Mayank Report

THE ULTIMATE OFF-ROADER: JARVIS
By
Mayank Singh (AUR1224069)
Under the guidance of
Mr. Abhishek Jain and Mr. Nitesh Singh Rajput
Department of Mechanical And Automation Engineering
Amity University Rajasthan
Kant Kalwar, Jaipur
May, 2016
1
THE ULTIMATE OFF-ROADER: JARVIS
By
Akshay Sharma (AUR1224010)
Mayank Singh (AUR1224069)
Diwakar Srivastava (AUR1224146)
Ashwani Kumar (AUR1224143)
Kanumalla Seshu Madhav (AUR1232002)
Mantri Harshith (AUR1224151)
Amit Yadav (AUR1224012)
Swagat Purohit (AUR1224128)
Himanshu Sharma (AUR1224051)
Under the guidance of
Mr. Abhishek Jain and Mr. Nitesh Singh Rajput
Department of Mechanical And Automation Engineering
Amity University Rajasthan
Kant Kalwar, Jaipur
May, 2016
2
TABLE OF CONTENTS Pages
DECLARATION ................................................................................................... ii
CERTIFICATE ..................................................................................................... iii
ACKNOWLEDGEMENTS .................................................................................. iv
ABSTRACT ........................................................................................................... v
LIST OF TABLES.................................................................................................. vii
LIST OF FIGURES................................................................................................ viii
LIST OF SYMBOLS .............................................................................................. ix
LIST OF ABBREVIATIONS ................................................................................ x
CHAPTER 1 Introduction…………………………………………………..15
1.1 Use of off road vehicle…………………………………………….......15

1.2 Technical aspect of off-road vehicle……………………………. ……16
1.3 Construction of off road vehicle……………………………………….17
1.4 Tools required for the making of off-roader……………………….. …19
Chapter 2 Pre production………………………………………………… 22
2.1 Design of roll cage……………………………………………………. 22
2.2 Analysis of roll cage………………………………………………….. 24
2.2.1 Frontal impact test………………………………………………… 24
2.2.2 Rear impact test………………………………………………………28
2.2.3 Torsional test…………………………………………………………31
2.2.4 Roll over test………………………………………………………….35
2.2.5 Side impact test……………………………………………………….38
2.2.6 Modal test of selected material AISI 1018……………………………42
2.3 Suspension……………………………………………………………....44
3
2.3.1 Suspension Kinetics…………………………………………………...44
2.3.1.a. The suspension stiffness and damping……………………………...46
2.3.2.b. The sprung and unsprung mass…………………………………….47
2.3.3.c. The tire cornering stiffness…………………………………………48
2.3.2. Suspension kinematics………………………………………………..49
2.3.2.a. Choosing the dimensions of the vehicle……………………………49
2.3.2.b. Designing the suspension a arms and wheel hub…………………...51
2.3.2.c Choosing the suspension geometry angles………………………….53
2.3.2.d. Analysis of front and rear suspension geometry……………………59
2.4 Steering………………………………………………………………….63
2.4.1. Brief description of steering parts…………………………………….64
2.4.2. Working of existing steering mechanism……………………………..65
2.4.3. Steering principles and components…………………………………..66
2.4.4. Implementation of 3mi4ws……………………………………………69
2.5. Engine & drivetrain……………………………………………………...71
2.5.a Maruti 800 engine specifications………………………………………73
2.5.b Analysis for selection of transmission system…………………………74
2.6.c. Grade ability…………………………………………………………...76
2.6.d.Noise, vibration, harshness (nvh)……………………………………....76
2.6.e Tire selection…………………………………………………………...77
2.7 Brakes…………………………………………………………………….78
Chapter 3 Production of Jarvis……………………………………………......79

3.1 manufacturing procedures of roll cage……………………………………79
3.2 disassembly of maruti 800………………………………………………...81
3.3 construction of the vehicle………………………………………………...83
Chapter 4 result………………………………………………………...……...89
Chapter 5 Conclusion………………………………………………………….91
References……………………………………………………………………..92
4
CERTIFICATE
I hereby certify that the work which is being presented in the B.Tech
(Mechanical And Automation Engineering) Project Report entitled “THE
ULTIMATE OFF ROADER: JARVIS”, in partial fulfilment of the requirements
for the award of the Bachelor of Technology in Mechanical & Automation
Engineering and submitted to the Department of Mechanical & Automation
Engineering of Amity School of Engineering and Technology, Amity University
Rajasthan is an authentic record of my own work carried out during a period from
January 2016 to May 2016 under the supervision of Mr. Abhishek Jain
(coordinator), M&AE Department.
The matter presented in this thesis has not been submitted by me for the
award of any other degree elsewhere.
Signature of Candidate
Mayank singh
Roll no.AUR1224069
This is to certify that the above statement made by the candidate is correct to the
best of my knowledge.
Signature of Supervisor(s)
Date: Name & Designation
5
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
Mayank singh
Roll No. AUR1224069
Date: May 2,2016
6
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
Assistant Professor Abhishek Jain, Nitesh Singh Rajput and Dr. rahul singh
sikarwar .Department of Mechanical & Automation Engineering, Amity School
of Engineering and Technology, Amity University Rajasthan, for his constant
support and guidance throughout the course of our work. His sincerity,
thoroughness and perseverance have been a constant source of inspiration for
us. It is only his cognizant efforts that our endeavours have seen light of the day.
We extend our gratitude towards Director of ASET Dr D D Shukla for his
constant support and guidance. 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. Last but
not the least, we acknowledge our friends for their contribution in the completion
of the project.
Signature:
Mayank singh
Roll No. AUR1224069
Date : May 2,2016
7
ABSTRACT
Aim of this project is to construct an off road vehicle under the objective of
making it as cheap as much possible. The inspiration for this vehicle is from Tata
Nano the 1lakh car. Our objective is to construct an all-terrain vehicle with
reliable performance and maximum output under the mark of 1lakh Rupees.
An off-road vehicle is considered to be any type of vehicle which is capable

of driving on and off paved or gravel surface. It is generally characterized by
having large tires with deep, open treads, a flexible suspension, or
even caterpillar tracks.
To be able to drive off the pavement, off-road vehicles need several

characteristics: They need to have a low ground pressure, so as not to sink into
soft ground, they need ground clearance to not get hung up on obstacles, and they
need to keep their wheels or tracks on the ground so as not to lose traction.
Wheeled vehicles accomplish this by having a suitable balance of large or
additional tires combined with tall and flexible suspension. Tracked
vehicles accomplish this by having wide tracks and a flexible suspension on the
road wheels.
8
LIST OF SYMBOL
₹ ………………………………………… Rupees
®…………………………………………. Registered
Ø…………………………………………. Diameter
™…………………………………………Trade Mark
9
LIST OF ABBREVIATIONS
ATV …………………………..All-Terrain Vehicle
SUV…………………………..Sport Utility Vehicle
ORV…………………………..Off-Road Vehicle
AWM………………………….Arc Welding Machine
FMAW…………………………Flux Metal Arc Welding
10
LIST OF TABLES
Table 1 Properties of various materials……………………………..19
Table 2 Dimension of the Jarvis…………………………………….46
Table 3 Suspension angles…………………………………………..51
Table 4 Traction at different gear ratios………………………….....71
Table 5 Total price…………………………………………………..85
Table 6 Performance………………………………………………...85
11
LIST OF FIGURES
FIG 1.1: Mahindra and mahindra used by indian army

FIG 1.2: Arc welding machine
FIG1.3: Grinding machine
FIG1.4: Portable drilling machine
FIG2.1: Completed roll cage
FIG2.2: Total deformation in case when material is AISI 1018
FIG2.3: Factor of safety in case when material AISI 1018
FIG2.5: Factor of safety in case when material is AISI 4130
FiG2.13: Factor of safety in case when material is AISI 4340
FIG2.23: Factor of safety in case when material is AISI4130
FIG2.24: Total Deformation in case when material is AISI 4340
FIG2.26: Total Deformation in case when material is AISI 1018
Fig 2.27: Factor of safety in case when material is AISI 1018
Fig 2.28: Total Deformation in case when material is AISI 4130
12
Fig 2.32: Total Deformation at different frequencies
Fig 2.33: Graph of variation of deformation at every second.
FIG 2.34 Vertical axis system
Fig. 2.35 The front and the rear suspension amplitudes as a function of time.
Fig 2.36 Oversteering and Understeering Vehicle
Fig 2.37 Vehicle Dimensions
FIG 2.38:Total deformation when applied a force of 4000N at centre of gravity
FIG 2.39: Stress Anaylsis of wheel hub
FIG 2.40: Bump (mm) (x-axis) versus Toe, Camber and Castor angles
Figure 2.40: Anti Squat Angle
Figure 2.41: Anti Squat Reaction
Figure 2.42: Longitudinal wheel travel
Figure 2.43: Jarvis full suspension geometry without powertrain
Figure 2.44: front suspension geometry static ride analysis in hyperworks.
Figure 2.45: Front suspension geometry static roll analysis in hyperworks.
Figure 2.46: Rear suspension geometry static roll analysis in hyperworks.
Figure 2.47: Rear suspension geometry static ride analysis in hyperworks.
Figure 2.48: Roll Center Lateral Position
Figure 2.49: Roll Center Vertical Position
Figure 2.50: Roll Stiffness
Figure 2.51: Track Width Change
Figure 2.52:Basic components of steering system
Figure 2.53: Diagram of king pin angle
Figure 2.54: Double wishbone & coil spring suspension
Figure 2.55: Wheel disc
Figure 2.56: Rack & Pinion Gear Box
13
Figure 2.57: Steering angle (deg) (x-axis) vs. camber angle, toe angle and roll
center.Steering angle (deg) (x-axis) vs. camber angle, toe angle and roll center
indicates minimum deviations of all three.
Figure 58: Torque vs Power Graph for maruti 800 engine.
Figure 59: Volume metric efficiency and unit horse power curves of typical
pontiac engine.
FIG 2.39: Brake Callipers
FIG 3.1: Model with the PVC Pipes.
FIG 3.2: Arrangement of base of roll cage
FIG3.3: Lower part of the Roll Cage
FIG 3.4: Complete Roll Cage of AISI 1018
FIG 3.5: Engine of Maruti Suzuki 800
FIG 3.6: Mounted engine on the Roll Cage
FIG 3.7: Mounted engine and seat
FIG 3.8: Gear Assembly of the Vehicle
FIG 3.9: Lower Suspension
FIG: 3.10: Mounting Brackets
FIG 3.11: Nut and Bolt used for mounting suspension
FIG 3.12: Suspension and wheel assembly
FIG 3.13: Shock Absorber on the rear wheels
FIG3.14: Radiator at the back connected to Engine.
14
CHAPTER 1
INTRODUCTION
Powered off-road vehicles have come into wide use in many parts
of the world in agriculture, construction, cross-country transportation and
military operations since the turn of last century. In spite of rapid progress
in technology, the development of cross-country vehicles has, for a long
period of time, been guided by empiricism and the ‘cut and try’
methodology. Systematic studies of the principles underlying the rational
development of off-road vehicles did not receive significant attention until
the middle of the 20th century.
Off-road vehicles have an enthusiastic following because of their many uses and
versatility. Several types of motorsports involve racing off-road vehicles. The
three largest "4-wheel vehicle" off-road types of competitions are Rally, Desert
Racing, and Rock crawling. The three largest types of All Terrain Vehicle (ATV)
/ Motorcycle competitions are Motocross, Endure, and also Desert Racing
like Dakar Rally and Baja 1000.The most common use of these vehicles is
for sight-seeing in areas distant from pavement. The use of higher clearance and
higher traction vehicles enables access on trails and forest roads that have rough
and low traction surfaces.
 USE OF OFFROAD VEHICLE

European militaries and utilities have used Land Rover
Defenders, Haflingers, Pinzgauers, Volvo L3314, and Mercedes-
Benz Unimogs for all-terrain transportation. The Portuguese UMM Alter is less
common.
15
The military market for off-road vehicles used to be large, but, since the fall of
the Iron Curtain in the 1990s, it has dried up to some extent. The U.S. Jeep,
developed during World War II, coined the word many people use for any type
of light off-road vehicle. In the U.S., the Jeep's successor from the 1980s on was
the AM General HMMWV. The Eastern Bloc used the GAZ-69 and UAZ-469 in
similar roles.
FIG 1.1: MAHINDRA AND MAHINDRA USED BY INDIAN ARMY
1.2 TECHINAL ASPECT OF OFF-ROAD VEHICLE

To be able to drive off the pavement, off-road vehicles need several
characteristics: They need to have a low ground pressure, so as not to sink into
soft ground, they need ground clearance to not get hung up on obstacles, and they
need to keep their wheels or tracks on the ground so as not to lose traction.
Wheeled vehicles accomplish this by having a suitable balance of large or
16
additional tires combined with tall and flexible suspension. Tracked
vehicles accomplish this by having wide tracks and a flexible suspension on the
road wheels.
The choice of wheels versus tracks is one of cost and suitability. A tracked drive-
train is more expensive to produce and maintain. Wheeled drivetrains are cheaper
and give a higher top speed. The tracked drive-train has greater off-road
capability.
Most off-road vehicles are fitted with especially low gearing. This allows the
operator to make the most of the engine's available power while moving slowly
through challenging terrain. An internal combustion engine coupled to a
normal gearbox often has an output speed too high. The vehicle often has one of
two things, either a very low ("granny") first gear (like the all-wheel
drive Volkswagen Transporter (versions) or an additional gearbox in line with the
first, called a reduction drive. Some vehicles, like the Bv206 in the picture on the
right, also have torque converters to further reduce the gear.
Many wheeled off-road vehicles provide power to all wheels to keep traction on
slippery surfaces. For a typical four-wheel vehicle this is known as four-wheel
drive. Vehicles designed for use both on and off road may be designed to be
switched between two-wheel drive and four-wheel drive so that the vehicle uses
fewer driven wheels when driven on the road.
1.3 CONSTRUTION OF OFF ROAD VEHICLE
To construct off road vehicle first and foremost requirement is to make a choice
of off road vehicle to construct. Another major requirement would to follow all
the law present in the country as well as proper knowledge of off road vehicle as
well as cars.
17
Safety is another major concern for off road vehicle. SUV's are built with
higher ground clearance for off-road use and thus have a higher centre, therefore
increasing the risk of rollover. When an SUV turns, the vehicle's mass resists the
turn and carries the weight forward, thus allowing the traction from the tires to
create a lateral centripetal force as the vehicle continues through the turn. The
conflict between the top weight of the SUV's desire to go straight while
the friction of the tires on the road cause the bottom of the vehicle to move away
and out from under the vehicle during a turn.
SUVs are more likely to be in rollover accidents than passenger cars. According
to a study conducted in the United States, SUVs have twice the fatality rate of
cars and have nearly tripled the fatality rate in rollover accidents. Of vehicles in
the United States, light trucks (including SUVs) represent 36 percent of all
registered vehicles. They are involved in about half of the fatal two-vehicle
crashes with passenger cars, and 80 percent of these fatalities are to occupants of
the passenger cars.
Another concern for off road is environment. In India, the number of ORV users
since 1972 has climbed sevenfold—from five million to 36 million in
2000.Government policies that protect wilderness but also allow recreational
ORV use have been the subject of some debate within the United States and other
countries.
All trail and off-trail activities impact natural vegetation and wildlife, which can
lead to erosion, invasive species, habitat loss, and ultimately species loss
decreasing an ecosystem's ability to maintain homeostasis. ORV's cause greater
stress to the environment than foot traffic alone and ORV operators who attempt
to test their vehicles against natural obstacles can do significantly more damage
than those who follow legal trails. Illegal use of off-road vehicles has been
identified as a serious land management problem ranked with
dumping garbage and other forms of vandalism. Many user organizations, such
18
as Tread Lightly and the Sierra Club, publish and encourage appropriate trail
ethics.
ORVs have also been criticized for producing more pollution in areas that might
normally have none. In addition to noise pollution that can cause hearing
impairment and stress in wildlife, according to the U.S. Forest Service, old-
style two-stroke engines (no longer a component of new off-road vehicles,
although some are still in use) "emit about 20 to 33 percent of the consumed fuel
through the exhaust" and "discharge from two-stroke snowmobile engines can
lead to indirect pollutant deposition into the top layer of snow and subsequently
into the associated surface and ground water.In 2002, the United States
Environmental Protection Agency adopted emissions standards for all-terrain
vehicles that "when fully implemented in 2012...are expected to prevent the
release of more than two million tons of air pollution each year—the equivalent
of removing the pollution from more than 32 million cars every year."
1.4 TOOLS REQUIRED FOR THE MAKING OF OFF-

ROADER
For the design of the roll cage and the entire body Solidworks 12 was used.
SolidWorks is a solid modeller, and utilizes a parametric feature-based approach
to create models and assemblies. The software is written on Parasolid-kernel.
Parameters refer to constraints whose values determine the shape or geometry of

the model or assembly. Parameters can be either numeric parameters, such as line
lengths or circle diameters, or geometric parameters, such as tangent, parallel,
concentric, horizontal or vertical, etc. Numeric parameters can be associated with
each other through the use of relations, which allow them to capture design intent.
19
Design intent is how the creator of the part wants it to respond to changes and
updates. For example, you would want the hole at the top of a beverage can to
stay at the top surface, regardless of the height or size of the can. SolidWorks
allows the user to specify that the hole is a feature on the top surface, and will
then honour their design intent no matter what height they later assign to the can.
For the analysis of roll cage ANSYS 14 was used. ANSYS Mechanical is a finite
element analysis tool for structural analysis, including linear, nonlinear and
dynamic studies. This computer simulation product provides finite elements to
model behaviour, and supports material models and equation solvers for a wide
range of mechanical design problems. ANSYS Mechanical also includes thermal
analysis and coupled-physics capabilities involving acoustics, piezoelectric,
thermal–structural and thermo-electric analysis.
Electrical powered tools such as Arc Welding Machine, Grinding Machine,

Drilling machine was employed.
FIG 1.2: ARC WELDING MACHINE
FIG 1.3: GRINDING MACHINE

20
FIG 1.4: PORTABLE DRILLING MACHINE
Other hand held tools such as pliers, sockets, hammers, screwdrivers, wrenches,
clamps, cutting tools are also employed.
21
CHAPTER 2
PRE-PRODUCTION
2.1 Design of Roll Cage
Roll Cage is designed by using Solidworks 2012. Designing of the roll is the most
important aspect of the process as it gives us the baseline for how to progress with
our production. Automotive design is the profession involved in the
development of the appearance, and to some extent the ergonomics, of motor
vehicles or more specifically road vehicles.
This most commonly refers to automobiles but also refers

to motorcycles, trucks, buses, coaches, and vans. The functional design and
development of a modern motor vehicle is typically done by a large team from
many different disciplines included within automotive engineering. Automotive
design in this context is primarily concerned with developing the visual
appearance or aesthetics of the vehicle, though it is also involved in the creation
of the product concept. Automotive design is practiced by designers who usually
have an art background and a degree in industrial design or transportation design.
Material chosen for the frame is AISI 1018,AISI 4340,AISI 4130 schedule 40
steel with a radius of 25 mm and a wall thickness of 6 mm. Some bracing
members have 2mm wall thickness. Joining method used will be Flux Metal Arc
Welding. This method was compared with Metal Inert Gas Welding and found to
be giving welds of equal strength. FMAW was chosen since it is more
economical. The earlier frame design is shown below. The forces used in its
analysis were too low in magnitude. New values of impact and torsional forces
were calculated.
22
Properties of various materials are as given in the table below:
Table 1 Properties of various materials
23
FIG 2.1: COMPLETED ROLL CAGE
When space between A-pillars was increased to improve field of vision, the
rigidity of the frame was significantly reduced. Also, front structural members
were too complicated to manufacture. Therefore, the front of the car was
redesigned. The new frame design is shown below. This was subsequently
analysed in ANSYS for frontal impact, rear impact, side impact, modal, front
bump, torsion and rollover tests.
2.2 Analysis of roll cage
2.2.1 Frontal Impact Test:
For a perfectly inelastic collision, energy transferred is DE = ½

(m1m2/m1+m2)(u2-u1)2 where m1 and m2 are masses of two vehicles and u1
and u2 are corresponding velocities. Assuming m1=m2=400kg and u2=0 (vehicle
at rest), DE = 1/4 m1u12 & F=DE/t where t=100ms Then, F= [.25 x 350 x
(16.67)^2] / [10x.1] =16000N Hence, a frontal impact force of 4000N was applied
24
at 4 points on the frame. The back of the frame was completely constrained. The
deformation and stresses are shown below for all three materials.
Fig 2.3: Factor of safety in case of AISI 1018
25

26
Fig 2.7:Factor of safety in case when material is AISI 4340
27
From the above result the maximum deformation in case of AISI 4340 with
34.134mm and highest FOS is of AISI 4130 with 4.688.
2.2.2 REAR IMPACT TEST:

(16.67)^2] / [10x.1] =16000N Hence, a rear impact force of 4000N was applied
at 4 points on the frame. The front of the frame was completely constrained. The
deformation and stresses are shown below for all three materials.
Fig 2.8:Total Deformation in case when material is AISI 1018
28
Fig 2.9:Factor of Safety in case when material is AISI 1018
29
30
49.654 mm and highest FOS is of AISI 4340 with 3.8324.
2.2.3 TORSIONAL TEST:

For torsion test, a force equivalent to the gross weight of the vehicle (4000N)
was applied at one of the 2 corners of the frame while constraining the other 2.
The deformation and stresses are shown below for all three materials.
31
32
33

34
2.2.4 ROLL OVER TEST:
In the rollover test, a force equivalent to the gross weight of the vehicle (4000N)
was applied to one of the top corners of the frame while constraining the base.
35
36
37
2.2.5 SIDE IMPACT TEST:

(16.67)^2] / [10x.1] =16000N Hence, a side impact force of 8000N was applied
at 2 points on the frame. The front and back of the frame was completely
constrained. The deformation and stresses are shown below for all three materials.
38
39

40

41
From all the result collected from above data the material AISI 1018 steel was
selected for making of the off road vehicle.
The modal test was perfomed on the selected material to check its stability with
vibrations.
2.2.6 MODAL TEST OF SELECTED MATERIAL AISI 1018:
Modal analysis is the study of the dynamic properties of structures

under vibrational excitation.
Modal analysis is the field of measuring and analysing the dynamic response of
structures and or fluids during excitation. Examples would include measuring the
vibration of a car's body when it is attached to an electromagnetic shaker, or
the noise pattern in a room when excited by a loudspeaker. Modern day modal
analysis systems are composed of 1)sensors such
as transducers (typically accelerometers, load), or non-contact via a Laser
barometer, or stereo photogrammetric cameras 2) data acquisition system and an
analog-to-digital converter frontend (to digitize analog instrumentation signals)
and 3) host PC (personal computer) to view the data and analyse it.
In structural engineering, modal analysis uses the overall mass and stiffness of a
structure to find the various periods at which it will naturally resonate. These
periods of vibration are very important to note in earthquake engineering, as it is
imperative that a building's natural frequency does not match the frequency of
expected earthquakes in the region in which the building is to be constructed. If
a structure's natural frequency matches an earthquake's frequency, the structure
may continue to resonate and experience structural damage. Modal analysis is
42
also important in structures such as bridges where the engineer should attempt to
keep the natural frequencies away from the frequencies of people walking on the
bridge. This may not be possible and for this reasons when groups of people are
to walk along a bridge, for example a group of soldiers, the recommendation is
that they break their step to avoid possibly significant excitation frequencies.
Other natural excitation frequencies may exist and may excite a bridge's natural
modes. Engineers tend to learn from such examples (at least in the short term)
and more modern suspension bridges take account of the potential influence of
wind through the shape of the deck, which might be designed in aerodynamic
terms to pull the deck down against the support of the structure rather than allow
it to lift. Other aerodynamic loading issues are dealt with by minimising the area
of the structure projected to the oncoming wind and to reduce wind generated
oscillations of, for example, the hangers in suspension bridges.
To perform modal analysis different frequency of vibrations are subjected to the
roll cage with its base completely fixed, at regular interval of time.
Fig 2.32: Total Deformation at different frequencies
43
FIG 2.33: Graph of variation of deformation at every second.
2.3 SUSPENSION
2.3.1 SUSPENSION KINETICS
Suspension kinetics is an analysis that is important to the overall
performance of the vehicle because it is what determines if the vehicle
is capable of absorbing ground loads; it is what judges the comfort of
the driver, it is what determines if the vehicle will roll or not; and it is
what determines the resonant frequency of the chassis, the shock and
the tire; it is what determines the handling performance of the vehicle.
The vehicle will see a wide range of vibrations because of the speeds it
travels and the boundaries it travels on, thus it is important to analyze
the resonant frequency of the suspension components and the chassis.
The ride quality (or vertical dynamics) of a vehicle can be analyzed
44
using the half car model. The handling performance of the vehicle can
be analyzed using the bicycle model. However before each of these
models are considered it is important to define the vehicle axis and the
appropriate rotations about each of the axis.The conventional axis
system is placed at the center of mass of the vehicle with the x axis
pointing towards the front of the vehicle, the y axis pointing towards
the right side of the vehicle, and the z axis pointing towards the bottom
of the vehicle. The x axis is known as the longitudinal axis, the y axis
is known as the lateral axis, and the z axis is known as the vertical axis.
The rotation about the x axis is know as roll, the rotation about the y
axis is known as pitch and the rotation about the z axis is known as
yaw.
Vehicle ride modeling is the study of the motions transmitted to the
vehicle chassis, and thus the motions felt by the passengers in the
vehicle. The motions transmitted to the vehicle chassis come from the
vibration of the suspension as it absorbs the motion coming from the
disturbance at the ground. It is these vibrations that cause the
passengers to feel uncomfortable when they are riding in a vehicle.
Therefore, vehicle ride problems arise from the vibrations of the
vehicle body (chassis). One of the main objectives of the suspension
system is to control the vibrations of the vehicle body in order to
provide a comfortable ride for the driver.
A double wishbone suspension setup was chosen for the front as well as rear as
it is lightweight, independent and prevents deflection during hard cornering
which ensures that the steering and wheel alignment stay constant. Other types
like McPherson strut and trailing arm were rejected because of weight
45
considerations. In automobiles, a double wishbone (or upper and lower A-
arm) suspension is an independent suspension design using two (occasionally
parallel) wishbone-shaped arms to locate the wheel. Each wishbone or arm has
two mounting points to the roll cage and one joint at the knuckle. The shock
absorber and coil spring mount to the wishbones to control vertical movement.
Double wishbone designs allow the engineer to carefully control the motion of
the wheel throughout suspension travel, controlling such parameters as camber
angle, caster angle, toe pattern, roll center height, scrub radius, scuff and more.
FIG 2.34 Vertical axis system
2.3.1.a. The Suspension Stiffness and Damping

The suspension stiffness is one of the most important parameters when
considering the vertical performance of the vehicle. It is generally best to have a
moderate spring rates. This is because low spring rates reduce the tire deflection
which increases the tire grip, however it also allows for increased body motions
(in roll and in pitch) which are harmful to the overall handling performance of
the vehicle. The opposite is true for high spring rates. Therefore, there should
be a compromise between implementing high and low suspension stiffness’.
Also, according to Maurrie Olley the following set of rules should be followed
46
when designing a suspension system for the comfort of the passenger, and they
are:
1. Front suspension should have a 30% lower ride rate than rear suspension
2. Pitch and bounce frequencies should be close together, bounce frequency
should be 1.2 times the pitch frequency 3. Neither the bounce nor the roll
frequency should be greater than 1.3Hz.
The reason for this is that the front of the vehicle will ride over the bump (or
disturbance) first creating an excitation in the front suspension, and then seconds
later the rear suspension will ride over the bump creating an excitation in the rear
suspension. If the two suspension rates are identical the phase lag between the
front and the rear suspensions will create an undesirable motion in pitch. There
have been studies that have shown that the driver/passenger is/are very
uncomfortable in pitch motion, it tends to cause neck muscle strains. Therefore,
by increasing the suspension rate in the rear suspension allows for the rear of the
vehicle to “catch up” to the front of the vehicle.
Fig. 2.35 The front and the rear suspension amplitudes as a function of time.
2.3.2.b. The Sprung and Unsprung Mass
The mass of the vehicle is an important parameter in the analysis of the

vertical dynamics of the vehicle. The mass of the vehicle is one of the
47
main parameters in which will decide the deflections of both the front
and the rear tires, and the suspension units when they are excited. The
mass of the vehicle is divided into two parts the sprung mass and the
unsprung mass. The sprung mass consists of everything the suspension
units have to support, and these include the chasis, and the engine. The
unsprung mass consists of everything the tires have to support, and
these include the front and rear axles. Typically the sprung mass is of
an order of magnitude greater than the unsprung mass.the unsprung
mass of a vehicle is 80 kgand sprung mass of a vehicle is 320 kg.
2.3.3.c. The tire cornering stiffness
The tire cornering stiffness is an important parameter in determining

the handling performance of the vehicle. It is to some extent arbitrary;
each tire has its own stiffness, and the tires on a vehicle can be changed.
Therefore the cornering stiffness can be chosen by the user to precisely
predict turning (cornering) characteristics of the vehicle. It is this
parameter that will determine whether the car is an understeering (the
actual cornering radius increases with vehicle speed) or an oversteering
(the actual cornering radius decreases with vehicle speed) automobile
because the center of mass of the vehicle is a fixed parameter (Figure
7: Oversteering and Understeering Vehicle). It is generally better to
have an understeering vehicle, because the vehicle is normally more
stable. In an oversteering case, the vehicle oversteers the turn, and the
driver will be forced to decrease the steering angle as he/she turns in
order to stay on the desired path (the path the vehicle takes when there
is no lateral slipping).
Figure 2.36 Oversteering and Understeering Vehicle
48
2.3.2.Suspension Kinematics
The independent double A-Arm suspension type was chosen for both
the front and the rear suspension systems. The double A-Arm type
suspension was chosen because it allows for the suspension
characteristics to be easily adjusted and gives more control over the
toe, camber, and scrub over the range of wheel travel. Also this type
of suspension provides better packaging space inside the chassis and
allows the wheels to move independently and thus give the vehicle
better handing over rough terrain. There are several parameters that
need to be considered when designing the kinematics characteristics
of the front and rear suspension systems, these parameters are:
- Wheel Base,
-Track Width and Ride Height
- Wheel Orientation.
- Suspension Angles
- Roll center location and roll stiffness
- Unsprung mass
- Steering characteristics
- Acceleration and Braking
The steps taken to design the suspension kinematics for the jarvis
vehicle are outlined below:
2.3.2.a. Choosing the dimensions of the vehicle
The front and rear characteristics are very closely related and
therefore, must be designed simultaneously. Before designing the
suspension points, some parameters had to be chosen based on last
year’s Baja vehicle, these parameters are the Track width, Wheel base
and the Ride height.
49
Figure 2.37 Vehicle Dimensions
 Track Width: The track width of the vehicle was chosen to

reduce the bending moment acting on the control arms as well
as improve the turning radius and stability of the vehicle. By
increasing the track width the control arms are subject to higher
stress as a result of the bending moment induced by the shock
acting on the control arms and the vertical forces acting on the
tire. On the other hand, the front track width should always be
wider than the rear. This allows the vehicle to handle better
around corners and reduces the turning radius.
 Wheel Base: The wheel base length has a great impact on the
turning radius and the pitch and bounce frequencies. However, it
is mainly dictated by the length of the frame, where the frame
has to be designed to provide enough pedal room for the driver
in the front and room for the engine and drivetrain assembly in
the rear. Therefore, the wheel base length was reduced as much
as possible while still satisfying the frame requirements.
 Ride Height: In an ATV it is crucial to have enough ground

clearance from the bottom of the chassis to give the car the
capability of going over any terrain, and thus prevent direct hits
to the chassis during the driving.
Front track width 59”

Rear track width 77.5”
Ride Height 12”
Wheel base 66.5”
Table 2 Jarvis dimensions
50
2.3.2.b. Designing the suspension A arms and wheel hub
Double wishbone suspension provides the engineer more free parameters than
some other types do. It is fairly easy to work out the effect of moving each joint,
so the kinematics of the suspension can be tuned easily and wheel motion can be
optimized. It is also easy to work out the loads that different parts will be
subjected to which allows more optimised lightweight parts to be designed. They
also provide increasing negative camber gain all the way to full jounce travel,
unlike the MacPherson strut, which provides negative camber gain only at the
beginning of jounce travel and then reverses into positive camber gain at high
jounce amounts.
Conversely, it may take more space and is slightly more complex than other
systems like a MacPherson strut. Due to the increased number of components
within the suspension set up it takes much longer to service and is heavier than
an equivalent MacPherson design. At the other end of the scale, it offers less
design choice than the more costly and complex multi-link suspension system.
The front suspension works with a double A-arm system. Both upper and lower
arms have identical length so the wheels vertical plane is maintained at all times
during shock travel. Front suspension is equipped with two FOX 2.0 Air shocks
with 11.43cm (4.5in) of travel. This setup gives us 26.67cm (10.5in) of total
wheel travel, giving the car great ability to manage rocks, bumps and other
obstacles while maintaining good traction.
Material used for wishbones is same as the frame material. As seen below, for a
1KN force on the ball joint and shock absorber mounting, the max stress obtained
is 63Mpa, which gives a FOS of 5.46.
51
FIG 2.38: Total deformation when applied a force of 4000N at center of gravity
WHEEL HUB
A Wheel hub assembly (WHA), also referred to as hub assembly, wheel hub unit,
wheel hub bearing, etc., is an automotive part used in most cars, passenger
vehicles and light and heavy trucks.
It is located between the brake drums or discs and the drive axle. On the axle side,
it is mounted to the holding bracket from the chassis; on the disc side, the wheel
is mounted to the bolts of the WHA. When replacing, a wheel hub assembly
should be torqued to the vehicle's specifications to prevent failure.
Front hubs are OEM and are made of cast iron with a hardened steel stub axle.
Rear hubs are made of mild steel (hardened). Rear hubs were designed to
incorporate the double wishbone suspension and also to enable mounting of disc
brakes.
52
FIG 2.39: Stress Anaylsis of wheel hub
2.3.2.c Choosing the suspension geometry angles

One of the main advantages of the Short Long Arms Independent
suspension is that it allows the orientation of the wheels to be easily
adjusted by setting the suspension geometry. The main suspension
alignment parameters are the camber angle, the toe angle as well as the
caster angle. It is very important to select the static angles to optimize
the performance of the vehicle since these angles have an impact on
acceleration, braking and steering. The following describes the factors
that were considered when designing the suspension geometry angles:
 Camber Angle: The camber angle has a great impact on the

handling characteristics of the vehicle. Depending on the
application, the camber angle can be designed to be positive or
53
negative. A positive camber angle reduces the contact patch of
the tire, which maximizes the amount of forces acting on the tire
during cornering, result in an undesirable tire wear patterns and
hence affects the handling of the vehicle. Therefore, the Baja
vehicle was designed with a small negative camber angle in the
front and rear suspension systems to allow for better cornering
characteristics and reduce the lateral load going through the
control arms. In addition to that a negative camber angle in
cornering allows the vehicle to have an over steer characteristic
which is desirable. If the initial static camber angle is set to zero
the suspension will gain positive angle as the wheel travel, thus it
is important to set the static camber angle at a small negative
value in order to maintain the negative camber angle throughout
the range of wheel travel.
 Toe Angle: The main performance areas that are affected by the
toe angle are the tire wear, straight line stability, steering,
acceleration and breaking. If the vehicle is designed with a toe out
angle the wheels become at odds with each other, and thus any
slight turn in front wheels will cause the inner wheel to turn at a
sharper angle than the outer wheel and prompt a quick steering
response. On the other hand if the vehicle is designed with a toe
in angle the wheels are aligned towards each other, which gives
the vehicle more straight line stability and makes the steering less
responsive.
54
 Caster Angle: The caster angle has a great impact on the
handling characteristics. Depending on whether the vehicle is
front wheel drive or rear while drive the caster angle can be
chosen to be negative or positive. Choosing a zero angle of caster
is undesirable since it allows the external vertical forces to travel
through one point of contact which introduces instability in the
vehicle. Given the fact that the Baja vehicle is rear wheel driven,
a trailing positive caster angle is set at the front and rear wheels.
The positive caster angle provides a self centering force for the
steering and makes the car easier to drive in a straight line. On the
other hand, a large caster angle is not recommended since it will
make the steering much heavier and less responsive. In the case
of a jarvis where no power steering is available, keeping the caster
angle within a small range is crucial. Thus, the caster angle should
be kept between 0 degrees to 5 degrees (positive trailing).
Front camber 2 degrees

Rear camber 2 degrees
Front toe 0 degrees
Rear toe 0 degrees
Caster 4 degree
Table 3 cater, camber and toe angles
55
FIG 2.40: Bump (mm) (x-axis) versus Toe, Camber and Castor angles
 Anti Squat and Anti Dive: The main causes for the “squat” and
“dive” effects are the braking and acceleration of the vehicle. In
the case of the jarvis which is a rear wheel drive, as the vehicle
begins to accelerate the vertical loads acting on the rear
suspension begin to increase as a result of the sprung mass
distribution shifting to the rear. At the same time the shift in
weight distribution to the rear decreases the loads acting on the
front suspension. Therefore, as the vehicle accelerates the rear
suspension is forced to jounce and the front suspension is forced
to rebound, this combination of jounce and rebound results in the
vehicle pitching towards the rear end. The same concept applies
when the vehicle is braking where in this case the weight will be
transferred to the front instead resulting in a forward “dive”
resulting in large moments acting on the suspension. Therefore,
56
in order to reduce the amount of loads acting on the suspension
components during braking and acceleration, the suspension
geometry has to be designed to provide anti-squat and anti-dive
forces, which will also reduce the vehicle pitch. Ideally the
vehicle should be designed to have both anti-squat and anti-dive,
however, that requires the front and rear suspensions are oriented
opposite to each other. Therefore, the jarvis was designed to have
anti-squat in the front and rear suspensions by orienting the
suspension geometry at 5 degrees from the horizontal.
Figure 2.40: Anti Squat Angle
This suspension geometry configuration allows the vehicle to go over

bumps and rough terrain more easily by reducing the amount of loads
acting on the suspension system components as the tire approaches a
bump. This can also be explained by the fact that the wheel travel will
follow a lateral profile that is perpendicular to the road profile.
57
Figure 41: Anti Squat Reaction
Figure 42: Longitudinal wheel travel
58
2.3.2.d. Analysis of Front and rear suspension geometry
The analysis of front and rear suspension systems geometry done on

hyperworks , however, it is important to make sure that the front and
rear suspension characteristics are consistent with each other in order
to optimize the full vehicle suspension performance. The following
parameters were compared for the front and rear suspension systems:
Figure 43: Jarvis full suspension geometry without powertrain
Figure 44: front suspension geometry static ride analysis in

hyperworks.
59
Figure 45: Front suspension geometry static roll analysis in
hyperworks
Figure 46: Rear suspension geometry static roll analysis in

hyperworks.
Figure 47: Rear suspension geometry static ride analysis in

hyperworks.
60
 Lateral Roll Center Position: The roll axis of the vehicle is
formed by connecting the front and rear roll center points. The
lateral positions of the front and rear roll centers have to follow
the same pattern over wheel travel, otherwise the roll axis will
not be perpendicular to the centerline of the vehicle and the
vehicle will be subject to yaw. The following graph compares
the front and rear lateral roll centers as they vary with wheel
travel:
Figure 48: Roll Center Lateral Position
 Vertical Roll Center Position: The vehicle is designed with a

roll axis that is inclined towards the front in order to balance the
oversteering characteristics. The vertical front and rear roll
center positions should also follow the same pattern throughout
wheel travel with the rear roll center being always higher than
the front:
61
Figure 49: Roll Center Vertical Position
 Roll Stiffness: The roll stiffness is designed so that the front

suspension is always stiffer than the rear. Higher roll stiffness in
the front allows the vehicle to have an oversteering
characteristic during cornering.
Figure 50: Roll Stiffness
 Track Width: The change in track width in the front and rear
should follow the same pattern, where the front track width
should always be higher than the rear track width in order to
reduce the vehicle turning radius.
62
Figure 51: Track Width Change
2.4 STEERING
The condition of increasing road traffic makes the handling of vehicles more
difficult. The present scenario demands an exploration of new vehicle handling
mechanism, which in turn forces us to find out an alternative way instead of
current system or a modified steering mechanism for better handling. While the
vehicle enters a congested or narrow area there would be no one who doesn’t
wish for, if they would be able to reduce the turning radius of their vehicle or if
they could move the whole vehicle sideways without turning the vehicle. Here,
comes the application of 3 Mode Interchangeable 4 Wheel Steering (3MI4WS),
which provides the same by steering the rear wheels too as our requirement.
It should not be confused with four-wheel drive in which all four wheels of a
vehicle are powered. With the help of this system, the rear wheels also can be
turned with respect to the direction of front wheels whenever required. Thus, the
vehicle can be controlled more effectively especially during cornering, parking
or when we get into a congested/narrow area. This system finds application
63
mainly in off-highway vehicles such as forklifts, agricultural and construction
equipment and mining machineries. It is also useful in passenger cars, mainly
SUVs. When both the front and rear wheels steer toward the same direction, they
are said to be in-phase and this produces a kind of sideways movement of the car.
When the front and rear wheels are steered in opposite direction, this is called
anti-phase, counter-phase or opposite phase and it produces a sharper/ tighter turn
Our project concentrates on the advancement in steering system of an automobile
with the objective to reduce the turning radius considerably up to 45 - 55 %,
thereby reducing the space required to turn, and provide a sideways movement
for easier parking and to reduce driver’s effort and handling.
2.4.1. BRIEF DESCRIPTION OF STEERING PARTS

 Steering Wheel
It is made up of steel ring welded together on a hub with the help of two, three
or four spokes. After welding ring with the spokes is ebonite moulded on it.
 Steering Column
This is a hollow steel pipe in which steering shaft is housed. One end of the pipe
is fixed on the steering box, while the other end is usually held with the help of
bracket under the instrument panel.
 Steering Shaft
It is made up of good quality steel. One end is fixed in the steering wheel with
the help of splines or key and kept tight by nut. The other end with worm is
secured firmly in the steering box with the help of bearing placed both on top and
bottom. Sometimes, instead of one shaft, two pieces of shaft are also used.
64
 Steering Gear Box
Its function is to convert rotary motion of wheel in to-and-fro motion of drop arm
so that the drag link tied up with drop arm can be pushed or pulled resulting into
moving stub axle to right or left as desired by the driver.
 Drop arm
It is forged out of good quality steel. Its one side is provided with splines which
match the spline sector shaft and held on sector shaft by nut. The other end has a
tapered hole in which ball end is held tight with the help of nut.
2.4.2. WORKING OF EXISTING STEERING MECHANISM

The steering wheel rotates the steering column. The steering gear box is fitted to
the end of this column. Therefore, when the wheel is rotated, the cross shaft in
the gear box oscillates. The cross shaft is connected to drop arm. This arm is
linked by means of a drag link to the steering arm. The steering arms on both
wheels are connected by tie rod to the drag link. When the steering wheel is
operated, the knuckle moves to and fro, moving the wheels to the right or left.
Figure 52:Basic components of steering system

The ends of the tie rod and steering knuckle are connected to each other. One
end of the drag link is connected to the tie rod. The other end is connected to the
end of drop arm. A ball and socket joint gives the required movement to the
65
joints between the tie rod, drag link and drop arm. When the vehicle is moving,
the drop arm develops the vibration. Shock springs are used in ball and socket
system to absorb this vibration.
2.4.3. STEERING PRINCIPLES AND COMPONENTS

 Ackermann Steering Mechanism
With perfect Ackermann, at any angle of steering, the centre point of all of the
circles traced by all wheels will lie at a common point. But this may be difficult
to arrange in practice with simple linkages. Hence, modern cars do not use pure
Ackermann steering, partly because it ignores important dynamic and compliant
effects, but the principle is sound for low speed manoeuvres.
 Steering Ratio
The steering ratio is the number of degrees that the steering wheel must be
turned to pivot the front wheels 1 degree. E.g.: steering ratio 18:1 implies that
the front wheels will turn by 1 degree when the steering wheel turns 18 degree.
The steering ratios generally used with present day steering gears vary from
about 12: 1 for cars to about 35: 1 for heavy vehicles. An average overall ratio
usually gives about one and half complete turns of the steering wheel each side
of mid position to apply a full lock of 45 degrees each way on the wheels.
 Turning Circle
The turning circle of a car is the diameter of the circle described by the outside
wheels when turning on full lock. There is no hard and fast formula to calculate
the turning circle but an approximate value can be obtained using the formula:
66
The actual turning radius or the turning radius of the jarvis without using 3MI
4WS is 4.4m. The turning radius of the car reduced to 1.9m on using 3MI
4WS’s reducing radius mode, which is obtained by the following method. First
we covered the wheel drums of the wheels with flat hard board to make the side
surfaces of the wheels flat, so that we can place one rope each perpendicularly
from the wheels on complete turning of steering wheel to one side. The distance
from intersecting point of ropes to the inner wheels will give the turning radius.
 Steering Geometry
When a car is moving along a curve, all its wheels should roll truly without any
lateral slip. This can be achieved if the axis of all four wheels intersects at one
point. This point will be the centre about which the vehicle will be turning at
that instant. Figure shows the steering geometry of the four wheels of a vehicle.
The rear wheels rotate along two circles. The centres of both these circles are at
O. The front wheels 1 and 2 have different axes. They rotate along two other
circles with the same centre point. For correct functioning of any steering
system, the centre of the wheels of the rear axles and of wheels 1, 2 should
coincide.
 Wheel Alignment
Wheel alignment refers to the positioning of the wheels and steering mechanism
that gives the vehicle directional stability, promotes ease of steering and reduces
tyre wear to minimum.
A wheel is said to have directional stability or control if it can:
 Run straight down a road
67
 Enter and leave a turn easily
 Resist road shocks
 King-pin inclination or steering axle inclination

The angle between the vertical line and centre of the king pin or steering axle,
when viewed from the front of the vehicle is known as king pin inclination or
steering axle inclination.
 It helps the car to have steering stability
 It makes the operation of the steering quite easy particularly when the
vehicle is stationary.
 It helps in reducing the wear on tyre.
Figure 53: Diagram of king pin angle

 Included angle
The combined camber and king pin inclination is called included angle. It
determines the point of intersection of the wheel and king pin centre
lines. This in turn determines whether the wheel will tends to toe-in or
toe-out.
68
 If the point of intersection above the ground, the wheel tends to toe-in.
 If it is below the ground, the wheel tends to toe-out.
 If it is at ground, the wheel keeps its straight position without any
tendency to toe-in or toe-out. In this position the steering is called centre
point steering.
2.4.4. IMPLEMENTATION OF 3MI4WS

For implementing 3MI4WS we have chosen maruti 800. Maruti
800 employs the simple rack and pinion gearing mechanism for the
steering purpose. For acquiring steering control to the rear wheels
we introduced an extra rack and pinion steering gear box at the rear
part. For this we have made some alterations in the rear part which
is similar to the front part.
This section deals with manufacturing and working of 3MI 4WS
mechanism. Here we modified the steering system of a 1993 model
maruti 800 car into 3MI 4WS by installing some additional
components to it. The additional components substituted or
installed for the modification are:
 Double wishbone & Coil Spring Suspension:

First the rear portion of the car is modified similar to front part.
The coil spring suspension system on the rear wheels substituted
by a couple of Double wishbone & coil spring suspensions that
usually used for front wheels, which is supported by welding an
additional apron to the storage space in rear. Such a modification
69
will give the independent rotation of rear wheel discs using an
external force. The Double wishbone & coil spring contains a
hemispherical top portion, a helical shaped spring surrounding it
and an arm in lower portion for attaching the wheel disc to it.
Figure 54: Double wishbone & coil spring suspension
 Wheel Disc:
Here we used a pair of wheel discs in rear part that is same as to
the front, so that we can connect the wheel disc the shock absorber
using the arms provided on both the suspension and wheel disc.
We will also able to connect the steering gear box to the centre of
wheel disc on inner side and wheel drum on outer side.
Figure 55: Wheel disc
70
 Steering Gear Box:
Here we used the rack & pinion steering gear box which is normally
used in maruti 800 in the front. it helps to rotate the wheel discs with
respect to the steering directions transferred through the transfer rod.
This type of steering was used to convert the rotary motion of steering
wheel to reciprocating motion of rack. Ends of rack were connected to
the both wheel discs with the help of knuckle arm. Knuckle arm again
connected to steering knuckle. as the rack reciprocates it forces the
arm and hence the arm turns.
Figure 56: Rack & Pinion Gear Box
 Sliding ratio
Here the sliding ratio is a newly introduced term for defining the
sideways movement of the car with respect to the forward movement.
It is obtained by observing how much the car have to move forward to
get 1m sideways movement with it. It is observed that the car have to
move 1.4m forward to get 1m sideways movement.
71
Figure 57: Steering angle (deg) (x-axis) vs. camber angle, toe angle and roll
center.Steering angle (deg) (x-axis) vs. camber angle, toe angle and roll center
indicates minimum deviations of all three. The Ackermann error is only 6%,
which indicates an accurate and responsive steering.
2.5. ENGINE & DRIVETRAIN

The air-cooled engine used on the car is a 4stroke, 796cc displacement Maruti
Suzuki 800 of “Single Overheaded Camshaft” type (SOHC). It has a compression
ratio of 8.8 to 1. The engine weighs roughly 330 lbs. Engine idle RPM is set to
2500 RPM. The governor is usually set at max 5000 RPM, well below its RPM
capabilities of 6000rpm. This is done for safety reasons so that the engine does
not reach lethal speeds and destroy itself..
The objective of the drivetrain is providing to the driver more than the enough
torque to the wheels from the engine to the wheels. The calculations were made
in order to select the proper components that satisfy a top speed of 13.411m/s
(30mph) to 15.646m/s (35mph) and to provide the car the enough strength to
climb a 60° incline.
72
2.5.a Maruti 800 engine specifications
Engine type: naturally aspirated petrol
Cylinders: straight 3
Capacity:0.8 litre(796 cc)
Bore * Stroke : 68.5 * 72 mm
Bore / Stroke ratio :0.95
Maximum Power Output : 36.5 PS (36 bhp ) (26.8 Kw) at 5000 rpm
Specific Output : 45.2 bhp/litre, 0.74 bhp/cu in
Maximum Torque : 59 Nm (44ft. Lb) (6kgm), At 2500 rpm
Specific Torque : 74.12 Nm/litre, 0.9 ft.lb/cu^3
Sump: wet sumped
Compression Ratio: 8.8:1
Brake mean effective pressure (bmep): 931.4 kPa (135.1 psi).
Figure 58: Torque vs Power Graph for maruti 800 engine
73
Figure 59: Volume metric efficiency and unit horse power curves of
typical pontiac engine
2.5.b Analysis for selection of transmission system

In order to keep a vehicle in motion, the engine has to develop sufficient power
to overcome the opposing road-resistance, which is expressed as tractive
resistance or tractive effort. In the process of selection of a suitable gearbox,
according to the constraints of power requirement analysis was carried out to
calculate traction at various gearing ratios i.e. different speeds of the engine. This
traction was compared with the effort required to overcome various resistances
offered to a vehicle in motion.
The road resistance opposing the motion of the 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 = (0.015 + 0.00016×v) W (1)
74
Where v = Velocity of the vehicle
W = Weight of the vehicle Air resistance (Ar):
Power is needed to counteract the resistance created by the vehicle moving
through the air.
The air resistance opposing force is directly proportional to the square of the
vehicle’s speed.
Ar = Cd×ρ×v2 × (A/2) ×0.1 (2)
Where Cd = Coefficient of drag =0.29
ρ = Density of air =1.29kg/m3
A = Frontal area of the vehicle =3.6027m2
Gradient resistance (Rg): Power is required to propel a vehicle and its load up
any gradient likely to be encountered.
Rg = W× (sin45°) The inclination of the road surface is taken as 45°.
Gear Number 1 2 3 4
Gear ratio 43/12,3.58 39/18,1.6 32/24, 1.333 27/30,0.9
Velocity 13.07 23.04 37.79 55.5
(Kmph)
Roll 59.08 64.159 72.26 81.99
resistance(N)
Air 12.648 35.7726 96.236 207.573
resistance(N)
Road 71.676 99.9316 168.496 289.563
resistance (N)
Traction (N) 1373.002 816.38 497.686 320.87
TABLE 4: TRACTION AT DIFFERENT GEAR RATIOS
75
2.6.c. GRADE ABILITY -
Tractive factor = ET x R x 0.85 / GW x TLR

Where ET = Engine Torque from dynamometer tests(ft.lb)
R = Gear Ratio at reduction under consideration
.85 = Efficiency of power transmission (arbitrary chosen as an
average value)
GW = Gross Weight of vehicle =350 kg = 771.618 lbs
TLR = Total Load Radius (ft.) = 16inch*.96 = 15.36inch= 1.28ft.
Grade ability = (Tractive factor - 0.015) x 100
=(.7279 - .015)*100
= 71.29%
2.6.d.Noise, Vibration, Harshness (NVH) –
It is the nature of single cylinder 4-stroke engines to vibrate. To dampen these

vibrations, a thin layer of vibration resistant rubber is applied between the
engine plate and the rollcage . Noise is one of the most common occupational
health hazards and it is not uncommon for machine operators to complain
because of its fatiguing nature. To provide one solution in this area, the exhaust
muffler can be changed to a less noisy one. The noise level at 4meters away
from the engine varies as a function of RPM and load for a given muffler . A
2.5 to 3%reduction in db(A) levels can be attained by using Super Lo-Tone
muffler, which is why it was chosen for the exhaust of this vehicle. For
perspective, the standard for street-legal exhaust noise emissionin motorcycles
is 80d.
Figure 60
76
2.6.e Tire Selection –
 Rolling resistance
Mechanical energy converted into heat by a tire moving for a unit distance on
the road way as a result of the rotation and the deformation of the tire.
Energy consumed per unit distance of travel as a tire rolls under load
Figure 60
 Resistance to motion
The amount of energy required overcoming the friction between the tire and
road surface. The RR of a tire is responsible for 14.4 % of the total vehicle
energy loss.For passenger and light truck improvement in rolling resistance of
10% -Fuel efficioncy increased by .5 to 1.5 %
Figure 61
77
Therefore, taking the above points into consideration we chose the tire of 16R
of a tractor.
2.7 BRAKES
A disc brake is a type of brake that uses calipers to squeeze pairs of pads against
a disc in order to create friction that retards the rotation of a shaft, such as
a vehicle axle, either to reduce its rotational speed or to hold it stationary. The
energy of motion is converted into waste heat which must be
dispersed. Hydraulic disc brakes are the most commonly used form of brake for
motor vehicles but the principles of a disc brake are applicable to almost any
rotating shaft.
Compared to drum brakes, disc brakes offer better stopping performance because
the disc is more readily cooled. As a consequence discs are less prone to the brake
fade caused when brake components overheat. Disc brakes also recover more
quickly from immersion (wet brakes are less effective than dry ones).
Disk brakes of Maruti Suzuki 800 are used in the braking system with bosch
braking fluids.
FIG 2.39: Brake Callipers

78
CHAPTER 3
PRODUCTION OF JARVIS
3.1 MANUFACTURING PROCEDURES OF ROLL

CAGE
Every element of the frame was machined at the ends to fit perfectly in its position
using a mill at the university workshop. The whole frame was welded with using
flux metal welding with mild steel filling material. In this process, the use of
Chromalloy becomes even a better choice because of its weldability which allows
the material to maintain its mechanical properties after being welded.
First a model using the PVC pipes is made so as to ready a prototype of the car
roll cage and sees if it needs additional processing. At this stage we noted that a
uplift in the front end would avoid collision with ground giving more ground
clearance.
FIG 3.1: Model with the PVC Pipes.

After this process the construction of roll cage with AISI1018 started . At first the
base was laid down on the ground and then welded together.
79
FIG 3.2: Arrangement of base of roll cage
Two set of the above structure were made and by the help of other trusses they
were combined. By the end of this process the lower part of the roll cage was
completed. Then it was subjected to different pressure load to encertain that the
structure is solid. As most of the force will be applied on the lower part of the roll
cage it must be strong and reliable.
FIG3.3: Lower part of the Roll Cage
80
Upper parts are made one at a time and are welded to the lower part
individually.by this we can make sure that every part is attached correctly and
welded together strongly.
FIG 3.4: Complete Roll Cage of AISI 1018
3.2 DISASSEMBLY OF MARUTI 800

The Maruti car bought at ₹23000 was disassemble by the whole team and the
parts were kept separately. The engine is most important part of the car and is
first to be mounted.
81
FIG 3.5: Engine of Maruti Suzuki 800
To mount the engine an additional cube shaped member is added to roll cage. It
provides the necessary place required to weld the engine. In addition another
support is added beneath to support the weight of the engine. The finish product
looked a the image below.
FIG 3.6: Mounted engine on the Roll Cage
82
After this the seat as well as steering is mounted on the roll cage via the help of
clamps to see it alignment and also check if the driver has enough space to sit.
The alignment and arrangement was found to be satisfactory and seat and steering
were removed. All the disassemble parts were put on the car to check if it all fits
together and the distances are right.
3.3 Construction of the Vehicle

The removed seat is once again mounted by the use nuts and bolts and appropriate
mounting holes in the seat.
FIG 3.7: Mounted engine and seat
To make gear and the gear handle the original gear from Maruti Suzuki
800 was used and the length of the hand was reduce to half. A long pipe of 15Ø
is added to assembly by connecting it to gear train on one end and the handle on
the other side. An additional rod is added to gear handle all the way to engine at
the back for more stability while shifting the gear.
83
FIG 3.8: Gear Assembly of the Vehicle
Suspension are started to be made by first cutting out an appropriate shape

for the suspension. To make suspension three rods are connected based on the
calculation obtained during the pre-production. Then the smallest pipe is cut into
appropriate length to make the mounting whole. A support is added at the median
of two equal sides for support and will be used only for lower suspension and act
as mounting whole for shockers.
FIG 3.9: Lower Suspension
84
To mount the suspension appropriate mounting points are required. The outer
diameter of the pipe is measured which is used to make mounting holes for the
roll cage.50mm long nut and bolts are used for the mounting hence a hole of same
diameter is made by using drilling machine.50 such mounting brackets are using
the grinder and radial drilling machine present at Amity University and pieces are
cut of equal size by using power hacksaw.
FIG: 3.10: Mounting Brackets
Set of two mounting brackets are used to attach the suspension with the roll cage.
Long nut and bolts are used for mounting.
FIG 3.11: Nut and Bolt used for mounting suspension
85
After the suspensions are connected the hubs are attached to the suspension and
the wheels are attached to the hub. The hub is taken from Maruti Suzuki 800 that
comes with disk brake preinstalled. Wheels of Goodyear tractor’s tyres are used
and the car is made to stand on its own.
FIG 3.12: Suspension and wheel assembly
The same process is repeated for all four side.
After the rear wheel is attached the Maruti shockers are attached to suspension
by using a cube pipe with multiple parallel holes so the we adjust the height of
the shockers depending on our need. By adding this feature the shocker length
can be increased or decreased for rather steep valley to desert where less
suspension is required.
86
FIG 3.13: Shock Absorber on the rear wheels
Same is done for the front wheel but there is no need for minding the place for
axle rod that passes through the centre of the rear car.
Steering wheel is mounted next by extending the original length of the Maruti
Suzuki 800 tie rod to reach the other end of suspension. After several failures a
pipe with enough thickness was selected for the process which could support the
vehicle steering without bending.
The radiator was attached at the back and connected to engine via an extended
rubber pipes for continuous flow of refrigerant and to maintain the temperature.
87
FIG3.14: Radiator at the back connected to Engine.
Rear Axle rod is attached to the rear hubs and engine is cranked to see if it is
running properly. Gears are also checked by changing them and they are also
working properly.
Pedals from the Maruti Suzuki 800 are used and the assembly is completed for
the car. Braking Fluid are added to the vehicle and checked if they are checked
for any leakage. Few loose points were found and were corrected.
The entire roll cage was applied with a primer and all the wiring was connected
and secured inside a plastic pipes.
Pieces of sheet metal were cut according to length and breadth of the roll cage
and were riveted to the roll cage. The vehicle was given an initial coat of primer
and left to dry. Another layer of yellow and black paint was applied to prevent it
from rusting as well as to look good aesthetically. Hence the off road vehicle:
Jarvis was completed in span of 5 months from January to May.
88
Chapter 4
Result
The off road vehicle was tested on roads as well as hills without proper roads. It
also ran continuously for 100 to 200Km. It was noted that there is a small
vibrations on steering but was manageable. The total cost of production is as
listed below:
Table 5: Total Price
Product Price
Maruti Suzuki 800 ₹23,000
AISI 1018 Pipes ₹22,000
Goodyear Tyres ₹11,000
Sheet Metal ₹2,500
Miscellaneous Product ₹6,000
Paints ₹1,500
Total Price ₹66,000
Hence an off road vehicle was completed for under ₹50,000.

Performance of said vehicle was also noted in below table:
Table 6: Performance
Ground clearance 14 inches
Maximum speed 140 km/h (87 mph)
0–100 km/h (0–62 mph) 20 seconds
Mileage 17.5 km/l (5.7 l/100 km)
Minimum turning radius 4.42m
89
90
Conclusion
The process of designing a vehicle is not a simple task; as a matter of

fact it takes a lot of effort from all members of the team to achieve a successful
design.
The final prototype was the product of a collaborative multidisciplinary
team design. The goal of the project was to create an off-road recreational vehicle
that met of regulations for safety, durability and maintenance, as well as to
achieve a vehicle performance, aesthetics and comfort that would have mass
market appeal for the off-road enthusiast. All of the design decisions were made
keeping these goals in mind.
The selection of components were made using engineering knowledge

achieved through with off- road enthusiast and engineering advisors, taking as
parameters first of all, safety, performance, weight, reliability and last of all cost.
Computational design became the most important part of the process; by

using CAD software we were able to print our ideas before constructing any
prototype, plus the CAE packages and FEA allowed the team to recreate actual
working conditions of some of the subsystems to ensure their durability.
Being part of a project of this nature is an experience that can be hardly matched
to any other extra- curricular project, as it allows the engineering student to
exploit all of his/her knowledge while gaining even more, not only in the
engineering discipline, but also in project management, team work, accounting
and even marketing sales. The multidisciplinary gain of this project is what makes
it successful and surely an experience to remember for the rest of your life.
91
REFERENCE
 Shigley, J.; Mischke C.; Budynas, R. (2003) “Mechanical

Engineering Design”. Seventh edition. McGraw Hill.
 Spotts, M.F.; Shoup, T.E. (2004) “Design of Machine elements”.
Seventh edition. Prentice Hall.
 Dixon, J. (1999) “The shock absorber handbook”. Second edition.
SAE publications “Product lifecycle management”. McGraw Hill.
 Birch, T. (1999) “Automotive Suspension & steering systems”. Third
edition. Delmar Editorial.
 Kristine Sowl and Rick Poetter (April 16, 2004). "Impact Analysis of Off-
Road Vehicle Use for Subsistence Purposes on Refuge: Lands and
Resources Adjacent to the King Cove Access Project".
92

Mayank Report

Uploaded by

Document Information

Copyright

Available Formats

Share this document

Share or Embed Document

Sharing Options

Did you find this document useful?

Is this content inappropriate?

Copyright:

Available Formats

Mayank Report

Uploaded by

Copyright:

Available Formats

THE ULTIMATE OFF-ROADER: JARVIS

Mayank Singh (AUR1224069)

Under the guidance of

Mr. Abhishek Jain and Mr. Nitesh Singh Rajput

Department of Mechanical And Automation Engineering

Amity University Rajasthan

Kant Kalwar, Jaipur

Akshay Sharma (AUR1224010)

Mayank Singh (AUR1224069)

Diwakar Srivastava (AUR1224146)

Ashwani Kumar (AUR1224143)

Kanumalla Seshu Madhav (AUR1232002)

Mantri Harshith (AUR1224151)

Amit Yadav (AUR1224012)

Swagat Purohit (AUR1224128)

Himanshu Sharma (AUR1224051)

Under the guidance of

Mr. Abhishek Jain and Mr. Nitesh Singh Rajput

Department of Mechanical And Automation Engineering

Amity University Rajasthan

Kant Kalwar, Jaipur

CERTIFICATE ..................................................................................................... iii

LIST OF TABLES.................................................................................................. vii

LIST OF FIGURES................................................................................................ viii

LIST OF SYMBOLS .............................................................................................. ix

LIST OF ABBREVIATIONS ................................................................................ x

1.1 Use of off road vehicle…………………………………………….......15

Chapter 3 Production of Jarvis……………………………………………......79

An off-road vehicle is considered to be any type of vehicle which is capable

To be able to drive off the pavement, off-road vehicles need several

ATV …………………………..All-Terrain Vehicle

SUV…………………………..Sport Utility Vehicle

AWM………………………….Arc Welding Machine

FMAW…………………………Flux Metal Arc Welding

Table 1 Properties of various materials……………………………..19

Table 2 Dimension of the Jarvis…………………………………….46

Table 3 Suspension angles…………………………………………..51

Table 4 Traction at different gear ratios………………………….....71

Table 5 Total price…………………………………………………..85

FIG 1.1: Mahindra and mahindra used by indian army

 USE OF OFFROAD VEHICLE

FIG 1.1: MAHINDRA AND MAHINDRA USED BY INDIAN ARMY

1.2 TECHINAL ASPECT OF OFF-ROAD VEHICLE

1.3 CONSTRUTION OF OFF ROAD VEHICLE

1.4 TOOLS REQUIRED FOR THE MAKING OF OFF-

Parameters refer to constraints whose values determine the shape or geometry of

Electrical powered tools such as Arc Welding Machine, Grinding Machine,

FIG 1.2: ARC WELDING MACHINE

FIG 1.3: GRINDING MACHINE

2.1 Design of Roll Cage

This most commonly refers to automobiles but also refers

Table 1 Properties of various materials

2.2 Analysis of roll cage

2.2.1 Frontal Impact Test:

For a perfectly inelastic collision, energy transferred is DE = ½

Fig 2.2: Total Deformation in case when material is AISI 1018

Fig 2.3: Factor of safety in case of AISI 1018

Fig 2.5: Factor of safety in case when material is AISI 4130

Fig 2.7:Factor of safety in case when material is AISI 4340

2.2.2 REAR IMPACT TEST:

For a perfectly inelastic collision, energy transferred is DE = ½

Fig 2.8:Total Deformation in case when material is AISI 1018

Fig 2.10: Total Deformation in case when material is AISI 4130

Fig 2.12: Total Deformation in case when material is AISI 4340