance of the
durability and maneuverability of the vehicle andalso provides allowance weight optimization of the component [3].
Due to the disparities in design, the knuckles divides itself into two variants: a spindle and a hub [4]. It is necessary
that a steering knuckle has to bear the forces arising as a result of braking, bouncing and acceleration [5]. As the
considered component is bearing the vertical load arising due to the weight of the vehicle, the form and dimensions
of the knuckle depends on overall weight of the vehicle. Due to this fact, the knuckle is acted upon a large
magnitude of thrust force ranging between stub axle and tie rod, which demands the component to be with high
rigidity and strength [6]. During vehicle motion, the knuckle and its sub-elements will also experience the force
induced due to the frictional contact between the road surface and the tyre [7]. Fatigue life of the component will be
greatly distressed by the variation of aforementioned factor, but force magnitude may fluctuate with respect to
numerous driving aspects like acceleration, cornering, static pot hole, bump and braking [8].

1st International Conference on Sustainable Manufacturing, Materials and Technologies

AIP Conf. Proc. 2207, 020003-1–020003-8; https://doi.org/10.1063/5.0000044
Published by AIP Publishing. 978-0-7354-1958-2/$30.00

020003-1
 FIGURE 1. Assembly view of wheel assembly

At the time of steering, knuckle component is subjected to tensile loads partially and compressive loads partially
at various symmetrical locations which ultimately makes the steering knuckle to experience tensile load dominantly
at the time of wheel turning [9] the Figure 1 depict the same. Hence the design of steering knuckle should follow
fail-safe concept thus ending up with higher factor of safety (FOS) and larger weight of the element [10].
Optimization plays a major role in designing a knuckle and FEA packages like ANSYS are used for optimization
process, to satisfy both less material and higher strength and also to withstand loads [11]. This can be decided using
the loads acting over the knuckle and the material strength. Numerical analysis of steering knuckle not only
improves the knowledge on knuckle behaviour with respect to failure under a specific loading condition but also
render a mathematical model highlighting the design aspects and scope for enhancements of the design [12][13].
Efficient performance, complete safety at adverse working conditions, economical with respect to material usage
and production process combined with better aesthetics are some of the quotable merits of a nominal and operational
design[14].

METHODOLOGY
The existing model of the steering knuckle is studied to observe the model dimension and then the 3D model is
redesigned using SOLIDWORKS. The material is selected and analysis is carried out on ANSYS Workbench and
the value of mass is optimized by minimizing it within the design limit without compromising factor of safety.

MESHING AND FEA

Finite element method (FEM) is a numerical method to carry out analysis of engineered components [15] and to
identify approximate solutions for a given constraints and boundary conditions.FEA use the concept of meshing
where in this techniquethe model is discretized into equal sized elements throughout by using Partial Differential
Equations (PDE’s) [16].Based on the load values calculated from the connected points of the knuckle on-site, it is
designed and developed. In this model the material considered is Al6061- T6and weight of the knuckle is 423 g
which was determined during modelling of the component. The values of load also replicates the load values
obtained from the simulation of off-road environments in real time. To solve the given boundary conditions by
minimizing the error function the calculus of variations is used.
In discretization the model element size should be not be coarse as well as not fine because if the element size is
coarse, the result is generated is not adequate to give boundary conditions, if the element size is fine, the result is
generated more precise which is not relevant for design considerations. In meshing process, the solid body is

020003-2
convertedinto an assortment of elements and nodes [17] [18]. A node is a single point in a domain and a coordinate
location in space where the degrees of freedom (DOFs) is defined. The DOF srepresents the force and moments
transferred from one element to the next. Figure 2 shows the step by step methodology.

Existing model study

Desgin of 3D model

Material Selection

FEA

Remodel

Result Evaluation
Declined Accept

Intrepret the results

(Deformation & Stress)

Final results

FIGURE 2. Methodology

Forces acting on a Knuckle

Bump Force The vehicle while travelling in off road condition experiences a disturbance in the form of bump in
uneven terrain and this bump force is transferred to knuckle directly.

Cornering force due to turning A centrifugal force which acts on the CG (Center of Gravity) that moves
outwards from the centre of turn. The velocity and mass of the vehicle is directly proportional to the centrifugal
force. The lateral load is transfer from inner tires to outer tires in lower arm mounting.

Force due to steering in turning While the vehicle is steered in a turning, the force is produced by the rack in
the steering mechanism upon knuckle arm mounting induced through the tie rod.

020003-3
 TABLE 1 Design specification of Knuckle – Team Arjuna

Suspension & Steering Parameters Front

Mass of the vehicle 260 Kg (with driver)
Weight Distribution 40:60
Track width 1530 mm
Wheelbase 1530 mm
Steering gearbox ratio 4.5:1
Static Toe 0.4-degree toe (toe out)
Toe change (over the travel) 1 degree
Camber Change (over the travel) 6 degrees
Static Caster Angle 10 degrees
Caster Change (over the travel) 4 degrees
Static Kingpin Inclination Angle 12 degrees adjustable
Static Scrub Radius 25.4mm
Static Percent Ackermann 60%
Static Roll Centre Position 305mm (12") above ground

The values shown in Table 1 Brake Force At the brake caliper mountings in knuckle it experiences the brake
force which is generated when the brake is applied to stop the vehicle. The magnitudes of all the forces are shown in
Table 2.
TABLE 2. Loading conditions

S.No Parameters Force (N)

1 Bump Force 2500
2 Cornering Force (Lower arm mounting) 1323.83
3 Cornering Force (upper arm mounting while turning) 500
4 Steering load 300
5 Brake Force 350

Calculation
‫ݐ‬
Cornering ݉݃ ‫ כ‬൅ ሺܿ݃ ‫ܽ כ ݉ כ‬ሻ ൌ ‫ݐ כ ݎ݂ݓ‬
ʹ

–
™ˆ” ൌ ൤൬‰ ‫ כ‬൰ ൅ ሺ…‰ ‫ƒ כ  כ‬ሻ൨ Ȁ–
ʹ
ͳͷ͵Ͳ
ൌ ቂቀʹͷͲ ‫ͻ כ‬Ǥͺͳ ‫כ‬ ቁ ൅ ሺͷ͸Ͳ ‫ʹ כ‬͸Ͳ ‫ כ‬ͷǤͳሻቃ Ȁͳͷ͵Ͳ
ʹ

Wfr = 1382.42 N

ͳ ܽʹ ͳ ݄ ܽ
Acceleration ‫ ݎ݂ݓ‬ൌ ቀ ݉݃ ‫כ‬ ቁ െ ቀ ݉݃ ‫ כ כ‬ቁ
ʹ ‫ݐ‬ ʹ ‫ݐ‬ ݃

ͳ ͶͺͲ ͳ ͷ͸Ͳ ͷǤͳ

ൌ ቂቀ ‫ʹ כ‬͸Ͳ ‫ͻ כ‬Ǥͺͳ ‫כ‬ ቁ െ ቀ ‫ʹ כ‬͸Ͳ ‫ͻ כ‬Ǥͺͳ ‫כ‬ ‫כ‬ ቁቃ
ʹ ͳͷ͵Ͳ ʹ ͳͷ͵Ͳ ͻǤͺͳ

Wfr = 800 N

020003-4
Braking

ͳ ƒʹ ͳ Š
™ˆ” ൌ ቆ ‫ כ ‰ כ  כ‬ቇ െ ൬ ‫ƒ כ כ ‰ כ  כ‬൰
ʹ – ʹ –

ͳ ͶͺͲ ͳ ͹ͲͲ
ൌ ቀ ‫ʹ כ‬͸Ͳ ‫ͻ כ‬Ǥͺͳ ‫כ‬ ቁ െ ቀ ‫ʹ כ‬͸Ͳ ‫ͻ כ‬Ǥͺͳ ‫כ‬ ‫Ͳ כ‬Ǥ͵ቁ
ʹ ͳͷ͵Ͳ ʹ ͳͷ͵Ͳ

Wfr = 350 N

MATERIAL SELECTION
In steering knuckle various materials like Mild steel, Grey cast iron etc., are used according to its application,
loading constrain and necessity. These materials are commonly used because of high yield and ultimate tensile
strength. Even though the materials have high tensile strength, weight of these materials is more. Considering the
weight of the component as the main factor, material is selected with enough ultimate and yield strength as
compared to the existing materials. The material selected is Al6061 – T6. Its properties are listed in Table 3. Actual
model of steering knuckle is shown in Figure 3.
TABLE 3. Material properties (Al6061 -T6)

S.No Property Values

1 Density 2700 Kg/m3
2 Young’s modulus 69000 N/mm2
3 Poisson’s ratio 0.33
4 Yield Strength 275 N/mm2
5 Ultimate Tensile Strength 310 N/mm2

FIGURE 3. Solid Model of Knuckle

The model is meshed with quad and tri element for the better discretization. The element size used for the mesh
is 3.5 mm as shown in figure3. Figure 4 represents the forces acting on the knuckle. Position A denotes the fixed
support because the stub axle is connected. Position B shows the bump force which is acting on the transverse axis.
Position C shows the force which acts on the upper arm mounting. Position D shows the steering load and Position
E shows the braking force acting on the knuckle. Fig 5 depicts the deformation of the model according to the applied
boundary condition and is found to be 0.23 mm. The major deformation of the component is acting on the lower
suspension arm mounting.

020003-5
 FIGURE 4. Meshed model FIGURE 5.Boundary Conditions

Figure 4 Shows the meshed model and Figure 5 shows the boundary conditions

FIGURE 6. Deformation of the Knuckle FIGURE 7. Equivalent (von mises) stress

Figure 6 Depicts the Knuckle ad Figure 7 sows the stress.

For the given boundary condition, the equivalent (Von mises) stress generated is 121.70 N/mm2 and Factor of
safety is 2.54. The stress is majorly developed in the lower arm suspension mounting showed in figure 6. Design
optimization of the mechanical element that carries the majority of the load is described as shape optimization.
Another concept called topology optimization is an upcoming derivative of shape optimization.

The following factors pertain to the above said concept: a prefixed dimensional space (three dimensions),
modelling of the element with a given material, external loads, supports and constraints for analyzing the model
within a specific field and finally converging all the factors to render an optimal structural design for carrying the
specified loads.

Shape optimization is then carried out by determining the optimal sub-field, within the major domain, resulting
from topology optimization for the material filling. Here the focus was primarily given to develop a component with
a reduced total weight provided the displacements, constraints and stresses in the structure remains the same along
with the load.

020003-6
 FIGURE 8. Shape optimization FIGURE 9. Optimized material removal

Figure 8and Figure 9 shows the shape optimization of component for the given boundary conditions. By keeping
the same loading condition and magnitude of loads, the results show the possible locations of material removal in
the component without compromising the design limits. This result is taken as reference and the knuckle is
redesigned using SOLIDWORKS 17 software. Total weight of the shape optimized knuckle was found to be 248
grams while the weight of the old knuckle is 900 grams. The revised model is once again meshed and analysed using
ANSYS Workbench as shown in Figure 10.

FIGURE 10. Optimized model FIGURE 11. Optimized meshed model

Figure 11 shows the boundary conditions of the equivalent (von mises) stress generated and the value is 119.61
N/mm2. Even though the material is removed, the stress propagation of the component is within the design limit.
Since the FOS is appreciable enough to bear the forces that were acting on the component, the design may be
claimed to be safe. Figure 12 and Figure 13 shows the deformation of the model for the applied boundary condition,
whose value is 0.217mm. Since the material is optimized the deformation of the components is less compared to the
previous design.

FIGURE 12. Equivalent (von mises) stress FIGURE 13. Deformation solution

020003-7
 CONCLUSION
The steering knuckle for an ATV was successfully redesigned for weight reduction and strength and the
following conclusion were arrived at the material used in existing model is Mild steel which has a mass of 900
grams and Factor of safety of 2.5. In new model, the knuckle is re designed and the material used isAl 6061 – T6.
The optimization is done by considering shape and mass of the knuckle with required design limit. The results are
shown in Table 4.
TABLE 4. Improved and previous model results

Parameter Initial Design Optimized Design

Deformation (mm) 0.23 0.217
Von-mises stress (N/mm2) 121.70 119.61
FOS 2.54 2.59
Mass (grams) 423 248

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