ALL TERRAIN VEHICLES

A Seminar Report

Submitted by

SHIVAM SHARMA

1719240193

in partial fulfillment for the award of the degree of

BACHELOR OF TECHNOLOGY

IN MECHANICAL ENGINEERING

At G.L. Bajaj Institute of Technology & Management

Department of Mechanical Engineering

AUGUST 2019
 CERTIFICATE

This is to certify that Shivam Sharma, Roll No. 1719240193 is a bonafide

student of mechanical department, GL Bajaj Institute of Technology and
Management, have submitted the seminar report on the topic ALL TERRAIN
VEHICLES(ATV) under the guidance of seminar coordinator Mr. Rahul
Sharma.
 ACKNOWLEDGEMENT

I would like to express my deepest appreciation to all those who have provided
me the possibility to complete this Seminar report. I would like to give special
gratitude to our third-year seminar coordinator, Mr. Rahul Sharma, whose
contribution in stimulating suggestions and encouragement helped me to
coordinate my project especially in writing this report.

Furthermore I would also like to acknowledge with much appreciation the

crucial role of the teachers of department of Mechanical Engineering who gave
the permission to use all required equipment and the necessary material to
complete this seminar report successfully and to helped me to assemble the parts
and gave suggestion about the task ,“ ALL TERRAIN(ATV) VEHICLES ”. I
must appreciate the guidance and cooperation given by other supervisors in our
project presentation that has improved our presentation skills, thanks to their
comments and advices.

Thanking you,
SHIVAM SHARMA.
 ABSTRACT

The objectives of this design and analysis of an ATV fun to drive, versatile, safe, durable, and
high-performance off-road vehicle. We have to ensure that the vehicle spastics the limits of
set rules. This vehicle must be capable of negotiating the most extreme terrain with
confidence and ease. We met these objectives by dividing the vehicle into its major
component subsystems. the ATV design on the basis to apply the principles of engineering
science to expose their proficiency in the automotive world. The design focuses towards
explaining the procedure and methodology used for designing the off-road vehicle. We have
tried to design an all-terrain vehicle that meets international standards and is also cost
effective at the same time. We have focused on every single system to improve the
performance of each component. Our vehicle can navigate through almost all terrain, which
ultimately is the objective behind the making of any all-terrain vehicle. We began the task of
designing by conducting extensive research of each main component of the vehicle. We did
not want to design certain areas such as the frame, and then make the rest to fit. We
considered each component to be significant, and thereby designed the vehicle as a whole
trying to optimize each component while constantly considering how other components
would be affected. This forced us to think outside the box, research more thoroughly, and
redesign components along the way in order to have a successful design.

An all-terrain vehicle (ATV), also known as a quad, three-wheeler, four-track, four-wheeler,

or quadricycle, as defined by the American National Standards Institute (ANSI) is a vehicle
that travels on low-pressure tires, with a seat that is straddled by the operator, along with
handlebars for steering control. As the name implies, it is designed to handle a wider variety
of terrain than most other vehicles. Although it is a street-legal vehicle in some countries, it is
not street-legal within most states and provinces of Australia, the United States, or Canada.
By the current ANSI definition, ATVs are intended for use by a single operator, although
some companies have developed ATVs intended for use by the operator and one passenger.
In some countries, the passenger is not required to wear a helmet. These ATVs are referred to
as tandem ATVs.
The rider sits on and operates these vehicles like a motorcycle, but the extra wheels give
more stability at slower speeds. Also dirt bikes are considered to be ATVs as that they were
designed for off-road use only.
 CONTENTS

S No. Topic
Certificate from Guide
Acknowledgement
Abstract
List of Tables

1. Introduction

2. Objective

3. Procedure

4. Frame Design & Analysis

4.1. Deciding Material properties
4.2. Ergonomics
4.3 Analysis of Frame

5. Suspension System
5.0.a. Basic Calculations in Spring Design
5.1. Design of Front and Rear Suspension
5.1.a. Calculation for Springs
5.1.b. Calculation for Spring Rate
5.1.c. Alternative Approach
5.2. Knuckles

6. Steering System
6.1 Steering Geometry
6.2 Steering Effort Calculation
6.3 Fundamental Steering Equation
6.4 Design of Steering Wheel

7. Braking System

8. Engine & Transmission

9. Wheels & Tire Assembly

9.1. Rim
 9.2. Tyre

9.3. Hub

9.4. Stub Axle

9.5. Axle

9.6. Vibration Control

9.7. Coupling

9.7.a. Engine with primary pulley

9.7.b. Primary Pulley to Secondary Pulley

9.7.c. Secondary Pulley to gear box

9.7.d. Gear box to axle

9.7.e. Welding joint in axle

9.7.f. Stub axle with hub

9.7.f.i. Calculation for Key

9.8. Wheel Assembly

10. Safety Feature

11. Specifications of our vehicles

12. Conclusion

13. REFERENCE
 LIST of TABLES

Table 1: Classification of Automobiles

Table 2: Properties of Roll Cage Material
Table 3: Final Analysis Data of Frame
Table 4: Parameters used in designing the suspension system:
Table 5: Final Specifications in Suspension Design
Table 6: Suspension Design Methodology
Table 7: Steering System Specifications
 1. INTRODUCTION
An automobile, motor car or car is a wheeled motor vehicle used for transporting passengers, which also
carries its own engine or motor. The word automobile comes, via the French automobile from the Ancient
Greek word αὐτός (autós, "self") and the Latin mobil is ("movable"); meaning a vehicle that moves by itself.

Automobiles may be classified by a number of different criteria and objectives. However, comprehensive
classification is elusive, because a vehicle may fit into multiple categories, or not completely satisfy the
requirements for any. The most widely used general categorisation is summarised in Table 1 below.

Table 1: Classification of Automobiles

HLDI classification Definition

Sports Those cars with significant high performance features

Luxury Higher-end cars that are not classified as sports

Length more than 495.3 cm (195 in) and wheelbase more than
Large
279.4 cm (110 in)

Length 457.3–495.3 cm (180–195 in) and wheelbase 266.8–

Midsize
279.4 cm (105–110 in)

Length less than 457.2 cm (180 in) and wheelbase less than
Small
266.7 cm (105 in)

An all-terrain vehicle (ATV), also known as a quad, quad bike, three-wheeler, or four-wheeler, is defined by
the American National Standards Institute (ANSI) as a vehicle that travels on low-pressure tyres, with a seat
that is straddled by the operator, along with handlebars for steering control. As the name implies, it is
designed to handle a wider variety of terrain than most other vehicles.

ATVs are intended for use by a single operator, the rider sits on and operates these vehicles like a motorcycle,
but the extra wheels give more stability at slower speeds. The first three-wheeled ATV was the Sperry-Rand
tri-cart. It was designed in 1967 as a graduate project of John Plessinger at the Cranbrook Academy of Arts
near Detroit. The Tri-cart was straddle-ridden with a sit-in rather than sit-on style. The primary aim of this
project is to design and fabricate an All-Terrain Vehicle — a four wheeler that will take on rugged non-
motorable roads with ease and have paramount importance to driver safety
 2. OBJECTIVE
The main objective of our project is to attain the following in our vehicle:

 To have maximum ground clearance.

 For thus we have used a double wish bone type independent suspension.
 To have maximum traction in the roughest of roads.

Independent suspension ensures the wheels are always in touch with the ground, the special
treads of off-road tires provides good traction, use of cutting brakes ensures that power can
be transferred to the other wheel when one wheel skids or is stuck.

 To give maximum precedence to driver/rider safety.

For this strict conformance to SAE and ARAI designing norms have been ensured. Further,
an innovative and indigenously designed dynamically stabilised steering system was being
developed.

 Reduce Vehicle weight.

Wherever possible, light materials like aluminium and its alloys have been used.
 Composite materials or plastics could also be used.
 Augment performance by minimising power loss.
 A continuously variable transmission (CVT) shall be used.

Basically our vehicle shall be a unique single-seat, off-road, rugged, recreational and fun-
to-drive vehicle which in intended for sale to weekend off-road enthusiasts.
 3. PROCEDURE
To achieve our goal we have completed the tasks under different sub-heads like —
Frame/Chassis, Suspension, Wheel & Tire Assembly, Steering, Brakes, Engine,
Transmission, Fabrication/Body-Work. For design, analysis and optimisation of various
vehicle components different CAD modelling and Analysis software like Solid-Works,
Pro-E, ANSYS, Lotus is being used.

Initially we went through different design manuals, SAE and other automotive industry
papers to know about the standards to be adopted and most commonly used materials and
fabrication processes.

Once material and component was finalised, each of them were modelled using software.
Some of our components like wheel hub and its assembly have been indigenously
designed and manufactured, while some components were purchased from the market. All
individual components were assembled to prepare a virtual model of the car. Emphasis
was laid on the ergonomics of the vehicle. The roll cage was tested at 10g-force and found
to have a factor of safety of 2.15.

Further extensive market survey was undertaken to ensure all material and components
chosen could be readily available when fabricating. We also prepared a project budget
based on the figures obtained from market survey. Necessary changes were made if
availability was a problem.

After fabrication, exhaustive test trails were conducted to ensure adept performance. This was
followed by body-work and painting
 4. FRAME DESIGN
The initial material chosen for fabricating the Roll cage was AISI 4130. The dimensions of the
chosen pipe were 1.25 inch outer diameter and 2mm thickness. Due to its high yield strength
we could make use of pipes with larger Outer Diameter and less thickness which helped in
reducing the weight of our Roll cage substantially. But, due to the unavailability of material in
small quantity (suitable for constructing a single vehicle) we were forced to use a more
commonly available material i.e., AISI 1018. Comparison of the properties of the two materials
is shown in Table 2. Circular pipes of 1 inch outer diameter and wall thickness of 3 mm were
used and square pipes of 1.25 inch sides were used for the base.

Table 2: Properties of Roll Cage Material

Properties AISI 4130 AISI 1018

Category Steel Steel

Class Alloy Steel Carbon Steel

C : 0.28-0.33

Mn : 0.40-0.60 C : 0.15-0.20

Composition P : 0.035 (max) Mn : 0.60-0.90

(Weight %) S : 0.04 (max) P : 0.04 (max)

Cr : 0.80 - 1.10 S : 0.05 (max)

Mo : 0.15-0.25

Density (x1000 kg/m3) 7.7 - 8.03 7.7 - 8.03

Elastic Modulus (GPa) 190-210 190-210

Tensile Strength (MPa) 560.5 634

Yield Strength (MPa) 360.6 386

Hardness (HB) 156 197

MIG Welding was utilised as it provides better strength and clean welds.
The change in material and thickness, though reduced the manufacturing cost, posed a serious
problem of increase in mass which also decreased the FOS from 2.12 to 1.87 in a front impact
condition. Hence, the entire frame was re-analysed after taking into consideration the new data
that had been introduced.

4.1. Deciding Material Properties:-

Material Selection – 20% of the weight of our vehicle is of the roll cage. So we decided to
use alloy steel of high yield strength. This ensured that pipe of larger diameter and less
thickness can be used thus reducing the overall weight of our roll cage. The most suitable for
our purpose was use of AISI 4130 steel. However, the cost of the material in small quantity
was not feasible for our project. Evaluating other options based on our requirements, the
most suitable next choice was AISI 1018.

Primary Members : O.D. – 1inch, Thickness – 3mm

Secondary Members : O.D. – 1inch, Thickness – 2mm

Secondary members of less thickness were used to reduce weight of our roll cage. Another
major design goal was to more effectively pack all components in order to decrease the length
of roll cage. This has been successfully obtained through our compact design.

Solid works was used for Modelling and analysis of our design, results of which are shown
below. Proper mounting points for engine, Gearbox and Suspension links are provided in roll
cage. Electric arc welding was used for welding roll cage.

First a prototype of PVC pipes before manufacturing roll cage was made in order to check
space as well as comfort for driver. After satisfactory ergonomics was tested, the final roll-cage
was fabricated.

4.2 ERGONOMICS:
It is very important for our vehicle to be driver friendly such that driver should not feel fatigue
in long endurance run. This part of vehicle designing was given proper care such that fun to
drive vehicle can be made.
In order to achieve this goal following techniques are used to make driver feel comfortable:-

 All the controls of vehicle were kept as close as possible to driver.

 Brake and Accelerator pedals were installed and removed many times to mount it to
proper position which can be comfortable to our driver.
  Steering has been made adjustable so that both drivers can adjust it according to their
requirements.
 As we will face different types of terrains as well as turns time and again so changing of
gears again and again will make driver feel fatigue in 4 hour long endurance run.

4.3 ANALYSIS OF FRAME:

Figure 1: Analysis of Crumpled Zone

The frame was designed and analysed using SolidWorks (a design and analysis software). As
there are no fixed amounts of force that a vehicle can endure in a frontal collision and by using
entities such as mass (vehicle) and its presumed top speed; a maximum force of only 18000 N
was derived, but there may be even serious conditions of collision than the ones that are
projected. Hence, a benchmark (of maximum endurable force) was to be finalised at which our
vehicle could sustain a collision and still have an FOS of at least 2. According to U.S.A.
automotive industry norms, all vehicles must be tested at a force of 10G’s, since an average
human body can only endure a force of 9G’s. A force of 10G’s comes out to be around 29,345
N or 30,000 N.Hence, the frame was tested at a force of 30,000 N in front impact producing a
FOS of 2.1 was achieved, but the impact caused a huge displacement of the force throughout
the frame.

The redundancies against this were chalked out and the frame was further optimized to get an
F.O.S. of 5.1, where a crumple zone was generated in the front part of the frame which
absorbed most of the damage leaving the cock-pit safe for the driver, was chosen as our final
design.
 Figure 2: Front Impact Test Analysis
The frame was also tested under conditions of rear impact, bump impact, roll over, etc. The
related data is summarised in Table 3.

Table 3: Final Analysis Data of Frame

S.
Name of the Test FOS Max. stress Max. Displacement
No.
2
1. Front impact (10G) 5.1 110,104,380 N/mm 1.1720 mm

2
2. Rear impact (5G) 6.4 90,872,256 N/mm 1.1388 mm

2
3. Roll over (2.5G) 3.0 151,804,816 N/mm 0.4594 mm

4. Bump impact (6000N) 8.2 217,156 N/mm2 0.9631 mm

The drawings of the frame with necessary dimensions are shown in figures 3, 4, 5 and 6. The
frame was fabricated using the MIG welding set-up in Welding Shop of our College. It was
coated with red-oxide to prevent rusting. Further chainers were attached to the frame and holes
drilled wherever required. A few new braces were also added where physical satisfaction of the
frame was not achieved.
Figure 3: Isometric View of Roll Cage

Figure 4: Side View of Roll Cage

Figure 5: Front View of Roll Cage

Figure 6: Top View of Roll Cage

 5. SUSPENSION SYSTEM
Suspension is the term signifying the assemblage of the system of springs, shock absorbers
and linkages that connects a vehicle to its wheels and allows relative motion between the two.

Suspension systems serve dual purposes —

 Contributing to the vehicle's road-holding/handling and braking for good active safety
and driving pleasure,
 Keeping vehicle occupants comfortable and reasonably well isolated from road noise,
bumps, and vibrations, etc.

For our vehicle we have used a Double Wishbone Independent Suspension system. This is
because of the following factors:

 Wishbone suspension give more movement of the tyres and hence the vehicle, for the
same movement of the spring.
 Independent suspension.
 In double wishbone suspension, force is distributed at 5 points on the roll cage unlike
in Mac-Pherson strut where force acts at only one point.
 It can be slightly adjusted for different parameters of suspension tuning like camber
angle, ground clearance at the time of testing.
 Control movement at the wheel during vertical suspension travel and steering, both of
which influence handling and stability.

Table 4: Parameters used in designing the suspension system

Estimated weight of the vehicle 270 kg

Driver with accessories 80 kg

Overall weight of the vehicle 350 kg

Un-sprung mass 70 kg

Sprung mass (with driver) 280 kg

For designing the springs the sprung weight of the vehicle is considered.
5.0.a. Basic Calculation in Spring Design:
Front lower wishbone length = 390.993mm
Damper mounting = 245.54mm
Motion ratio = 245.54/390.993 = 0.628
Natural frequency = 2 Hz

According to this motion ratio, natural frequency and taking 40% sprung mass for front,
spring rate is calculated as
Spring Constant = 24N/mm
Suspension travel = 10inch
Length of shock absorbers = 24inch

Similarly for rear taking 60% sprung mass, the spring rate is calculated as
Motion ratio = 0.712
Natural frequency = 2.4 Hz
Spring Constant = 32N/mm Travel = 10inch

Length of shock absorbers = 24inch

5.1. DESIGN OF FRONT AND REAR SUSPENSION SYSTEM

For the front, we are using unequal A-shaped Control Arm Double Wishbone System. This was
selected based on calculations for Roll Centre, Camber Angle, Caster Angle, King-pin
Inclination, Scrub Radius, etc. The design was tested under static analytical conditions and
found to be safe. The dynamic calculations were stimulated and analysed in LOTUS. Graphs
plotted justified design considerations.
On the rear side, we have used unequal H-shaped control arm for providing high stability, at the
same time to minimize the yaw motion without affecting the travel. Design procedure adapted
for the rear was similar to that of the front suspension.

Suspension arm was made of 1018 steel pipe of OD 1 inch with 3 mm wall thickness. In front
we have used ball joints of off road THAR jeep and in rear we have used bushes of 1 inch
diameter and 2 inch length with the aim of minimizing the rear-yaw motion.

5.1.a. Calculation for Springs:

Analytical method is used in spring rate calculation and for that we had to take some
parameters, given in table 4.
5.1.b. Calculation for spring rate:
We found that spring rate is depends upon motion ratio and wheel rate in the following way:

= 409.423mm
Front lower wishbone length

Damper mount
= 286.596mm
Motion ratio
= = 0.700
=

Natural frequency (f) = 2 Hz

According to this motion ratio, natural frequency and taking 40% of sprung mass for front, spring
rate is calculated as
K spring = 21 N/mm
Suspension travel = 10inch
Length of shock absorbers = 26inch
Similarly for rear taking 60% sprung mass, the spring rate is calculated as
Natural frequency (f) = 2.4 Hz
Motion ratio = 0.712
K spring = 30 N/mm

Figure 7: Front & Rear Wish-bones

5.1.c Alternative approach:
We know that spring rate is calculated as:-

K spring = ,

where, G - Modulus of rigidity or shear modulus of spring material

d - Wire diameter

D - Mean coil diameter

After considering all the above calculated data the suspension was designed and implemented with the
following specifications and dimensions.

Table 5: Final Specifications in Suspension Design

Specifications FRONT REAR

Roll Centre (Static) 175.62 mm 197.5 mm

Static Camber 2 degree

Static Caster 3 degree NA

King pin Inclination 12 degree 8 degree

Scrub Radius 26.5 mm 18.034 mm

Table 6: Suspension Design Methodology

5.2 KNUCKLES:
For the purpose of attaining desired configuration of the assemblies of braking system to tyres and axles, the
knuckles were self-fabricated. The front knuckle was fabricated as per the requirements of the steering system,
suspension system, braking system and tyres, whereas, the rear knuckle was fabricated as per the requirements
of the transmission system, suspension system, braking system and tyres.

These knuckles were designed through the process of stress analysis and tested on software. Firstly, the
blueprint was designed using information obtained from the suspension system specifications calculated, brake
calliper positions and the inner diameter of the rim and other adjacent components. Then, the design was tested
with the amount of stresses the vehicle had to endure during its running life and conditions; wherein a FOS of
more than 3 was attained for front and rear knuckles.

After the design was finalised, a prototype was fabricated to test the durability of the designed knuckle.
Further, the knuckles were modified to allow calliper mountings to be welded upon them.
 6. STEERING SYSTEM
Steering systems provides directional stability to moving vehicle. The focus was given to reduce the turning
radius of vehicle to improve the manoeuvrability.

6.1 Steering Geometry

In order to reduce tire, slip sideways and to reduce friction between steering linkages, Ackerman Steering
geometry is selected.

 Advantages of Ackerman Steering Geometry

 Turning Pair
 Flowless turning ratio
 Less amount of wear
 Minimum linkage

6.2 Steering Effort Calculation

Torque on steering arm,
𝑇𝑠 = 𝑙 × 𝑓 × 𝑆𝑅 = 30.191 𝑁𝑚
Force on steering arm
𝐹𝑠 = 𝑇𝑠⁄𝐿𝑠 =317.8 N
Force on rack
𝐹𝑟 = 2 × 𝐹𝑠/ cos 10 = 645.405 𝑁
Torque at pinion
𝑇𝑝 = 𝐹𝑟 × 𝑅𝑝 = 9.68𝑁𝑚
Steering effort (SE)-As the term suggests, “steering effort” refers to the amount of “effort” you
need to put into the “steering” to affect a turn. At low speeds, such as during parking manoeuvres,
the power steering system applies more force to the wheels, reducing your steering effort and
increasing manoeuvrability.
𝑆𝐸 = 𝑇p 𝑅𝑤 = 59.68 𝑁
Steering ratio refers to the ratio between the turn of the steering wheel (in degrees) or handlebars
and the turn of the wheels (in degrees).
Steering ratio= 𝑆𝑡𝑒𝑒𝑟𝑖𝑛𝑔 𝑤ℎ𝑒𝑒𝑙 𝑎𝑛𝑔𝑙𝑒 \𝑆𝑢𝑚 𝑜𝑓 𝐼𝑛𝑛𝑒𝑟 & 𝑊ℎ𝑒𝑒𝑙 = 4.5
 Figure 7: Suspension Design
6.3 Fundamental Steering Equation
cot 𝜃 − cot𝜑 = 𝑡𝑟𝑎𝑐𝑘𝑤𝑖𝑑𝑡ℎ 𝑤ℎ𝑒𝑒𝑙𝑏𝑎𝑠𝑒 = 0.852
Rack Travel
𝑅𝑎𝑐𝑘 𝑇𝑟𝑎𝑣𝑒𝑙 = 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓𝑟𝑎𝑐𝑘 /𝑐𝑖𝑟𝑐𝑢𝑚𝑓𝑒𝑟𝑒𝑛𝑐𝑒 𝑜𝑓 𝑝𝑖𝑛𝑖𝑜𝑛 = 4.25 𝑖𝑛𝑐ℎ𝑒.
Rack-and-pinion steering is quickly becoming the most common type of steering on cars, small
trucks and SUVs. ... It converts the rotational motion of the steering wheel into the linear motion
needed to turn the wheels. It provides a gear reduction, making it easier to turn the wheels.

Rack & Pinion Design Material- EN24 MS(AISI:4340)

EN24 Chemical composition

Carbon 0.36-0.44%
Silicon 0.10-0.35%
Manganese 0.45-0.70%
Sulphur 0.040 Max
Phosphorus 0.035 Max
Chromium 1.00-1.40%
Molybdenum 0.20-0.35%
Nickel 1.30-1.70%
Ultimate Tensile Strength – 900 MPa
Teeth Profile – Spur with 20° involute
Bending Endurance of Pinion
𝜎𝑏𝑝 = 𝑆𝑢𝑡 3 = 300 𝑀𝑃𝑎
Bending Endurance of Rack
𝜎𝑏𝑟 = 𝑆𝑢𝑡 3 = 300𝑀𝑃
Lewis Form factor
𝑌𝑝 = 0.484 −(2.87⁄𝑧𝑝) = 0.3632
Lewis Form factor
𝑌𝑔 = 0.484 − (2.87⁄𝑧𝑔) = 0.2846𝜎𝑏𝑝 × 𝑌𝑝 < 𝜎𝑏𝑟 × 𝑌𝑔
Face width
𝑏 = 10 × 𝑚
Beam Strength
𝑃𝑏 = 𝜎𝑏𝑝 × 𝑏 × 𝑚 × 𝑌𝑝
Wear Strength
𝑃𝑤 = 𝑏 × 𝑄 × 𝐷𝑝 × 𝑘
Ratio Factor
𝑄 = (2 × 𝑧𝑟) ⁄ (𝑧𝑟 + 𝑧𝑝)
𝑘 = 𝜎𝑐2 × cos𝜑 × sin𝜑 (1 𝜖1 ⁄ + 1 𝜖2 ⁄) ⁄1.4
𝑘 = 0.45(𝐵𝐻𝑁⁄100)
FINITE ELEMENT ANALYSIS – Static structural analysis was done using ANSYS Workbench for
material selection & to verify the parameters of different component of steering system such as rack &
pinion, steering column, steering wheel and tie-rod.

The Finite Analysis of steering design is done by Ansys by indulging Torsion equation as well as bending
equation.
Bending equation

Torsion equation

Torsion and Bending equation work parallel to each other that is Combined Banding and Torsion equation.
Equivalent Bending Moment

Equivalent Torsion

Load on Finite components of Steering System-In impact condition the load on wheel which is 700N will
be divided symmetrically which is 350N on both of the sides of wheel which will produce bending and
turning on wheel which further transfer to the steering column. The steering column will suffer bending and
angular deformation on a certain point which will affected during this loading condition. The column is
supported with a bearing and two inclined roads which support the steering column for sustaining the load of
impact in any condition.
Tie road analysis have been done with respect to Rankine’s theory which says that failure will occur when
the maximum principal stress at any point reaches a value equal to the tensile stresses in a simple
tension specimen at failure. This theory does not take into account the effect of the other two
principal stresses.

6.4 Design of Steering Wheel

The Butterfly Steering Wheel design evolved from actual track
experience. The unique, non-symmetrical design enables the steering wheel to be mounted in
either of two positions, to best suit the driver's personal taste. Azusa Butterfly also feature
Neoprene compound grips to resist fuels and lubricants just soft enough to dampen vibration
without being spongy.

Steering is the term applied to the collection of components, linkages, etc. which will allow a vessel or
vehicle to follow its desired course. The basic aim for us is to reduce the steering effort to minimum with
maximum steering response.
 Design Methodology
Type of Steering System Decided
↓
Lightest Assembly of that system found
↓
Rack Length Measured
↓
Steering Arm Length and Angle decided
↓
Maximum Turning Angle Found

Table 7: Steering System Specifications

Steering Ratio 11:1

Maximum Turning 45 Degree (Inner)

Angle 30.23 Degree (Outer)

Turning Radius 2.5meter

Steering Arm Length 4”

Steering Arm angle 15 Degree

Tie rod length 12”

Rack Length 13”

 7. BRAKING SYSTEM

A brake is a mechanical device which slows or stops motion. The purpose of braking system is to increase
the manoeuvrability by locking all the wheels in the shortest possible time span. Our aim was to design a
braking system which is easy to operate and light in weight. Hydraulically actuated disc brakes have been
used. Disc as well as calliper of APACHE RTR 180 is used. Cutting brakes with hand operated master
cylinder has been employed at rear wheels to augment efficiency and safety of the vehicle by:

1) increasing the steering efficiency at corners by locking a single wheel by using cutting brakes.

2) moving our vehicle out from the situation when one of the wheels is slipping and the whole power is
being transferred to the slipping wheel so by locking that wheel we can transfer the power to the wheel
in contact with the ground

Disc brakes of Apache RTR180 were used due to their small size which can easily fit in rim. Also disc
brakes of APACHE are of petal type which makes them more efficient. Tandem master cylinder of Maruti
800 was used because of its separate braking circuit at front and rear.

Modified pedal of Maruti 800 is used with leverage ratio of 6:1. Cutting brakes are used in order to remove
the drawbacks of open differential. Thus two separate levers are installed and two separate callipers have
been used. Both levers are connected to calliper independently. Hand brake levers of Maruti 800 are used
because of its availability in market. Now we need master cylinder with one point delivery valve for cutting
brakes. As no master cylinder of single delivery point is available so Clutch cylinder of Tata Sumo is used as
master cylinder for cutting brake system with a modified fluid having low viscosity.

Stopping distance, as calculated theoretically, is 1.2 m.

Cutting brakes are a system of levers, switches, or pedals that allows the driver to lock up individual brakes
in order to stop one wheel and then use the other wheels to drive the vehicle, thus pivoting around that
locked wheel. This results in a tremendously tight turning radius, and they can be implemented in a variety
of ways. Cutting brakes operate by using levers to actuate small master cylinders that apply each rear brake
independently. It is placed in open mode. One wheel is locked and vehicle pivots on the locked corner.

Weight distribution is approximated to be 60:40. If we stop our vehicle within 16 meters weight transfer of
55 kg from rear to front will take place. During turning, bump and rebound of a vehicle, the centre of gravity
of the vehicle shifts according to forces acting on the chassis. In our innovation, we try to stop this shifting
of C.O.G by implying counter forces responsible for C.O.G shifting.

Figure 15: Brake Disc

Figure 16: Front and Rear Brake Callipers Mounting

Figure 17: Front and Rear Brake Callipers

The entire calliper mounting was designed from the data acquired from the internal diameter of the rim, the
dimensions of the brake calliper and the dimensions of the knuckle being used (front or rear knuckle). The
calliper mountings once designed were tested for any dimensional discrepancies while being attached to the
brake calliper. Then the callipers were fabricated using Laser Beam cutting machine to obtain impeccable
dimensional tolerances. Then these calliper mountings were welded to the knuckle to form a single body. The
design of knuckle and its analysis was done separately before welding the calliper mountings to it.

Figure 18: Virtual Model and Prototype of Rear knuckle welded with rear caliper mounting (with
housing for two callipers)
 9.ENGINE & TRANSMISSION
A lot of emphasis has been placed on the design of power train. Our objective is to harness the power of 10
HP engine. Therefore we either have many gear speeds or we use a CVT (Continuously Variable
Transmission). Continuously variable transmission (CVT) belt drive is a device that is much smoother than a
conventional transmission and also has the ability to harness peak engine power during operation. The CVT
transmits power from the engine to drive train in place of a conventional clutch dependent multi-gear
transmission that requires constant shifting to change reduction ratios. It consists of two variable pitch pulleys,
the drive and the driven, that semi-dependently change their ratios depending on the RPM at which they spin
and the amount of torque required.

The goal of the design for driveline is to eliminate as many losses, in transfer of power from engine to the
wheels, as possible. To accomplish this goal the drive train consists of CVT, chain and sprocket and
differential.

Figure 20: Left and Right View of the Engine.

We are using a BRIGGS & STRATTON 10 Hp OHV Model 205432 Engine. The CVT we are using
is of POIARIS P90 with low gear ratio 0.75:1 and high gear ratio 3.83:1. The differential used is of
MAHINDRA ALPHA with gear ratio 4.173: 1. We will couple the axles of MAHINDRA ALPHA
CHAMPION & MARUTI 800. The custom made stub axle of material EN-119 is to be used.
The size of tyres to be used is 23 x 8 x 12. As the engine reaches its governed rpm limit 3800 rpm, the
gear reduction across the CVT have been determined to be 0.75:1 and thus serving as an "overdrive"
for the car. At low engine speeds the CVT produces a reduction of 3.83:1 providing necessary torque
considered for the half shafts because of their ability to transmit torque through a higher range of
suspension articulation. These features will create a vehicle that utilizes all of its power in a smooth,
quick transition from rest to top speed, and ensures minimal maintenance. We plan to restrict our top
speed to 45 kmph, the vehicle being an off-roader.

Figure 21: Cone Pulleys of the CVT

9.1. Methodology for selection of Transmission Components:
A study on comparison between different transmission systems was done. CVT was best suited for our
application due to:-

 Efficient power transmission capability

 Simplicity in Setting up the system
 Automatic Gear Ratio Selection thus reducing Human Errors.
 Elimination of Clutch Assembly
Based on the study and discussions with old teams regarding off
road conditions at Pithampur track top speed of 45-50kph was
decided. Data provided by Briggs and Stratton states maximum
rpm of engine as 3800 which can be considered as constant.
Finally gear ratio of 8.5-9.5 was required to achieve top speed.
Polaris P90 model of CVT was selected due to its wide range of
gear ratios i.e. 0.76:1 to 3.83:1.

There was a doubt regarding selection of type of differential to be used for which benchmarking was done
for different types considering various factors.
Open Differential was used based on above result. But problem of power loss during slipping were
considered as serious one so a proper solution was to be found. Cutting brakes were used to remove the
flaws of open differential system .Now with the help of cutting brakes it is possible for us to lock slipping
tyre and thus proper power transmission to the tyre in contact with ground.
Now, due to overdrive of CVT setup final drive ratio of 11-12 was required. Reverse gear was also a necessity
for our vehicle so based on all these requirements, market survey was done from which we came to know that
Mahindra Alpha Champion gearbox comes with two types of differentials (Open). Gear ratios of both
differentials were 2.32:1 and 4.16:1. Gearbox was dismantled and was found that if its 3rd gear is used in
reverse with differential having final drive of 4.16:1 then we get Top Speed of 50.54kph. Using Mahindra
Alpha Champion gearbox all the requirements were fulfilled i.e.

1. Required Gear Ratio

2. Reverse Gear
3. Open Differential.

To reduce the rotating mass a little modification was done with gearbox. All other except third and fourth
gears were removed from the gearbox.
 10.WHEELS & TYRE ASSEMBLY

10.1. Rim: Selection of Rim was the most

crucial factor to be decided as knuckle, Disc and Calipers
were to be placed inside the rim, so, proper space must be
allocated there, to do so. Also, the weight of rim must be less
in order to decrease rotational inertia of moving parts. So,
selection of rim size was done by design, suspension and
braking department which had been discussed.

Figure 22: Rim

10.2 TYRES: Tyres were decided on the basis of final drive at axle and top speed required.
It was also required to choose the tyre of less weight in order to decrease the rotating mass.
So LOW INERTIA BKT tyres of size 24 x 8 -12 were used.

10.3. HUB: Hub had to be self-manufactured as PCD of Polaris Rims did not match with available
standard. The hub had to be bolted to the rim at one end and to the disc rotor of Apache RTR 180’s rear
brake on the other.

10.5. AXLE: Axle of Alpha champion is used on the differential side as differential of alpha champion has
been used. Further, the axle is welded to Maruti 800 axle as stub axle of Maruti has been used on the hub
side, as the internal and external splines of stub axle and axle mesh properly thus resulting in proper power
transmission. Hence, both the different axles were welded together to form one body, then they were
machined (surface grinding) for crack removal and also heat-treated to remove any residual stresses
introduced.

10.6. Vibration Control: To control the vibration of Engine and Gear box we installed three dampers
of Maruti 800 engine and placed the entire assembly of Engine, CVT, Gearbox and axles over these three
dampers. The entire assembly of the transmission system was then in connection with the vehicle through
only these three dampers and hence all the vibrations from the assembly were isolated to the transmission
system itself. This also reduced the slipping of the CVT belt as the engine and gearbox were now in a
synchronized vibrational state.
10.7 COUPLINGS: Coupling of different components in transmission system is to be done with utmost
care, using best efficient system and reducing weight of components. Maximum loss of power occurs at
couplings.

10.7.a. Engine with Primary Pulley: - Outer diameter of Engine shaft is 25.4 mm and Inner diameter of
CVT where shaft is to be inserted is 30mm. Keyway is provided on Engine shaft. So a method was
selected such that modification of Engine Shaft and CVT need not be required. Bush of Outer diameter-
30mm and Inner Diameter-25.4mm was made and press fitted in CVT.

A little weld joints were provided to avoid slipping of bush on CVT. A keyway is made on bush. Key
of material EN31was made.EN31 material was used because of following properties:-

 High resisting nature against wear.

 Ability to bear high surface loads.

Key was press-fitted on Engine shaft and finally CVT coupled with Engine.
10.7.b. Primary Pulley to Secondary Pulley – through V- Belt
10.7.c. Secondary Pulley to Gearbox: There are internal splines on gearbox as well as CVT so a shaft is
made according to those splines with uttermost care such that power loss as well as wearing of splines due to
play is reduced. EN19 Material was used for making shaft due to following reasons:

a. Shock resisting.

b. Resistance to wear.

c. Ability to bear high stress.

10.7.d. Gearbox to Axle: Gearbox and Axle of same vehicle i.e. Mahindra Alpha Champion is used so no
need to make coupling.

10.7.e. Alpha Champion Axle welded to Maruti 800: Done with utmost care as improper welding may
lead to vibrations in shaft or failure may take place which can be fatal for driver.
11.SAFETY FEATURES OF OUR VEHICLE

Safe Roll cage design.

Evacuation - Easy entry & quick exit possible.

Proper firewall & body panels.

Firewall insulated with asbestos sheets.

Removable steering wheel.

Driver gears- helmet, goggles, suit, neck collar, restraints

Tube Padding – The minimum required thickness is ½”.

Kill Switches – 2 required, cockpit and external.

Safety Harness – 5 strap system, 3” lap belt, quick release connecters

Fire extinguisher – 2 required, 1 liter, ISI rated. One mounted in cockpit and one for
accessories.

Figure 29: Bucket Seat

12. CONCLUSION
The tests endured by our vehicle include Break Test (all four wheels lock simultaneously), Acceleration Test,
Figure of Eight Test (the vehicle moved in a 8 shaped track with radius of 3 meters without reversing and at
considerable speed), Hill Climb Test (220 slope for 100 meters), Manoeuvrability Test (the vehicle was made
to go through L-turns, hair-pin bends, mud-pits, sand, over logs, etc.) and most importantly the 4-hour long
endurance run, which we successfully completed in the top 15!

However, the vehicle still has a scope of improvement. The innovative dynamic stabilised steering system
being developed can be very helpful in reducing driver fatigue. Extensive studies may be undertaken in the
areas of emission and engine efficiency with an aim to develop a greener vehicle.
 13.REFERENCE

https://bajatutor.net/topic/vehicle-dynamics-books/https://www.solidworks.com
https://bajatutor.net/topic/calculations/
https://bajatutor.net/topic/design-cad/
https://bajatutor.net/topic/design-cad/