Introduction Finite element Method reduces the

number of nodes/points from infinite into

CAE is a software used to analyse a CAD
a finite number with the help of
Geometry. CAE tools are being used, for
example, to analyse the robustness and discretization or meshing.
performance of components and assemblies.
Stress analysis on components and assemblies Each cell of the mesh represents an
using Finite Element Analysis (FEA). Thermal individual solution of the equation which,
analysis is on parts experiencing major thermal
when combined for the entire network,
impacts such as brake disc. Multibody
Kinematics and dynamic analysis is performed results in a solution for the complete mesh.
to obtain the optimum results in suspension
system. Tetrahedral mesh is used. It is a 3D
unstructured mesh i.e., meshes with
general connectivity whose structure is
ROLL CAGE random. These meshes are used for
complex geometries or geometries with
For designing a roll cage many factors are curved surfaces. The tetrahedral edge
considered such as impact bearing elements can produce either a negative or
capacity, vibrational damping capacity and positive phase error, depending on the
bearing all stationary loads of the vehicle direction of propagation through the
and the driver. element. For an unstructured mesh, phase
cancellation occurs since the orientation of
MESHING the tetrahedral elements are arbitrary.
Because of the cancellation, the numerical
Meshing is a part of the engineering
dispersion error is very low for meshes
simulation manner where complex
composed of well-shaped tetrahedral edge
geometries and models are divided into
elements.
simple elements that can be used as
discrete local approximations of the larger Finally, the generated mesh is improved by
domain. The Mesh can be resembled into giving different boundary conditions, by
any shape and size depending upon the inserting edge sizing, and by inserting
geometry and is used to resolve Partial boundary inflation to the design.
Differential Equations. In General, any
continuous object which is considered for FRONT IMPACT
analysis has an infinite number of points,
making it practically not possible to obtain
a finite number of equations and converge
to a solution. Hence, the first step in Finite
element Analysis is to perform the basic
calculations for a problem with Finite
number of points and then interpolate the
obtained results for the entire domain. The
 Equivalent Total deformation
stresses(MPA)
(mm)

Max Average Max Average

460.29 16.061 1.0827 0.74369

Front impact analysis is performed ROLL OVER

to simulate the vehicle having an head-on
Rollover analysis is performed to evaluate
collision with a stationary object such as a
the safety of the driver in the case of a
concrete wall or a tree stump or with
rollover. A rollover can occur due to impact
moving objects such as other vehicles. This
with the curb at high speeds or due to
analysis is critical to quantify the safety of
sudden steering input given to the vehicle
the driver in case of an accident. The main
at high speeds. These cases are more likely
members affected in this type of loading
to occur for an All Terrain Vehicle (ATV)
are the Lower Frame Side (LFS) members,
due to higher center of gravity, higher roll
Side Impact Members (SIM), SIM Lateral
centers and a softer suspension setup.
Cross (DLC) Member and Front Lateral
Hence, a rollover analysis is critical for the
Cross (FLC) Member. In this analysis, the
design of an ATV. The main members
suspension points are kept as supports and
affected in this type of loading are the Rear
the load is acted on the SIM Lateral Cross
Roll Hoop (RRH), Roll Hoop Overhead
(DLC) Member and Front Lateral Cross
(RHO) Members, Overhead Lateral Cross
(FLC) Member. The Maximum Front Impact
(BLC) Members, Upper Lateral Cross (CLC)
Force is calculated to be 25898.4 N. Static
Members, Front Bracing Members (FBM)
Structural Analysis is performed taking the
and the Fore/Aft Bracing Members (FAB
factor of safety as 2.1 and the equivalent
Rear). The Rollover Impact Force is
stresses (von-mises stresses) on the
calculated to be 4477.42 N. Static
primary and secondary members of the
Structural Analysis is performed taking the
frame are studied and checked whether
factor of safety as 2.1 and the equivalent
they are under the maximum permissible
stresses (von-mises stresses) on the
stress (i.e., yield strength of aluminium). If
primary and secondary members of the
the equivalent stresses exceed the
frame are studied and checked whether
maximum permissible stress, then the
they are under the maximum permissible
design of the frame is modified to ensure
stress (i.e., yield strength of aluminium). If
proper triangulation of frame members
the equivalent stresses exceed the
and additional gussets are added to
maximum permissible stress, then the
improve the distribution forces at the
design of the frame is modified to ensure
nodes.
proper triangulation of frame members
and additional gussets are added to away from their actual positions in the
improve the distribution forces at the static conditions. This affects the cornering
nodes. performance of the vehicle as the desired
camber or toe values are no longer
obtained. The Torsional Impact Force is
calculated to be 4477.42 N. Static
Structural Analysis is performed taking the
factor of safety as 2.1 and the total
displacement on the primary and
secondary members of the frame are
studied and checked whether they are
under a maximum permissible value. If the
displacements exceed the maximum
permissible values, then the design of the
frame is modified to ensure proper
triangulation of frame members and
Equivalent Total deformation
additional gussets are added to improve
stresses(MPA)
(mm) the distribution forces at the nodes. As a
result, the torsional rigidity of the frame is
improved
Max Average Max Average

391.16 8.7441 1.6073 0.47369

TORSIONAL

Torsional Analysis is performed to

determine the torsional rigidity of the Equivalent Total deformation
vehicle. Under track conditions, almost stresses (MPA)
always both lateral and longitudinal load (mm)
transfer occurs. This results in a resultant
diagonal load transfer. Due to this diagonal
Max Average Max Average
load transfer, the frame experiences a
torsional moment which results in the
deformation of the frame. As a result, the 331.51 8.1562 1.5389 0.6469
suspension points are slightly displaced
WHEEL ASSEMBLIES
FRONT HUB
The Front Hub is exposed to radial loads
due to Lateral and Longitudinal Load
Transfer, Jacking Forces, Bump Impact
Force and Frontal Impact Force on the
wheel and a Moment is experienced due to
Braking Force. Static structural analysis is
performed on the hub made of aluminum
in ANSYS Mechanical APDL. The boundary
conditions are : Impact force of 2053.33N
with a factor of safety 2.1 is applied and
EQUIVALENT TOTAL
brake torque of 300N-m is applied. The
STRESSES(MPA) DEFORMATION
equivalent stresses and total deformation
are studied and design changes are made (mm)
to the 3D model to ensure that the
maximum stress experienced by the Front
MAX AVERAGE MAX AVERAGE
Hub is lesser than the yield strength of
aluminium.

120. 18.406 0.004 0.0006487

4388

REAR HUB
The Rear Hub is acted upon by radial loads
due to Bump Impact Force, Lateral and
Longitudinal Load Transfer, Jacking Forces
and Moment experienced due to
Transmission and Braking. A static
structural analysis is performed in ANSYS
Mechanical APDL for two loading
conditions : impact (or bump) and braking
torque. The initial boundary conditions for
bump are : Impact force of 3080N in radial
direction with a factor of safety 2.1 is BUMP 68.7 11.177 0.02 0.000615
applied and for braking condition a brake & 06 246 42
torque of 300N-m is applied. The IMPAC
equivalent stresses and total deformation T
are studied and design changes are made
to the 3D model to ensure that the BRAKE 38.4 10.16 0.01 0.000325
maximum stress experienced by the Rear TORQ 22 814 44
Hub is lesser than the yield strength of UE 1
aluminium.

The equivalent stresses maximum and

average values are below the yield
strength of aluminium.

REAR UPRIGHT
The knuckle is a stationary support
member. For an All Terrain Vehicle (ATV),
the major loads acting on an
upright/knuckle are Impact forces from
bumps and potholes, Longitudinal and
Lateral Load Transfer due to
acceleration/braking and cornering
respectively and Jacking forces. Of these
loads, the Impact forces from
bumps/potholes, forces due to jacking and
load transfers act through the same line of
action and the Impact force from
bumps/potholes is significantly higher than
the other forces acting through the same
line of action under normal operating
conditions. Since, in-board braking is used
EQUIVALENT TOTAL at the rear, the moment due to braking at
STRESSES DEFORMATION the braking mounts does not occur for
Rear Uprights/Knuckles. Hence, static
(MPA) (mm) structural analysis under only Impact force
from bump/pothole is adequate for the
MAX AVERA MA AVERAGE design of Rear Upright.
GE X This Impact Force at the rear is
calculated to be 3080 N acting vertically
upward and this force acts at the bearing
 support. Static Structural Analysis is
performed in ANSYS Mechanical APDL
using a factor of safety 2.1. The equivalent
(von-mises) stresses, total and directional
deformation are monitored and design
changes are made to the 3D model to
ensure that the maximum stress
experienced by the Rear Upright is lesser
than the yield strength of aluminium.
to Load Transfer and Jacking), but with the
addition of a Moment Braking Force which
is the load acting on the brake caliper
mounts under braking. Here, the line of
action of the Impact Force due to
bump/potholes and Moment Braking
Force are different and hence both loads
are considered in the static structural
analysis.
The Impact Force at the front is calculated
to be 2053.33 N acting vertically upward
and the Braking Moment is calculated to
be 300 N-m. Static Structural Analysis is
performed in ANSYS Mechanical APDL
using a factor of safety 2.1. The equivalent
(von-mises) stresses, total and directional
deformation are monitored and design
changes are made to the 3D model to
ensure that the maximum stress
experienced by the Front Upright is lesser
than the yield strength of aluminium.

EQUIVALENT TOTAL DEFORMATION

STRESSES (MPA)
(mm)

MAX AVERAGE MAX AVERAGE

63.78 3.9351 0.004895 0.00030146

FRONT UPRIGHT
The Front Upright experiences EQUIVALENT TOTAL
similar loads as Rear Upright (i.e., Impact STRESSES (MPA) DEFORMATION
Force due to bump/potholes, Forces due (mm)
 MAX AVERAG MAX AVERAG using a factor of safety 2.1. The equivalent
E E (von-mises) stresses, total and directional
deformation are monitored and design
144.08 16.357 0.08082 0.00115 changes are made to the 3D model to
2 04 ensure that the maximum stress
experienced by the Front and Rear Control
Links are lesser than the yield strength of
aluminium.

ARMS
The Suspension Arms or Control Links are
the primary members connecting the
frame to the wheel assemblies. As a result,
the inertia forces from the frame and the
road loads from the wheels are all
transferred through these links and are
highly critical components in the
suspension assembly. The major loads
acting on the control links are Bump
Impact Forces, Frontal Impact Forces, TORSIONAL TEST ON SHAFT
Jacking Forces, Anti-Dive/Anti-Squat Drive shaft is a component used for
Forces, Lateral and Longitudinal Load transmitting torque and rotation, they are
Transfers. Among these forces, Bump subjected to torsional and shear stresses.
Impact Forces, Load Transfers and Jacking A static structural analysis is performed on
Forces act through the same line of action the drive shaft using ANSYS Mechanical
and Anti-Dive/Anti-Squat Force and Front APDL for observing the stresses and
Impact Forces act through the same line of deformation caused due to torque applied
action. The above-mentioned Anti- on the shaft. The boundary conditions
Dive/Anti-Squat Forces are the residual applied on the shaft are one end fixed and
force acting on the control links due to the torque of 300N-m is applied on the other
inertia of the unsprung mass of the vehicle end.
under braking or acceleration which is not
assimilated by the shock absorber.
The Frontal and Bump Impact Forces are
considered for the static structural
analysis.
This Bump Impact Force at the front and
rear are calculated to be 2053.33 N and
3080 N respectively acting vertically
upward. Static Structural Analysis is
performed in ANSYS Mechanical APDL
 Temperature distribution on
slotted,drilled & solid disc

Total heat flux on slotted, drilled & solid

THERMAL AND STRUCTURAL ANALYSIS
ON BRAKE DISC
The brake discs are exposed to thermal and
mechanical stresses, due to applications of
brakes frictional force acted upon the rotor
generates heat as the kinetic energy of the
vehicle is dissipated in the form of heat. A
steady state thermal analysis and static
structural analysis is performed on the disc
as heat is flown into the disc and an
opposing torque is applied on it.
disc
The purpose of performing steady state
thermal analysis is to analyse the better
design for better heat dissipation rate and
to choose the material of the disc. The
steady state thermal is performed on two
different materials Gray cast iron and
stainless steel.

By performing the steady state thermal

analysis, the total heat flux and the
temperature distribution along the disc
Total deformation
surface is studied. Analysis on three
different rotors: solid, drilled, slotted are
performed using ANSYS WORKBENCH. The
initial boundary conditions are heat flux on
the swept area and convection along the
surface of the disc with a film coefficient of
38W/m^2 K. The heat flux is calculated
using the heat generated inside the disc
Equivalent stress distribution of slotted
equals the kinetic energy absorbed.
disc

From the results obtained by steady state
thermal analysis Gray cast iron has higher
dissipation rate and Gray cast iron has
better thermal conductivity than stainless
steel, Gray cast iron is chosen as the
material for disc. Amongst the three types
of disc slotted and drilled disc have higher
heat flux compared to solid disc. Due to
lighter weight and higher heat dissipation
rate slotted disc is chosen. Static structural
analysis is performed on the slotted disc.
The equivalent stresses and deformation
are studied. The initial boundary
conditions are fixing the disc holes and
applying a moment of 300N-m and
opposing forces of 5000N on the swept
area of the disc.

DISCS GRAY CAST IRON STAINLESS STEEL

TOTAL TEMPERAT TOTAL TEMPERATURE(

HEAT FLUX URE (C) HEAT FLUX C)
(w/m^2 k) (w/m^2 k)

SOLID DISC 0.52781- 360.64- 0.39878- 400.27-

0.0033575
0.005673 261.62 175.03

DRILLED DISC 1.2951- 330.87- 0.73056- 385.11-

0.00077761
0.00082466 228.36 152.32

SLOTTED DISC 1.32- 316.27- 0.70725- 367.58-

0.00149 202.25 0.000869 128.55