Design Analysis And Optimization Of ATV

Design Analysis And Optimization Of All-terrain Vehicle
(ATV)
CHAPTER N0. 1
INTRODUCTION
We approached our design by considering all possible alternatives for a

system & modeling them in CAD software like CATIA, AutoCAD etc. to obtain a
model with maximum geometric details. The models were then subjected to analysis
using Analysis Work Bench 14 software. Based on analysis results, the model was
modified and retested and a final design was frozen.
Dynamics analysis was done in Lotus suspension analysis software. The

aim was to optimize suspension variables to improve maneuverability. Theoretical
calculations of performance characteristics were also done. Extensive weight
reduction techniques were followed at every stage of the design to improve
performance without sacrificing structural integrity.
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CHAPTER N0. 2
DESIGN CRITERIA FOR THE VEHICLE & METHODOLOGY:
NO. CRITERION PRIORITY REQUIRMENTS :-

Low Weight Vehicle.
1 Reliability Essential Better Economy.
Better Comfort And Durability.
2 Ease of Design Essential
DESIGN AND CAD WORK :-
3 Performance High Collection Of Data And Calculation.
CAD And CEA Work of the
4 Serviceability High Subsystems.
REVIEW AND IMPLEMENTATION :-
5 Manufacturability High Design Review And Project Plan.
Maintaining Quality in Fabrication.
6 Health and Safety High Follow up And Project Plan.
7 Lightweight High DFMEA AND VALIDATION :-

Maintain DFMEA And DVP.
8 Economic/Low Desired Validate of The Vehicle For Designed
Aspect.
Cost
TESTING :-
9 Easy Operation Desired Testing The Vehicle For All the
Terrains.
10 Aesthetically Desired Expecting Failures And Correcting
Pleasing Them.
TABLE NO.- 2.1
As shown in above table, special considerations were given to safety of the

occupants, ease of manufacturing, cost, quality, weight, and overall attractiveness.
Other design factors included durability and maintainability of the frame.
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CHAPTER N0. 3
ROLL CAGE :
The purpose of the Roll cage is to provide a safe environment for the
occupant while supporting other vehicle systems. Several steps were taken to ensure
this objective was met. For the frame design, we focused on a lightweight and safe
frame that still meets all of the requirements set forth by SAE. Special considerations
were given to safety of the occupants, ease of manufacturing, cost, quality, weight,
and overall attractiveness. Other design factors included durability and maintainability
of the frame.
The frame design incorporated bends instead of miters in many of the

structural members, believing that this allowed for faster construction, and increased
material strength from cold working resulting in an overall increase in product
quality. Although there was added cost associated with out-sourcing tube bending,
this cost was offset by a reduction in fabrication man hours through decreasing the
amount of mitered and welded joints and eliminating man hours and material needed
to fabricate fixtures for fit-up ,The Roll cage consists of two main criterions as
follows:
3.1 MATEARIL SELECTION:
The materials used in the cage must meet certain requirements of geometry
and minimum strength requirements found in SAE. Since the frame is being used in a
racing vehicle rather than a recreation vehicle, weight and cost is a very large factor in
the shape and size of the frame. The proper balance of strength, weight and cost is
crucial for the teams overall success.
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Design Analysis And Optimization Of All-terrain
terrain Vehicle
(ATV)
Materia UTS UYS Elongation Youngs

l modulus
Mpa Mpa % Gpa

1 AISI 560 450 21.5 210
4130
2 AISI 394.7 294.7 36.5 200
1020
3 AISI 440 385 15 205
1018
TABLE NO
NO.- 3.1 GRAPH NO
NO- 3.1
In addition to the above table, selection depended mainly on the cost and
availability of the material. From the above tables, we concluded that AISI 1018 was
best suitable for the roll cage with economical cost and easier availability. For
satisfying the bending stiffness criteria and bending strength the thickness of the pipe
was decided to be 2.1 mm for the O.D. of 28 mm for the primary members of the
chassis and for the secondary members, O.D. was selected as 25.4 mm with the
thickness of 2.1 mm
3.2 FINE ELEMENT ANALYSIS:
In order to optimized the strength, durability and weight of Chassis Analysis

Work Bench 14 was used to analyze the chassis for all six loading condition.
condition The
six analysis tests conditions are Front Impact, Side Impact, Rollover Impact,
I and
Torsional ansys heave and the loading on the frame from the front and rear shocks.
After running all five analyses it was found that there is a need of additional
member. After having added these members, a second analysis using identical loading
constraints was completed and results of these tests are shown in table
table; for confirming
the safety of the roll cage, proper analysis was done in the ANSYS Workbench
which is tabulated as follows:
follows
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(Assuming the total weight of the vehicle is 320 kg)

Setting up the analysis:
Ultimate
Yield Modulus of Percentage
Tensile Hardness
Component Material Strength Elasticity Elongation
Strength (BHN)
(MPa) (GPa) (%)
(MPa)
Roll Cage 1018 steel 450 380 265 16 130
Hub 6082 Al alloy 225 186 70 12 75
Adapter EN8 660 530 206 7 120
TABLE NO.- 3.2
DETAILS MAX MAX TIME OF

FORCE FORCE IMPACT
(kN) (in terms of gs) (s)
1 Front impact 30 10 0.2
2 Side Impact 9 3 0.2
3 Roll Over Impact 6.4 2 0.2
4 Torsional 1.88 3 FRONT -
analysis 2.82 3 REAR -
TABLE NO.- 3.3

RESULTS:
DETAILS MAX STRESS MAX FOS
DEFORMATION
(Mpa) (mm)
1 Front impact 385.49 3.67 1
2 Side Impact 303.09 1.02 1.2
3 Roll Over Impact 272.64 4.74 1.3
4 Torsional ansys - 1.84(F) 3.64(R) 1.26
TABLE NO.- 3.4
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3.3.1 FRONT IMPACT

IMPACT: (8-10G)
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3.3.2 SIDE IMPACT:(3G)

IMPACT
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3.3.3 ROLL OVER:(2G)

(2G)
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3.3.4 TORSTIONAL ANSYS:(3G

ANSYS (3G FOR FRONT AND REAR)
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CHAPTER N0. 4
SUSPENSIONS:
4.1 FRONT SUSPENSION:
The problem that was encountered was to design a competitive front

suspension for the ATV . To do this the operating conditions of the competition had to
be researched, and from that design considerations had to be decided
Consideration Priority Reason

Simplicity Essential Main objective
Lightweight Essential Lower weight means Faster car.
10 of travel High To ensure ground contact always.
Durability High It should be durable and reliable for
any condition.
Shock Absorbing Desired High shocks in the front.
Adjustable Desired To adjust camber, toe in and out for
improving handling.
Compatibility with Desired It must be compatible because
Steering suspension geometry is linked with
steering geometry.
From the above considerations to balance weight and cost savings for the
manufacturers, and comfort and handling for the customer, several options for front
suspensions were analyzed. For the best handling characteristics the front wheels must
always be in perpendicular contact with the ground. Bump steer and camber gain must
be minimized in both ride and roll changes. Two possibilities for the front suspension
were a double a-arm and a single arm McPherson Strut suspension. The double a-arm
suspension is the most feasible design according to our design, thus double A- arms
were selected for the front suspension. To design the front suspension several
software packages were utilized to ensure the best possible results. LOTUS SHARK
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simulation software was used to create simulations for both parallel and opposite
wheel travel.
Fig. No.4.1 :- SIMULATION OUTPUT AND ROLL CENTER
Fig. No.4.2 :- FRONT SUSPENTION ASSEMBLY EXPLODED VIEW
The front suspension arms were designed to be as easy to manufacture

as possible, while maintaining the high strength as desired. The Build quality was
maintained by welding the A arms mounting brackets at the designed hard points
within a tolerance of 1 mm
The variation of the toe angle and camber with respect to bump as
obtained from Lotus shark
GRAPH NO- 4.1
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terrain Vehicle
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4.2 REAR SUSPENSION:
There were many objectives and considerations to look at during the

process of designing and building the rear suspension. The rear suspension is a full
trailing arm design with only one arm per side. The Fox Float
loat air shocks have 6
inches of travel, and are mounted near the bearing carrier, near the end of the arm, and
about half way up the rear main roll hoop. This allows for maximum suspension
travel while staying within the range of the rear axle CV joint travel. Another reason
that trailing arms were used was that the drive train design was to be modular. The
trailing arms allow for the full drive train assembly to be removed without
interference by the suspension. This enables the drive train to be pulled from the car
for maintenance, and keeps the overall design of the rear of the car simple
Consideration Priority Reason

Simplicity Essential Easier to fix, build, design, analyze.
Lightweight Essential Lower weight means Faster car.
8 of travel High To ensure ground contact always.
Durability High Withstand abusive driving during the endurance race.
The rear suspension geometry and modeling was done in Catia and it is as shown
below:
Fig. No.4.3 :- REAR SUSPENTION ASSEMBLY EXPLODED VIEW
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The car has been driving for two weeks, there has been testing done to
see if the suspension reacts the way intended by design. It turns out that the design of
the rear suspension is working as well or better than expected.
Parameter Values
PARAMETERS VALUES
Front Rear Caster 6
Suspension Suspension
Kingpin inclination 14
Wheel
254 mm 206 mm Static Camber Set as Zero
Travel
Static Toe In Set as Zero
Wheel Rate 9.294 N/mm 19.90 N/mm Roll angle @Speed 30 km/hr
Jounce 117.4 mm 117.4 mm Roll Angle 172
Rebound 39.14 mm 39.14 mm

Turning Radius 5m
Weight Transfer 90.77kg
Camber
1.85 0
Gain
TABLE NO.- 4.1
4.3 FOX RACING SHOCKS:
Right from the beginning we focused on reducing the weight of the

vehicle. The customized Spring and damper assembly of the vehicle was way too
bulky to be used in ATV, thus team emphasized on Fox Shocks which reduced the
weight of the vehicle to a large extent and provided easy adjustable stiffness to the
shocks.
From the market survey, the fox shocks were selected on the following criteria:
Travel of the Shocks.

Total extended Length of the shocks.
Cost and availability.
Thus, FOX FLOAT 2 air shocks were selected and procured. It provides 6 inches of
travel and 19.8 inches of extended length, which is perfect from our design point of
view.
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CHAPTER N0. 5
STEERING:
On the rough terrains it is very essential to have the steering must be light
and should give quick response on turns. The design considerations are as follows:
CONSIDERATION PRIORITY REASON

Simple Design Essential Easy to repair during
competition
Light Weight Essential Lower weight means
Faster car.
Low Steering Ratio Essential Quick steering response
Ackerman geometry High To make understeer.
Minimize Bump steer Desired Conserve momentum

while
Steering
Rack and Pinion steering system was selected due to its easy availability, easier
maintenance, feasibility to modifications and the cost. Most of the analysis was
focused on the steering system. The primary focus was on decreasing the steering
effort. The team also focused on decreasing the amount of steering wheel travel, and
increasing the steering responsiveness.
In the normal rack & pinion vehicle the driver had to turn the steering
wheel 540 to bring the wheels from the center to lock. The driver had to remove his
hand from the wheel at least once to complete the turn. The goal was to allow the
driver to use only 290 of steering wheel travel from the center to maximum wheel
travel. The goal was accomplished by using a REDUCTION GEARBOX after the
pinion .A new system provided a motion ratio of 6.5 to 1, or 70 mm of rack travel
per revolution of steering wheel travel. The higher ratio rack has inherently larger
steering effort, however using a longer moment arm tie rod mount offset this effect.
The Ackermann angle was selected by analyzing wheel angles from previous years.
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The steering calculations are tabulated

t as:
PARAMETERS VALUES
Fig. Steering
Rack travel(mm) 57 assembly
Steering Wheel lock 109
from centre
Turning circle 2.48
Radius(m)
Scrub Radius (mm) 36.57
Steering Ratio 6.59
Steering Effort (N) 108
Percentage Ackermann 98.99
Tie rod Length (mm) 400
TABLE NO.- 5.1 Fig. No. 5.1 :- STEERING ASSEMBLY
Fig. Ackermann geometry
Fig. No.
No 5.2 :- ACKERMANN GEOMETRY
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5.1 STEERING RATIO REDUCTION GEAR BOX:
In the normally vehicle the driver had to turn the steering wheel 540 to bring
the wheels from the center to lock. The driver had to remove his hand from the wheel
at least once to complete the turn. The goal for 2014 was to allow the driver to use
only 290 of steering wheel travel from the center to maximum wheel travel. The goal
was accomplished by using a REDUCTION GEARBOX after the pinion.
This gearbox consists of two gears: One bigger gear with diameter of 68 mm
and the other smaller gear with the diameter of 35.5 mm. The bigger gear is attached
to the column of the steering wheel and the smaller gear is attached to the pinion side
by the Universal joint.
It is as shown below:
below
Without Without
Part Reduction Reduction
gearbox gearbox
Steering Ratio 13:1 6.5:1
Rack travel per revolution

35 mm 70 mm
of steering wheel
Required Rack travel
70 mm 57 mm
(Centre to lock)
Rotation of steering wheel
540 290
(Centre to lock)
Steering Effort 68 N 108 N
Fig. No. 5.3 :- REDUCTION TABLE NO.- 5.2
GEARBOX EXPLODED VIEW
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CHAPTER N0. 6
BRAKES:
The braking system for the vehicle is responsible for stopping the vehicle at all
times and is integral for the drivers safety. That why the brake must be capable of
locking all the four wheels when applied so we incorporated disc brakes in the front
and rear.
CONSIDERATION PRIORITY REASON

Simplicity High Overall goal of vehicle.
Light Weight High Lightweight parts to
minimize total weight.
Performance High Capable of decelerating a
320 kg vehicle.
Reliability Essential Reliable to provide hard
braking always.
Ergonomics Essential Optimal pedal assembly
fitment to suit every
driver.
According to the rim size and the braking calculations we chose to use Bajaj
Discover ST discs that will be mounted on the hub in the front. Disc brakes were
chosen because of the ace of compatibility, the availability of the replacement parts
and the overall effectiveness that the system provides.
For the rear design, rear disc brakes of Bajaj Pulsar 220 were used. It provided
the required diameter of the disc and the required braking torque could be achieved.
The design calculations are tabulated as follows:
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PARAMETERS FRONT REAR
Outer diameter(Custom) 190 218

Effective Rolling 81 95
Radius(mm)
Thickness(mm) 3.47 3.47
Material Perlite Grey Cast Iron
Radius Of Gyration(mm) 170 280
Moment of Inertia(kg/m^2) 0.289 1.176
Calliper BAJAJ DISCOVER 125 ST
Calliper Piston 28
Diameter(mm)
Coefficient of friction 0.45
Tandem Master Cylinder Maruti 800
TMC diameter(mm) 19.05
TABLE NO.- 6.1
PARAMETERS VALUES
Braking distance(m) 17.66

(Deceleration 0.8kg )
Pedal Force(N) 130
Pedal Ratio 1:4
Inline Fluid Pressure 0.5bar
Dynamic load Transfer(kg) 83.63
Single Stop Temp. Rise(c) 22.5
TABLE NO.- 6.2
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CHAPTER N0. 7
POWERTRAIN:
The goal of the drive train is to transfer power from the engine of the vehicle
to the wheels. The power transferred must be able to move the vehicle up steep grades
and propel it at high speeds on level terrain. Acceleration is also an important
characteristic controlled by the drive train. Calculations were done according to the
considerations, looking at gear ratios, engine power and wheel size. After the
calculations were re verified no reduction is to be given was decided. Hence direct
line was given. Also during design, the angle of the propeller shafts was taken care.
The drive train for the car has been radically overhauled to improve overall
car performance and correct vulnerabilities. The Drive Train Based of Mahindra GIO
was used based on the traction and speed calculations. The system benefited with
simplicity and low cost.
GIO transmission was used in forward configuration, this year to enhance
torque the transmission is used in Reverse configuration. It can be tabulated below :
GEAR RATIOS Initial

Acceler
MULTIPLATE Tractive
GEARBOX ation
CLUTCH Effort
G1 G2 G3 G4 R (m/s)
(N)
PIAGGIO APE
YES 25.52 15.16 9.25 5.96 30.62 1702.8 2.80
PASSENGER
MAHINDRA
YES 31.48 18.7 11.4 7.35 55.08 2100 3.76
ALFA CHAMPION
MAHINDRA
ALFA YES 25.52 15.16 9.25 5.96 30.62 1702.08 2.80
PASSENGER
TATA NANO NO 27.6 15.6 10.08 6.64 31.42 1841.58 3.14
MAHINDRA GIO YES 27.66 14.86 8.48 5.55 33.66 1845.58 3.15
MAHINDRA GIO
YES 33.66 18.08 10.32 6.76 27.66 2245.93 4.11
IN REVERSE
FORCE MINIDOR
NO 24.42 14.58 8.22 4.8 23.4 1629.40 2.63
PICK UP
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AUTORICKSHAW YES 23.55 18.8 8.66 5.27 27.98 1571.35 2.49
MAHINDRA
NO 25.081 15.12 9.33 7 23.54 1673.50 2.73
CHAMPION
TABLE NO.- 7.1
The transmission was coupled directly to the engine with a adapter. This assembly
is explained below.
Specification
Gear ratio 4.979
Overall gear
4.925
ratio
Max.
54 km/hr @Top gear
Velocity
Max. Torque 586.18 Nm @ First gear
Clutch type Multiplate wet type clutch
Gearbox type Trans-axle
axle Constant mesh gearbox
Shifter type sequencial single wire shifter
2 CVJ Connection Stock maruti 800
DRIVELINE
Sleeves on drive shaft for length correction
Fig. No. 7.1

.1 :- ADPATER ASSEMBLY EXPLODED VIEW
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7.1 ANALYSIS OF THE ADAPTER:

ADAPTER
PARAMETERS VALUES
Max. Equivalent 193.46 mpa

Stress
Max. Shear Stress 104.46 mpa
Max. Deformation 0.13mm
Factor of safety 2.74
TABLE NO.- 7.2
GRAPH NO.- 7.1
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CHAPTER N0. 8
WHEEL ASSEMBLIES AND BODY PANELS:
In an all-terrain
terrain vehicle, traction is one of the most important aspects of both
steering and getting the power to the ground. Tire configuration, tread depth, weight,
and rotational of inertia are critical factors when choosing proper tires. The ideal tire
has low weight and low internal forces. In addition, it must have strong traction on
various surfaces and be capable of displacing water to provide power while in mud.
For the front, smaller
maller diameter tires were used to allow better maneuver
control. Therefore, tires with specifications of 21x7x10 were selected. The 10
10-inch
diameter of the rim will allow the brake components to fit inside the wheel.
For the rear, requirements are better traction and larger diameter, thus, tires
with specifications of 25x10x12 were selected.
The Front wheel hub was made from Aluminum this year to reduce the weight.
Bearings were selected according to required design, thus, Maruti Alt
Altoo bearings were
used. The Rear wheel hub is the OEM part and modifications were made to assemble
disc onto the hub.
Fig. No. 8.1 :- FRONT AND REAR WHEEL ASSEMBLY EXPLODED VIEW
8.1 BODY PANELS:
To reduce the weight of the vehicle, aluminum sheets were used instead of
Mild steel sheets. These sheets were bolted to the chassis. For the firewall aluminum
sheet of 0.7 mm thickness was used. This provided the required strength with lower
weight. For the side panels, aluminum sheet of 0.5 mm were used.
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CHAPTER N0. 9
ERGONOMICS AND SAFETY:
Ergonomics is the science of equipment design intended to maximize
productivity by reducing driver fatigue and discomfort. The ergonomics aspect of the
SAE Baja vehicle is crucial in ensuring that the car will both meet all of the rules
stated in the SAE rule book as well ensuring that all of the components of the car will
function properly when assembled together. It is essential that each member of the
team is able to safely and comfortably operate the vehicle.
Std. Design Design
Parameter Parameter Std. Value
Value Value Value
Angle at Steering Wheel
110-130 110 - 320
elbows Dia. (mm)
Angle of Steering
Angle at knees 120-150 130 20-45 20
Wheel
Clearance from
vehicle - 4 Head Clearance - 6.5
(inches)
TABLE NO.- 9.1
Drivers should be able to experience fast pace, exciting racing without

risking major injury. Car 80 meets or exceeds all of the minimum safety requirements
composed by the Society of Automotive Engineers and the event coordinators. In
addition, a number of safety features have been added to further reduce the possibility
of personal injury.
An LED brake light warns other drivers of deceleration.
A safety helmet and neck support protects the driver.
A Six-point safety harness keeps the driver adequately restrained.
Roll cage padding protects drivers head from impact.
The remaining standard safety equipment, including arm restraints, fire
extinguisher, and two kill switches were all placed for easy access and use, as well as
maximum optimization of their functions during an emergency.
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CHAPTER N0. 10
ELECTRICALS:
The electrical system was proposed to work on many road vehicles. The
electrical circuitry is to be done mainly for the brake light, horn, reverse light and kill
switch.
The electrical circuit for the vehicle is as shown below:
Fig. No.
No 10.1 :- ELECTRICAL CIRCUIT
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CHAPTER N0. 11
CONCLUSIONS:
The Team used extensive physical testing, hours of simulation and analysis,
and prototype construction to create a vehicle that is fast, maneuverable, and reliable.
Several team members attended the time to time workshops arranged by BAJA to
gather
her ideas and information about what design choices were successful and how they
could be incorporated into our design.
After initial testing it can be seen that our design should be a strong competitor
in this years competition. There will be extensive testing done to prove the design
and durability of all the systems on the car and make any necessary changes up until
the leaves for the competition.
Fig. No. 11.1 ::- Fig. No. 11.2 :- PVC MOCKUP

ERGONOMICS
CONSIDERATION
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CHAPTER N0. 12
CAD MODELS:
FRONT VIEW SIDE VIEW
REAR VIEW
TOP VIEW
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CHAPTER N0. 13
DESIGN FAILURE MODE EFFECTIVE (DFME) ANALYSIS:
SYSTEM COMPONE POTENT S O D R ACTION TAKEN S O D R
NT IAL P P
FAILUR N N
E MODE
Optimum design
consideration to
Trailing Torsion 7 7 3 147 reduce tensional& 7 4 2 56
Arm bending force; co-
Bending
linear line of action
Suspension of wheel& spring
centerline.
Knuckle Knuckle 7 6 5 210 Soldering of 7 2 2 28
Dislocati Knuckle
on
Detachm 8 6 4 192 Perfect Shaft 8 2 3 48
ent from length
different
Power Drive Shaft ial
Train
Muff 10 8 4 320 Align using V 8 3 3 72
weld block& Drill hole
failure in Muff coupling
for excess weld
material
Penetration .
Steering Pinion Pinion 9 5 2 90 Replacement of 9 2 2 36
Failure Pinion
Failure Push rod should
of Push 8 3 6 144 have adequate 8 2 4 64
Tandem rod D.O.F; co-linear of
Master line of action the
Brake Cylinder pedal & pushrod.
Leakage 9 4 3 108 Refill of brake oil 9 2 2 36
of oil
from
fluid line
Engine Engine Air Cloggin 9 252 Rerouting of Air 10 60
Intake g of Air 7 7 4 196 intake above the 7 2 3 42
filter 8 224 driver seat through 8 48
the firewall
Pedal Failure 10 4 3 120 Replacement of 10 2 2 40
of linkage
linkage
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CHAPTER N0. 14
DESIGN VALIDATION PLAN
Design
System Parameter Method Of Checking
Value
Vehicle is to be taken to a surface

Minimum with loose soil and a circle with
Turning steering wheel locked at full travel
Steering 4.9 m
Circle is to be negotiated. The distance
Diameter between the two diametrically
opposite points is to be measured.
Load is to be added to the spring Front-

Spring while holding it in a vertical block. 26.73N/mm
Stiffness Load required to cause unit Rear-
deflection is to be noted. 40.10N/mm
The vehicle is to be loaded on a jack

and front wheels and spring are
Suspension removed. Damper is mounted in the

designated position and point of Jounce-
maximum designed travel is 117.4mm

Travel
marked. Hub is moved upwards Rebound-
manually till the point of maximum 39.14mm
travel. Difference between the
initial and final position of hub is to
be noted.
Move the vehicle over surface

Maximum
Transmission having inclination of 100 . 33
Gradient
Transmission to be set on first gear,
Climbing
then allow the vehicle to climb the
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Capacity slope. Then subsequently increase

the slope by 50 .until vehicle would
not climb the slope. Previous angle
is measured.
Vehicle is to be loaded on a jack.

Transmission is shifted to final gear
and full throttle is given for 20
Top speed seconds. Tachometer is to be held at 54 km/hr
the wheels and maximum reading is
noted. Speed is calculated by using
noted rpm.
A reference line is to made, from

which the driver is to start braking.
The vehicle is to be at a
predetermined speed while crossing
Stopping that line. Maximum force is to be
Brakes 17.5 m
Distance applied on brake pedal when front
wheels cross the line. Distance is to
be measured from the line to the
front once the vehicle is brought to
a complete halt.
The welded joint is to be taken and

tested on a Universal Testing
Machine. The failure is to be
observSZed. Another method is to Weld is seen
Roll Cage Weld Test
take the welded joint and impact to fail.
with multiple hammer blows until
failure. Failure of weld or material
is noted.
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CHAPTER N0. 15
TECHNICAL SPECIFICATIONS
ENGINE
Type Briggs &
Stratton 10HP
OHV
Displacement, cc 305
Max. Torque, 19 @ 2500
Nm @ rpm
Max Power, 7.5 @ 3600
kW @ rpm
Transmission
Mahindra Gio
Gearbox
4 forward 4 reverse
speed
Steering
Front Double
Wishbone
Rear Trailing Arm
Brakes Overall Performance Targets
Hydraulic Disc Brakes
Dimensions Light Weight Buggy
Length (mm) 2286
Width (mm) 1600 Best Driver Safety and Ergonomics
Height (mm) 1400
Weight
Kerb Weight (Kg) 240
Gross Weight (Kg) 320
Wheel size 20% Front 20%
Front (inches) 21x7x10
Left Weight Distribution Right
Rear (inches) 25x10x12
Centre of Gravity 30% Rear 30%
Position w.r.t. X :109.33
center of base of Y:
Y:-45.82
firewall (mm) Z:165.26
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CHAPTER N0. 16
TESTING:
BRAKE TEST JUMP TEST
FINAL VEHICLE
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CHAPTER N0. 17
References:
1 Vehicle Dynamics By Thomas D. Gillespie
2 Windsor
3 Mille ken & Millikenh
4 Automobile Engineering volume 1-volume 2 By Kirpal Singh
5 Google Search
6ARAI India
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APPENDIX A
SUSPENSION DESIGN
KINEMATIC ANALYSIS
Sample calculation front suspension-
A arm suspension:
The weight of the vehicle is 200 kg but because of 40:60 ratio of weight distribution
between front and rear suspension, the front weight is 80 kg.
F = 8049.81
=3139.2 N
?
K=? (? =allowable travel=117.4 mm)
3139.2
= 117.4
= 26.73 N/mm
Wheel rate/ wheel travel = (kw)
Wheel rate is the actual rate of a spring acting at the tire contact patch
kw = ks (M.R)2 sin(s).for trailing arm(from internet reference)
kw = ks (M.R)2.for A-arm ( from Windsor as reference)
for an offroad vehicle ideal value is 8 to 12 inch
unit-N/m or lbs/inch
Page 33
(ATV)
CALCULATIONS:-
A) Front suspension-
A-arm double wishbone-
Motion ratio= 0.6
Shock travel = 152.4 mm
?? ? ?? ?? ? ? ? ?
Motion ratio = ? ? ? ? ? ?? ? ? ? ?
152.4
wheel travel = 0.6
wheel travel = 254 mm = 10 inch
Wheel rate (kw) = ks M.R2

= 26.73 0.62
= 9622.6 N/m
B) Rear suspension:-
Trailing arm suspension-

Motion ratio
d1= 369 mm
d2= 497 mm
M.R = d1/d2 = 369

497
= 0.74
Page 34
(ATV)
?? ? ?? ?? ? ? ? ?
Motion ratio =
? ? ? ? ? ?? ? ? ? ?
152.4
Wheel travel = 0.74
Wheel travel = 205.94 mm
Wheel rate (kw) = ks(M.R)2sin(s)

= 40.10 (0.74)2 sin650
= 19.90 N/mm
= 19901.39 N/m
Roll stiffness (k)
Amount of roll moment needed to roll the suspension by one unit of

rotation guidelines.
?? ? ?
Roll stiffness (k) = (from internet)
? ? ? .?
Unit Nm/deg or lbs/inch
Front suspension
A-arm double wishbone

?? ? ?
k =
? ? ? .?
0.482 9622.8
= 2 57.3
= 19.34 Nm/deg
Page 35
(ATV)
Rear suspension
Trailing arm suspension
?? ? ?
k =
? ? ? .?
t = 885 mm = 0.88 m
kw = 19901.39 N/m
0.882 19901.39
k= 2 57.3
= 134.48 Nm/deg
Jounce
It is the upward movement or compression of suspension component.

?
? = .from internet
?
Rebound
it is the downward movement or extension of suspension component.
Rebound : jounce = 3:1
Calculation:-
A-arm double wishbone-
?
Jounce(at 4g load) ? =
?
Page 36
(ATV)
49.8180
= 26.73
= 117.44 mm
? ? ? .? ? ? ?
Rebound (at 4g load) ? = =
? ? ? .? ? ?
= 39.14 mm
B) Rear suspension:-
Trailing arm suspension-
? 49.81120
Jounce(at 4g load) ? = ? = 40.10
= 117.42 mm
?
Rebound (at 4g load) ? = = 39.14 mm
?
Natural frequency:-
The natural frequency is rate at which an object vibrates when it is

not disturbed by an outside force.
???
N.F = ..(from internet)
? ??? ??? ? ? ? ?? ???? ?
Ideal value = 1 to 1.5 Hz

? ? ? ? ? ? ? ? ??
N.F =
?? ?? ? ? ? ? ? ? ??
A-arm double wishbone suspension
???
N.F =
? ??? ??? ? ? ? ?? ???? ?
= 1.45 Hz
Page 37
(ATV)
B)Rear suspension-
? ? ? ? ? ? ? ? ??
N.F =
?? ?? ? ? ? ? ? ? ??
= 1.6 Hz
Ride rate
The change of wheel load at thecentre of tire contact, per unit vertical
displacement of the sprung mass relative to the ground at a specific load.
Calculation:-
A). Front suspension-
A-arm double wishbone suspension-
? ?.? ?
Ride rate = ?
? +??
26.73 0.421
= 26.73+0.421
= 0.414
B). rear suspension :-
? ?.? ?
Ride rate = ?
? +??
40.10 0.51
= 40.10+0.51
Page 38
terrain Vehicle
(ATV)
= 0.503
Camber gain:-
The amount of angle change in front spindles as suspension travels inward or outward
from the centre of car
A. Front suspension:
suspension:-
Camber gain = 1 inch = 0.30 for front suspension
Camber gain = jounce + rebound

= 117.44 + 39.14
= 156.58 mm
= 6.16
= 2.460
Roll centre analysis
Page 39
(ATV)
APPENDIX B
STEERING DESIGN
CALCULATIONS:-
A) STEERING TYPE : RACK & PINION
1. Rack Travel: 57mm
2. Steering Wheel Centre to lock Angle 290
3. Rack Used :- MARUTI 800
B.TURNING RADIUS
(R) 2 = (R1) 2 + (C)
R = 2.48m
C. STEERING RATIO
S.R. = Steering Wheel Lock Angle / Road Wheel Angle
S.R = 6.59
D. STEERING EFFORT
S.E. = Weight On Front Wheel/ Moment Ratio
Page 40
(ATV)
S.E. = 108 N
E .TIE ROD LENGTH 400mm
F. PERCENTAGE ACKERMAN
% Ackerman = (Angle Of Inner Wheel Angle Of Outer Wheel) / Angle

Inside
Wheel For 100% Ackerman
% Ackerman = 98.99
Fig. Ackerman Geometry
Page 41
terrain Vehicle
(ATV)
G. Bump Steer Consideration
To minimize bump steer, keeping tie rod parallel to Upper A-Arm

A Arm shown in
geometry.
Fig. Bump Steer Correction
H. steering reduction gear box concept implemented in vehicle.
Fig. Reduction box Exploded view
Page 42
(ATV)
Part Implementation in vehicle

Steering Ratio 6.5:1
Rack travel per revolution 70 mm

of steering wheel
Required Rack travel 57 mm
(Centre to lock)
Rotation of steering wheel 290
(Centre to lock)
Steering Effort 108 N
Page 43
(ATV)
APPENDIX C
BRAKE
CALCULATIONS:-
A. TMC
1. TMC- Maruti 800

2. Piston dia.- 19.05mm
3. Pedal ratio- 4:1
4. Pedal Force- 130N
B. Stopping Distance-
= V/2
= 17.63.
C. Pedal braking force-
=Total input to each TMC

=Pedal force*No.of TMC
=130*4
=520
D. Coefficient of friction
= = 0.45
E. Dynamic Load Transfer-
W =(/g)*w*(H/L)
=(0.8)*3500*(0.445/1.52)
=819.73N
=83.56kg
Page 44
(ATV)
F. Inline Pressure-
P = F/A
= 520/((/4)(19.05))
= 18.25bar
G. Calliper/Brake force-
F =P*A
=(18.25*10^)*(1.23*10^-)
=2244.75N
H. Rolling radius-
T = F*R
But,
Actual torque = Ideal torque * Brake Force
=39 * 1.25
=48.75kg.m
Torque is divided by 2 wheels,
48.75/2
=24.375kg.m
R= T/F
= 24.375/2.44
Pitch dia. =10.86
Actual dia =217.2+28 . (28=calliper dia)
=245mm
Page 45
(ATV)
I. Temperature Rise-
=22.5c
J. Front wheel speci.-
1. Type-Disc brake(custom)
2. Size -21*7*10
3. Disc dia.=190mm
4. Front Pistriction-220mm
5. Disc thikness-3.4=4mm
K. Front wheel speci.-
1. Type-Disc brake(custom)
2. Size -25*10*12
3. Disc dia.=21.83
4. Front Ristriction-260mm
5. Disc thickness-4mm
Page 46
(ATV)
APPENDIX D
POWERTRAIN DESIGN
CALCULATIONS:-
Calculations for Gear Box Selection
Taking following Assumptions:
IE = 1
= 1.3
tot = 1
rdyn = 0.29 m
All calculations for 1st gear , taking available gear ratios in

consideration.
1. Piaggio Ape Passenger

FzA = Total Available Traction
Fzex = Excessive Traction =(FzA-FzB)
FzB = Total Driving Resistance=534
FzA = (Engine Torque Gear Ratio)(1000 rdyn)

= (19.3525.52)(10000.29)
= 1702.8 N
FzEX = (FzA-FzB)
= 1702.8-534
Page 47
(ATV)
= 1168.8 N
Acceleration =FzEX =mF a

=a = ( FzEX) (mF )
= 1168.8(3201.3)
=a = 2.80 m/s2
Gradient Angle on 1st gear

FzEX = mF gsin(ast)
=1168.8=3209.81 sin(ast)
= (ast )= 22.9
2.Gio In Reverse Calculations
FzA=(19.3533.66)(10000.29)
=2245.93 N
FzEX =FzA FzB =1711.93 N
Acceleration =FzEX = mF a
=a = 4.11 m/s2
Gradient Angle
1711.93= mF gsin(ast)
= (ast) =33.04
According to above calculations same procedure for following

vehicles.
1. Mahindra Alfa Champion

FzA= (19.3531.48)(10000.29)
= 2100 N
Page 48
(ATV)
FzEX = 1566.47 N
Acceleration (a)= 3.76 m/s2
(ast)= 29.93
2. Mahindra Alfa Passenger

FzA=1702.8 N
FzEX =1168.8 N
Acceleration(a)=2.80 m/s2
(ast)=22.90
3. TATA NANO
FzA=184.58 N
FzEX =1307.58 N
(ast)=24.60
4. Mahindra Gio
FzA=1845.58N
FzEX =1311.58 N
(ast)=24.69
5. Force Minidor Pick Up

FzA=1629.40 N
FzEX =1095.40 N
(ast)=20.42
6. Auto Rikshaw
FzA=1571.35 N
Page 49
(ATV)
FzEX =1037.35 N
Acceleration(a)= m/s2
(ast)=19.29
7. Mahindra Champion Passenger

FzA=1673.50 N
FzEX =1139.50 N
(ast)=29.28
FINAL VALUE FOR TRANSMISSION SURVEY CHART
Sr. Vehicle Name Initial Acceleration Gradient

No. Tractive Angle
Effort
1) Piaggio Ape Passenger 1702.8 2.80 22.9
2) Mahindra Alfa Champion 2100 3.76 29.93
3) Mahindra Alfa Passenger 1702.8 2.80 22.9
4) TATA NANO 1841.58 3.14 24.60
5) Mahindra Gio 1845.58 3.14 24.60
6) Mahindra Gio in Reverse 2245.93 4.11 33.04
7) Force Minidor Pick Up 1629.40 2.63 20.42
8) Auto Rickshaw 1571.35 2.49 19.29
9) Mahindra Champion 1673.50 2.73 21.80
Passenger
Transmission used in the vehicle on the basis of Acceleration

and Traction
Mahindra Gio in Reverse Configuration
Page 50
(ATV)
Traction available on each gear of Mahindra Gio in
Reverse Configuration .
1st Gear = FzA1 = (19.3532.66)(10000.29)

=2245.93 N
2nd Gear = FzA2 = (19.3518.08)(10000.29)
=1206.37 N
3rd Gear = 688.59 N
4rt Gear = 451.055 N
Gradient on each gear when used in reverse configuration
1st Gear = (ast) = 33

2nd Gear= (ast) = 12.38
2nd Gear= (ast) = 3
3rd Gear= (ast) = 2.82 -1.51
Reverse Gear = 24.69
Page 51
(ATV)
Speed Calculations On Each Gear-
V4 (kmph)= [(3.6/30max)rdyn]iA iE
= [3.6 /3037000.283]3.761.1
V4 = 53.08 kmph
(n4 = 885 rpm)
V3 (kmph) = [3.6 /3037000.283] 10.321.1
V3 = 34.77 kmph
( n3 = 580 rpm)
V2 (kmph)= 19.84 kmph
(n2 = 331 rpm)
V1 (kmph)= 10.66 kmph
( n1 =176.66 rpm= Roadwheel rpm)
Torque Available on 1st Gear =G1 Max Torque of Engine

T1 =33 19.35
T1 =638.55 N.m
Using 2 CVJ joints at Gear Box side Maruti 800

Sleeve arrangement for drive shaft length correction is made.
Page 52
(ATV)
Adapter ansys:
PARAMETER VALUE
Max Equivalent 193.46 Mpa

Stress
Max Shear Stress 104.46 Mpa
Max Deformation 0.13 mm
Factor of Safety 2.74
Page 53
(ATV)
APPENDIX E
STRUCTURAL OPTIMIZATION OF AUTOMOTIVE

CHASSIS:THEORY, SET UP, DESIGN
Marco Cavazzuti and Luca Splendi

(joint with Luca D'Agostino, Enrico Torricelli, Dario Costi and Andrea
Baldini)
MilleChili Lab, Dipartimento di Ingegneria Meccanica e Civile,
Modena, Italy
Universit_a degli Studi di Modena e Reggio Emilia
millechililab@unimore.it
ABSTRACT
Improvements in structural components design are often achieved on a trial-

and-error basis guided by the designer know-how. Despite the designer experience
must remain a fundamental aspect in design, such an approach is likely to allow only
marginal product enhancements. A different turn of mind that could boost structural
design is needed and could be given by structural optimization methods linked with
niter elements analyses. These methods are here brief introduced ,and some
applications are presented and discussed with the aim of showing their potential. A
particular focuses given to weight reduction in automotive chassis design applications
following the experience matured at Mille Chili Lab.
Page 54
(ATV)
1. INTRODUCTION
Optimization techniques are very promising means for systematic design

improvement in mechanics, yet they are not always well known and applied in
industry. Despite this, the literature over the topic is quite rich and is addressing both
theory and applications. To cite a few applications in the automotive _eld the works
of Chiandussi et al. [1], Pedersen [2], and Duddeck [3] are of interest. They address
the optimization of automotive suspensions, crushed structures, and car bodies
respectively .Structural optimization methods are rather peculiar ways of applying
more traditional optimization algorithms to structural problems solved by means of
_nite elements analyses. These techniques are an effective approach through which
large structural optimization problems can be solved rather easily. In particular, with
the term structural optimization methods we refer to: (i) topology optimization,
(ii)topometry optimization, (iii) topography optimization, (iv) size optimization, (v)
shape optimization. In the following some of these techniques will be introduced and
their application to chosen automotive structura ldesign problems discussed.
Page 55
(ATV)
2. STRUCTURAL OPTIMIZATION
In the de_nition of any optimization problem a few elements are necessary,
these are: (i) design space or space of the possible solutions (e.g. in structural
optimization this is often given by the mesh) (ii) variables, (iii)objective(s) (e.g. mass
minimization), (iv) optimization constraints (e.g. stiffness and/or displacement
stargets), (v) the mean through which, for a given set of variables, targets and
objectives are evaluated (e.g.,in our case, _nite elements analyses), (vi) the
optimization algorithm (e.g. in structural optimization this is commonly a gradient-
based algorithm, such as MMA).Trying to simplify in a few words a rather complex
and large topic, it could be said that the various structural optimization methods
essentially differ from each other in the choice of the variables of the optimization
problem as follows.
2.1. Topology Optimization
In topology optimization it is supposed that the elements density can vary

between 0 (void) and 1 (presence of the material). The variables are then given by the
element-wise densities. Topology optimization was _rstly introduced by Bends_e and
Sigmund and is extensively treated in [4]; it has developed in several directions giving
birth to rather different approaches, the
most simple and known of which is the SIMP (Single Isotropic Material with
Penalization).(a) reference model, top view (b) reference model, bottom view (c)
optimum layout Figure 1: Ferrari F458 Italia front hood: reference model and new
layout from the optimization results. The optimization was performed in three stages:
topology, optometry, and size.
(a) reference model, top view (b) reference model, bottom view c) optimum layout
Figure 1: Ferrari F458 Italia front hood: reference model and new layout from the
optimization results. The optimization was performed in three stages: topology,
topometry, and size.
2.2. Topometry Optimization
The idea behind topometry optimization is very similar to that of topology

optimization, the variables being the element-wise thicknesses. Of course, this method
does not apply to 3D elements where the concept of thickness could not be de_ned.
Page 56
(ATV)
2.3. Topography Optimization
Again topography optimization can be applied only to 2D or shell elements

and aims at _nding the optimum beads pattern in a component. The concept is yet
similar to the previous cases and, simply speaking, the variables are given by the set
of the elements o_sets from the component mid-plane.
2.4. Size Optimization

Size optimization is the same as topometry optimization, but in this case the
number of variables is greatly reduced in that the shell thicknesses of components are
considered in place of the single elements of the domain.
3. APPLICATION EXAMPLES
3.1. Automotive Hood
The internal frame of the Ferrari F458 front hood has been studied aiming at
reducing the weight while keeping the same performance target and manufacturability
of the reference model. The targets relate to bending and torsion static load cases,
compliance when closing the hood, deformations under aerodynamic loads. A suitable
preliminary architecture has been de-_ned by means of topology optimization. The
results have been re-interpreted into more performing thin-walled cross-sections. A
series of topometry optimizations followed to _nd the optimal thickness distribution
and identify the most critical areas. The solution was re_ned through size
optimization. In the end, the weight was reduced by 12 %, yet in the respect of all the
performance requirements (Fig. 1).
3.2. Rear Bench
The rear bench of a car is fundamental to isolate acoustically the passengers

compartment from the engine. The bench of Ferrari F430 has been analyzed with the
objective of reducing the weight while maintaining the
same vibrational performance of the reference panel. Generally, the damping material
distribution is not known during the numerical veri_cation stage, but is decided later
during the experimental analysis, where the material is added iteratively to counteract
the _rst normal modes. In this study vibration-damping material distribution and panel
design, in terms of beads and thickness, have been optimized through size and
topography optimizations at the same time. Size optimization is applied to control the
thickness of the aluminum plate and of the vibrational-damping material. The
presence of damping material should be limited to essential parts due to its relatively
high weight. Thus, just one thickness variable was created for the aluminum layer
because its value should be uniform along the plate, whereas several thickness
variables were created locally for the damping layer. Topography optimization was
used to improve the beads disposition in the panel. The objective of the optimizations
was mass minimization, while the _rst normal mode frequency was constrained to be
outside the range of interest (Fig. 2).
Page 57
(ATV)
3.3. Automotive Chassis
Topology optimization has been applied to the design of an automotive

chassis. The objective of the optimization is still the weight reduction while the
performance requirements regard handling and safety standards, in detail: (i) global
bending and torsional stiffnesss, (ii) crashworthiness in the case of front crash
(a) Size optimization variables (b) Optimum con_guration (c) Damping material optimum thickness
subdivision deformed shape distribution
Figure 2:
Rear bench coupled optimization. In the results, blue stands for low
deformation/thickness, red for high.(a) domain, or design space (b) optimum chassis
con_guration (c) optimum roof con_guration
(a) domain, or design space (b) optimum chassis con_guration (c) optimum roof con_guration
Figure 3:
Automotive chassis topology optimization. In the results, the density range
from 0.1 (blue) to 1.0 (red). (iii) modal analysis, (iv) local sti_ness of the suspension,
engine, and gearbox joints. The initial design space is given by the provisional vehicle
overall dimensions of Ferrari F430 including the roof
(Fig. 3(a)).
The results for the chassis and the roof are shown in
Figs. 3(b) and 3(c).

A more detailed discussion on a combined methodology for chassis design
including topology, topography and size optimizations was presented in [5] by the
authors.
Page 58
(ATV)
4. CONCLUSIONS
A quick overview on structural optimization methods has been given including
various application examples. Their potential has been shown to be large and it is
believed that their spreading in mechanical design could boost innovation in industry
considerably. Examples in the automotive _eld have been provided. To be noted that
the different methods have different characteristics and in a design process it is
recommended to rely on more than just one technique. For instance, topology and
topometry optimizations are more suitable for an early development stage, whose
outcome could be further re_ned through size and shape optimizations. On a general
basis these techniques do not deliver the shape of the _nal product, but they give
useful hints to the designer in view of the product development and engineering.
Page 59
(ATV)
5. REFERENCES
1] G. Chiandussi, I. Gaviglio, and A. Ibba, Topology optimization of an automotive
component without _nal volume constraint speci_cation, Advances in Engineering
Software, 35:609-617, 2004.
[2] C. B. W. Pedersen, Crashworthiness design of transient frame structures using

topology optimization,Computer Methods in Applied Mechanics and En-
gineering, 193:653-678.
3] F. Duddeck, Multidisciplinary optimization of carbodies, Structural and Multi

disciplinary Optimization, 35:375-389, 2008.
[4] M. P. Bends_e and O. Sigmund, Topology optimization: theory, methods and

applications, Springer,2004.
5] M. Cavazzuti, A. Baldini, E. Bertocchi, D. Costi, E.Torricelli, and P. Moruzzi,

High performance automotive chassis design: a topology optimization based
approach, Structural and Multidisciplinary Optimization, 44:45-56, 2011.
Page 60

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Design Analysis And Optimization Of All-terrain Vehicle

We approached our design by considering all possible alternatives for a

Dynamics analysis was done in Lotus suspension analysis software. The

DESIGN CRITERIA FOR THE VEHICLE & METHODOLOGY:

NO. CRITERION PRIORITY REQUIRMENTS :-

7 Lightweight High DFMEA AND VALIDATION :-

TABLE NO.- 2.1

As shown in above table, special considerations were given to safety of the

The frame design incorporated bends instead of miters in many of the

3.1 MATEARIL SELECTION:

Materia UTS UYS Elongation Youngs

Mpa Mpa % Gpa

3.2 FINE ELEMENT ANALYSIS:

In order to optimized the strength, durability and weight of Chassis Analysis

(Assuming the total weight of the vehicle is 320 kg)

DETAILS MAX MAX TIME OF

analysis 2.82 3 REAR -

TABLE NO.- 3.3

3.3.1 FRONT IMPACT

3.3.2 SIDE IMPACT:(3G)

3.3.3 ROLL OVER:(2G)

3.3.4 TORSTIONAL ANSYS:(3G

4.1 FRONT SUSPENSION:

The problem that was encountered was to design a competitive front

Consideration Priority Reason

Fig. No.4.1 :- SIMULATION OUTPUT AND ROLL CENTER

Fig. No.4.2 :- FRONT SUSPENTION ASSEMBLY EXPLODED VIEW

The front suspension arms were designed to be as easy to manufacture

GRAPH NO- 4.1

4.2 REAR SUSPENSION:

There were many objectives and considerations to look at during the

Consideration Priority Reason

Fig. No.4.3 :- REAR SUSPENTION ASSEMBLY EXPLODED VIEW

Jounce 117.4 mm 117.4 mm Roll Angle 172

Rebound 39.14 mm 39.14 mm

Right from the beginning we focused on reducing the weight of the

Travel of the Shocks.

CONSIDERATION PRIORITY REASON

Ackerman geometry High To make understeer.

Minimize Bump steer Desired Conserve momentum

The steering calculations are tabulated

TABLE NO.- 5.1 Fig. No. 5.1 :- STEERING ASSEMBLY

Fig. Ackermann geometry

5.1 STEERING RATIO REDUCTION GEAR BOX:

Steering Ratio 13:1 6.5:1

Rack travel per revolution

Steering Effort 68 N 108 N

Fig. No. 5.3 :- REDUCTION TABLE NO.- 5.2

GEARBOX EXPLODED VIEW

CONSIDERATION PRIORITY REASON

PARAMETERS FRONT REAR

Outer diameter(Custom) 190 218

Braking distance(m) 17.66

GEAR RATIOS Initial

TATA NANO NO 27.6 15.6 10.08 6.64 31.42 1841.58 3.14

AUTORICKSHAW YES 23.55 18.8 8.66 5.27 27.98 1571.35 2.49

TABLE NO.- 7.1

Fig. No. 7.1

7.1 ANALYSIS OF THE ADAPTER:

Max. Equivalent 193.46 mpa

TABLE NO.- 7.2

GRAPH NO.- 7.1

8.1 BODY PANELS: