Design and Development of All-Terrain Vehicle : Volume 1

International Research Journal of Engineering and Technology (IRJET) e-ISSN: 2395-0056
Volume: 04 Issue: 10 | Oct -2017 www.irjet.net p-ISSN: 2395-0072
© 2017, IRJET | Impact Factor value: 5.181 | ISO 9001:2008 Certified Journal | Page 690
Design and Development of All-Terrain Vehicle : Volume 1
Karan Sangaj1, Aditya Suryawanshi2, Sudarshan Shinde3 , Shubham Lad4
1,2,3,4 UG , Department of Mechanical Engineering , KIT's College of Engineering , Kolhapur , India.
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Abstract- The objective of this project is to design and
manufacture a racing vehicle-ATV (All-Terrain Vehicle) for
participation in competition like BAJA .The vehicle is designed
by using mathematical modeling and computer-aided design
and simulation by using a ANSYS software to make vehicle
able to run and perform efficiently on different terrains like
rocky, muddy, lose gravel .the important parameter to select
for chassis are material, its shape and cross section area. This
optimized parameter made the vehicle light weight, stable,
efficient with having high strengthanddurability. Inthisstudy
we deal with manufacturing and development of
frame/chassis of vehicle by using steps like Material Selection,
Cross-section Selection, and Frame design parameters,
Analysis Parameters, Iterations, Analysis and Simulation. So
vehicle can be manufactured with compact design, maximum
performance as well as safety.
Key Words: ATV, Roll Cage, Chassis, Material Selection,
Cross-section Selection, Frame Design, Analysis, ANSYS.
1. INTRODUCTION
The vehicle chassis includes the suspension and steering
systems, frames ,tires, brakes, axles, and wheels [1] .ATV
(All-Terrain Vehicle) is designed to operate in difficult and
circuitous terrains. ATV consists of three main parts. These
are chassis, drive train and suspension. In this study wedeal
with developing a unit of ATV called chassis/frame. The
chassis is considered to be one of important parts of an
automobile. Various important parts like the engine and the
drive train, the axle assemblies, the suspension system, the
brakes, the steering system, etc., are bolted on chassis. It
provides the strength, rigidity required to support the
different components. By designing the chassis with
optimized parameter the level of noise and vibrations from
different components is greatly reduced. To achieve this,
Chassis should be rigid, so it can withstanddifferentstresses
and shocks (bending and torsional moments). So, strength
and stiffness are two important factors considered while
designing. Before manufacturing; Finite Element Analysis
(FEA) is done to ensure designed chassis can withstand the
loads and stresses acing on it.
2. MATERIAL AND CROSS-SECTION SELECTION
The AISI grade is considered for the frame design due to its
mechanical properties and chemical composition. The AISI
grade contains high carbon percentage as well as high yield
strength and ultimate tensile strength. it isalsocosteffective
as well as easily available.
Property AISI 1018 AISI 4130
Carbon Content (%) 0.14-0.20 0.28-0.33
Density (g/cc) 7.87 7.85
Elongation at Break (%) 15 25.5
Modulus of Elasticity(GPa) 200 205
Ultimate strength (MPa) 440 670
Yield Strength (MPa) 370 435
Table 1: Material Comparison
From above table it is seen that yield strength and ultimate
strength of the AISI 4130 is much higher compared to AISI
1018. Another factor is density, density of AISI 4130 is less
than AISI 1018 therefore the material chosen is AISI 4130.
AISI 4130 provides better safety and islessbulk framesothe
total vehicle weight is reduced.
Outer Dia. (mm) 25.4 31.75
Wall Thickness
(mm)
3 1.6
Moment of Inertia
(mm4)
8073.32 9320.12
Bending Moment
(N-m)
229.77 265.26
Bending Stiffness
(N-m2)
1655.03 1910.62
Table 2: Cross-section for AISI 1018
Outer Dia. (mm) 25.4 31.75
Wall Thickness
(mm)
3 1.6
Moment of
Inertia (mm4)
8073.32 9320.12
Bending Moment
(N-m)
270.15 311.86
Bending Stiffness
(N-m2)
1655.03 1910.62
Table 3: Cross-section for AISI 4130
For the cross-section it was decided to create the frame
using 25.4mm OD and 3mm wall thickness, AISI-4130 Steel

series has higher strength than AISI-1018 [3]. Also another
factor for the cross-section selection was the market
availability which is important criteria if we want to make
this frame feasible for manufacturing.
Moment of Inertia (I) is calculated by using equation
I = (π/64)*(O.D4 - I.D4)
Bending stiffness is calculated by using equation
Bending Strength = σy*I/C
Bending Strength is calculated by using equation
Bending Stiffness = E*I
3. FRAME DESIGN CONSIDERATIONS
Frame is designed by keeping in mind the driver’s safety, a
minimum clearance is given to the entire roll-cage member
from drivers’ body. Frame is also designed giving priority to
those parameters which are essential for driver’s safety and
vehicle stability. Another consideration is to keep driver in
comfort therefore ergonomics considerationisanimportant
priority. Driver’s position is kept as comfortable as possible
by trying different sitting positions possible. The back angle
is kept slightly slant to back at an angle of 5-10 degree from
vertical position.
Figure 1: 3D RENDERED CATIA MODEL OF CHASSIS
Other parameters like weight, durability, and cost, simple
and aesthetically appealing design were taken into
considerations. By considering the other subsystem
assemblies like engine, transmission, steering, suspensions
and brakes, frame is so designed that all the subassemblies
could be connected to the frame.
4. FRAME ANALYSIS PARAMETRS
The objective of analysis of frame is to ensure that framehas
adequate factor of safety even in worst case scenarios/
impacts/ collisions to ensure driver safety. it also ensures
that it has greater torsional stiffness ,less deflection under
dynamic loading and static loading, natural frequency of the
roll cages does not matches with the engine working range
frequency to avoid resonance. The value of force to be
applied on the frame could be obtained by using Impulse
Method or G-Force Method. G-Force Method is widely used
method when prototype testing is not a feasible solution.
Mathematically,
G = m*g = 250*9.81 = 2452.5 N [2].
Where,
M=mass of the vehicle
g= acceleration due to gravity
Different static analysis or collisions are Front Impact, Rear
Impact, Side Impact and Roll over test. The applied forces in
different static analysis or collisions are as follows.
Front impact 4G
Rear impact 3G
Side impact 2G
Roll over 1.5G
Table 4: G-force Applied
5. ANALYSIS
Analysis of frame is necessary in order to determine the
induced maximum stressesandmaximumdeflection.For the
analysis of frame we have used ANSYS 15 software. The
impact tests and their deformed shape and stress analysis
are as follows.
Figure 2: Meshing Of Chassis

In Figure 2: Meshing Of Chassis, initial settings are Physics
Preference is mechanical, Element Size isdefault,Smoothing
is Low, Transition is Fast, Span Angle Center is Coarse,
Transition Ratio is 0.272, Growth Rate is 1.2, total Nodes are
130745 and total Elements are 69211.
Front Impact: For the front impact the rear suspension
points are kept fixed. After fixing rear suspension points the
force of 4G is applied on the front part of the frame.
Figure 3: Total Deformation in front impact
Figure 3: Total Deformation in front impact, shows total
deformation of chassis when force of 4G (9810N) is actedon
front part of chassis. From above figure it is observed that
the maximum deflection is 4.8029 mm.
Figure 4: Maximum Stress in front impact
Figure 4: Maximum Stress in front impact, shows maximum
stress occurred in chassis when force of 4G (9810N) is acted
on front part of chassis. From above figureitisobservedthat
the maximum stress occurred in body is 253.56 Mpa.
Rear Impact: For the rear impact the front suspension
points are kept fixed. After fixing frontsuspensionpoints the
force of 3G is applied on the rear part of the frame.
Figure 5: Total Deformation in rear impact
Figure 5: Total Deformation in rear impact, shows total
deformation of chassis when force of 3G (7357.5N) is acted
on rear part of chassis. From above figure it is observed that
the maximum deflection is 2.6420 mm.
Figure 6: Maximum Stress in rear impact

Figure 6: Maximum Stress in rear impact, shows maximum
stress occurred in chassis when force of 3G (7357.5N) is
acted on rear part of chassis. From above figure it is
observed that the maximum stress occurred in body is
283.67 Mpa.
Side Impact: For the side impact the suspension points of
the other side of the side of impact is kept fixed. After fixing
suspension points, the part of the side of impact is applied
with the force of 2G.
Figure 7: Total Deformation in side impact
Figure 7: Total Deformation in side impact, shows total
deformation of chassis when force of 2G (4905N) is actedon
side part of chassis. From above figure it is observedthatthe
maximum deflection is 0.5990 mm.
Figure 8: Maximum Stress in side impact
Figure 8: Maximum Stress in side impact, shows maximum
stress occurred in chassis when force of 2G (4905N) is acted
on side part of chassis. From above figure it is observed that
the maximum stress occurred in body is 179.16 Mpa.
Roll Over: For the roll-over condition the bottom
suspension points are kept fixed. After fixing bottom
suspension points, the point which comes in contact with
ground first when roll over occurs is applied with the 1.5G
force.
Figure 9: Total Deformation in Roll-over
Figure 9: Total Deformation in Roll-over, shows total
deformation of chassis when force of 1.5G (3678.75N) is
acted when roll-over condition is occurred. From above
figure it is observed that the maximum deflection is
5.8738mm.
Figure 10: Maximum Stress in Roll-over

Figure 10: Maximum Stress in Roll-over, shows maximum
stress occurred in chassis when force of 1.5G (3678.75N) is
acted when roll-over condition is occurred. From above
figure it is observed that the maximum stress occurred in
body is 172.26 Mpa.
6. RESULTS
The different test gave us the maximum stresses and
deformed shape. As we know value of stresses on frame, we
can find the FOS with it, as we know that FOS is the ratio of
Yield Strength of material to the Maximum stress occurring
on body.
Mathematically,
FOS = σy / (Max. Stress)
The overall Results are tabulated as follows.
Impact
condition
Maximum
stress (Mpa)
Total
Deformation
(mm)
FOS
(calcula
ted)
Front 253.56 4.8029 1.72
Rear 283.67 2.6420 1.53
Side 179.16 0.5990 2.42
Roll-over 172.26 5.8738 2.52
Table 5: Results
7. CONCLUSION
From above results we conclude that FOS is greaterthan 1in
all conditions so frame is safe. the maximum deflection
occurs in the Roll-over condition, the value of which is
5.8738 mm. in this study we have already discussed that
there is clearance between driver’s body and frame, this
clearance is more than maximum deflection and therefore
we can conclude that even in worst condition there is no
harm to driver.
8. REFRENCES
1. Gilles, Tim. “Automotive Chassis: Brakes, Suspension, and
Steering” /Tim Gilles. ISBN 1-4018-5630-6. Pg. 3.
2. Nordhoff , Larry S. “Motor Vehicle Collision Injuries:
Biomechanics, Diagnosis, and Management”/Lawrence S.
Nordhoff, Jr. - Second Edition. Pg. 604 .
3. Karl-Heinrich Grote, Erik K. Antonsson. “Springer
Handbook of Mechanical Engineering, Volume 10” / ISBN
978-3-540-49131-6. Pg. 177.

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