Top PDF Dynamic Analysis of the Front and Rear Suspension System of an All Terrain Vehicle

Suspension Deals with three C’s comfort, contact, control. The agenda for designing the suspension was to enhance the dynamic stability of an ATV. The Front and Rear geometries were designed by using Lotus software with the help of CatiaV5 and analysis was carried out by the software ‘Ansys’. The suspension parameters like Ground clearances, Wheelbase, Track width and other dynamic parameter such as Camber gain, toe gain etc. kept optimum so as to get minimum force interaction with the tire. Thus with Double Wishbone and H-arm linkage system the ATV was designed and analyzed successfully.

The objective of designing a single-passenger off-road race vehicle with high safety and low production costs seems to be accomplished. The design is first conceptualized based on personal experiences and intuition. Engineering principles and design processes are then used to verify and create a vehicle with optimal performance, safety, manufacturability, and ergonomics. The design process included using Solid Works, CATIA and ANSYS software packages to model, simulate, and assist in the analysis of the completed vehicle. After initial testing it will be seen that our design should improve the design and durability of all the systems on the car and make any necessary changes up until the leaves for the competition. The power-train used in the design offers easy operation and maintenance. Multiple unique design features provide easy adjustability that give the owner more control over the vehicle. Further, software analysis shows us that the vehicle can take frontal impacts of up to 159.46 Mpa and side impacts of up to 189.66 Mpa. This clearly reaffirms the vehicle’s ability to withstand extreme conditions.

Wishbone suspension system is provide with an upper control system so that forces acting on lower arm will be distributed to upper arm too and also vehicle will be more stable dynamically as well as in static condition. Basically, forces that act upper wishbone are lateral force, breaking force and vehicle weight acting downward. Keeping in mind all these forces upper arm was designed to withstand all forces acting on it statically as well as dynamically. Upper wishbone provides better control over camber changes as well as caster arrangement. Just like lower arm, upper arm has also been checked for different size of tubes and best result was found for AISI 4130 chromoly having cross section, OD1inch and 2mm thickness. Shape of upper arm has been kept in shape of U, reason behind is that shocker is being mounted on lower arm which will pass through upper arm so enough space to accommodate, another reason is that U shape will cover largest part of the chassis which will increase the stability of vehicle.

and dynamic analysis of transmission system. The main principle of the transmission system is to supply required torque and power generated by the engine to the wheels as per driver’s requirement. The aim of this work is to economically simplify the design of transmission system in order to increase its performance and safety standards. This work comprises of material selection, gear box design, Finite Element Analysis (FEA) and simulation to test against failure. Since the All- Terrain Vehicle (ATV), is subjected to uneven and irregular road condition, constant and continuous power transmission should be considered in its design. For this, a combination of Continuously Variable Transmission (CVT) and designed gearbox is used to obtain the required reduction ratio. Design of transmission system is based on tractive effort, vehicle resistances, grade ability, and maximum vehicle speed. Considering all the above factors required reduction ratio is calculated. Finite Element Analysis (FEA) is considered for design validation.

After completing the design of the Roll Cage, Finite Element Analysis (FEA) is performed using ANSYS 16.0 to ensure expected stresses do not exceed material properties. We did static and dynamic analysis of the roll cage. Number of iterations are performed in ANSYS by considering different loading conditions like Explicit Dynamics, Front impact, Side impact, Rear impact, Offset impact, Roll over and Torsional. Preliminary analysis show that the roll cage is not safe for side impact and front impact. Design changes are made such that by adding a few members the force distribution was evenly spread. From the results of analysis, we conclude that Von Mises stresses are within the limits and FOS is greater than 2. This ensure the driver is not a risk and it is safe to proceed for manufacturing.

National Standards Institution ANSI as a vehicle that travels on low pressure tires, which is used to handle any kind of terrain it faces. The paper focuses on design of rear suspension system for an ATV. The paper covers simulation, modelling and analysis of suspension geometry. Suspension is designed such that it provides better handling and better comfort for an ATV.

industry in country is the cost and the correct utilization of the all-terrain vehicle. To improve the graph of this industry we will work on the current design of suspension to improve the maneuverability and reduce the weight to improve the overall performance of the vehicle. New design will further give opportunities and will open the gateway for other applications too in the country. The suspension system of an ATV (ALL TERRAIN VEHICLE) needs to be adaptive, durable, efficient and relatively cheap. The objective of this paper is to study and design the static and dynamic parameters of suspension system.For this the geometry of front and rear suspension system will be drawn on CAD software SolidWorks and further the suspension components will be analyzed on CAE software ANSYS.

Although the MacPherson strut has its advantages, the Trailing Arm system is one of the most preferred rear suspension systems due to its functional design and sturdiness. It undergoes high bending and torsional stresses. Its advantage lies in the fact that there are no camber or toe-in changes, along with a constant track width. [4] The semi- trailing arm has also been considered for the rear suspension system. They have provisions for the adjustment of toe and camber angle for the rear wheels [5], and can be used to induce oversteer. A variation on this, in the form of a trailing arm with camber links has also been designed and analysis of the lateral, vertical and longitudinal forces acting on the components have shown this system to be a viable option. A degree of adjustment of the camber has been shown to be possible. [6] Some vehicles have also been run with wishbones at the rear. This gives good ride quality and toeing of the wheels has been eliminated; this has been confirmed by kinematic analysis. [7] An alternate approach to suspension kinematics is through control systems; second order equations have been used to present the suspension in control system form. The motion can then be observed by applying ‘disturbances’ to the equation in passive or active systems. [8]

The spring rate (or suspension rate) is a component in setting the vehicle's ride height or its location in the suspension stroke. Vehicles which carry heavy loads will often have heavier springs to compensate for the additional weight that would otherwise collapse a vehicle to the bottom of its travel (stroke). Heavier springs are also used in performance applications where the loading conditions experienced are more extreme [2]. Magneto rheological (MR) fluid, which is capable of controlling the stopping process of moving objects, e.g. on transportation lines. The proposed solution makes it possible to adjust the braking force (by electronic controller) to the kinetic energy of the moving object. The paper presents an overview of passive shock absorbers. Next, the design concept of a semi- active shock absorber with the MR fluid is proposed.

Front Suspension is fitted with Semi elliptical leaf springs with shackle on rear side. This is a old suspension and for reducing inner leaf friction it should lubricated with graphite grease. Functions of suspension system are 1) Set Correct ride height of vehicle, 2) Support weight of vehicle, passenger and other load, 3) To safeguard against the road shocks, 4) To avoid the road shocks from transmitted to the vehicle components, 5) To preserve the stability of the vehicle in pitching or rolling, while in motion, 6) Wheel alignment correctly maintain, 7) Tire & road contact properly.

Vertical dynamics modeling and simulation of a six-wheel unmanned military vehicle (MULE) studied in this paper. The Common Mobility Platform (CMP) chassis provided mobility, built around an advanced propulsion and articulated suspension system gave the vehicle ability to negotiate complex terrain, obstacles, and gaps that a dismounted squad would encounter. Aiming at modeling of vehicle vertical dynamics, basic and geometrical parameters defined and degrees-of-freedom specified on a compromise between accuracy and complexity of two models. Equations of motion provided on two linear and nonlinear 5-degree-of- freedom models using two different modeling methods. There is good agreement between time responses of two presented models. The main differences of two models observed in articulated suspension degrees-of- freedom while the vehicle subjected to high frequency maneuvers that cause severe oscillations on wheels and arms in comparison to vehicle body due to lower mass and inertia properties. The linear model can be used to design a controller and the nonlinear to predict vehicle motion more accurately. Sensitivity analysis of the influential parameters is also presented to specify effects of different parameters. Results of this study may be used to design articulated suspension and making next frequency analyses.

IJEDR1601043 International Journal of Engineering Development and Research (www.ijedr.org) 252 Idle and low speed comfort can also be influenced due to changes of the engine excitation and the transfer mechanisms. The main transfer paths for the vibrations are the engine mounts, wheel suspensions and components mounted on to the body. The excitation becomes more critical when the main firing orders coincide with the Eigen frequencies of different components. The rigid body modes of the power train normally occur at very low frequencies. Care need to be taken while designing the mounting system so that the highest mode of the power train is at least √2 times lower than the first firing frequency of the engine. The presence of power train modes in the operating frequencies leads to higher transmissibility during low speed operation. When an engine is fastened directly to its support frame, it has a direct path for the transmission of vibration and noise. When the engine is attached to its support by means of properly selected resilient isolators, the path of vibration and noise disturbances is broken.

The first choice of the suspension was ‘McPherson Strut’ for its simple integration and space efficiency. However, no suitably sized struts were available in the market, and the team decided against utilizing its resources to custom build a strut. Another major setback was to find a differential-half shaft assembly for a wheeltrack of 30.5 inches. The smallest differential was about 7-8 inches wide (Drexler, Torsen, etc.) and the shortest half shaft with CV joints on both ends was still 9 inches long. Ultimately it was decided to employ hub motors on both the rear wheels which would eliminate the entire drivetrain system and was easy to integrate. For the suspension geometry, the team decided upon using Short-Long-Arm (SLA) double wishbone suspension. In this geometry, wheel spindles are supported by an upper and lower 'A' shaped arm (Figure 7). The SLA would bring in the following advantages to the vehicle’s design.

ABSTRACT: Electric power steering (EPS) is powered by electromotor directly. It can operate and provide correspondent power according to driving conditions of automobile and driver’s operations, which will make auto more handy and stable when steering with slow speed. Based on Multi-body Dynamics theory, multi-body dynamics model of complete vehicle is built and simulated by ADAMS. The front suspension model, rear suspension model and steering system model is included in this model. According to these models, handiness and stability of steering system is evaluated in this paper. And a linear assistance characteristics is determined. Key words : EPS, multi-body dynamics model, ADAMS, assistance characteristics

Masanori Yoshihara -This paper intends to verify the following in order to clarify the influence of the body layout on ATV pitching behavior, and for the purpose of helping develop a more pleasing product, it reports the research results based on the theory and experiment concerning the effect of body geometry on vehicle dynamics, with particular emphasis on vehicle behaviors under acceleration and deceleration. A discussion of vehicles employing the chain drive or swing arm system involves a number of factors that contribute to pitching motion [11].

An excellent braking system is the most important safety feature of any land vehicle. Competition regulations require at least two separate hydraulic braking systems, so that in the event of a failure of one, the other will continue to provide adequate braking power to the wheels. The main requirement of the vehicle’s braking system is that it must be capable of locking all four wheels on a dry surface. Ease of manufacturability, performance and simplicity are a few important criteria considered for the selection of the braking system.

The objective of this research is design and analysis of independent rear suspension for an all-terrain vehicle (quad bike). In rough terrains suspension plays vital role in ride comfort, load transfers and to some extent in safety too. The suspension was designed keeping all the vehicle performance requirements in these kind of terrains. Three link type of suspension was selected because of its added advantage to rolling stiffness and comparatively low weight. 1.2 Terminology

Figure 1 to figure 3 placed in the design according to the position of the vehicle steering knuckle and wheel bearing with flange thickness for integrated brake disc, using the profiling piece is feasible. The steering knuckle is clamped on the test bench, to ensure that the adapter and the steering knuckle connection must be consistent with the original wheel bearing.

An analysis method to make the rocker bogie mechanism can climb up a stair was achieved in the work. The east coast of Malaysia faced a massive flood from heavy downpour, leading to huge flood damage and caused irreparable loss to life and property. The flood carries the debris, soil and trees along their path, damaging the road and building structure, leaving the road become uneven. This situation gives difficulty to task force bearing aids during the post disaster management. The research paper proposed an intelligent inclined motion control of an amphibious vehicle while moving on uneven terrain surface [2].

A roll-cage is a designed framework of a vehicle. It is a part of chassis. The major function of the roll cage is driver safety and comfort. A roll cage is a specially engineered and constructed frame built in (or sometimes around, in which case it is known as an exo cage) the passenger compartment of a vehicle to protect its occupants from being injured in an accident, particularly in the event of a rollover. The design of roll cage depends upon the use or requirement of the vehicle. Roll-Cage can be designed based on following requirements. For example, we need a vehicle for spending reasons so is the chassis and roll-cage is designed in an airfoil manner and light weighted whereas if the vehicle is to be used on marshy, hard and tough roads then the design changes as well as the size is also taken into consideration.[3][4]