Irjet V4i10240 PDF
Irjet V4i10240 PDF
Irjet V4i10240 PDF
1,2,3 Department of Mechanical Engineering, Pimpri Chinchwad College of Engineering, Maharashtra, India .
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Abstract- All Terrain Vehicle (ATV) as defined by American and keep the tire perpendicular to the ground. This is
National Standards Institution ANSI as a vehicle that travels especially important for the outer tire because of the weight
on low pressure tires, which is used to handle any kind of transfer to this tire during a turn. This type of suspension
terrain it faces. The paper focuses on design of rear suspension requires hem joints for connecting the linkages. Between the
system for an ATV. The paper covers simulation, modelling and outboard ends of the arms is a knuckle with a spindle (the
analysis of suspension geometry. Suspension is designed such kingpin), hub, or upright which carries the wheel bearing
that it provides better handling and better comfort for an ATV. and wheel.
A vehicle suspension system is a linkage to allow the wheel This type of suspension carries the following advantages
to move relative to the body and some elastic element to over the other type of suspensions
support loads while allowing that motion.
Better lateral load handling capacity.
Most practical vehicles have some form of suspension, As this kind of suspension contains two linkages in
particularly when there are four or more wheels. the lateral direction, the suspension is capable of
handling large amounts of lateral loads which are
The primary functions of a suspension system are to: induced during cornering. When a vehicle is taking
turn a force equal to the centrifugal force is acted
To support the vehicle weight upon the contact patch of the wheel, thus a moment
To separate the vehicle body from road is induced in the suspension components.
disturbances, and Thus one of the two linkages is in compression and
To maintain the contact between the tire and the other is in tension.
road surface also Better control over camber throughout the wheel
To improve stability and ride comfort of the vehicle travel.
Resist roll of the chassis. The working of H-frame with lateral link is
equivalent to double wishbone type suspension
React to the control forces produced by the tires-
system. The linkages form 4 bar linkages and the
longitudinal (acceleration and braking) forces,
articulation of each linkage can be controlled as per
lateral (cornering) forces, and braking and driving
the requirements simply by changing the lengths of
torques.
linkages and the positions of the pivot points.
1.1 H-frame with Lateral links Better Anti-Squat properties.
The H-frame can be mounted inclining backwards
The rear suspension was selected as H-frames with lateral thus during acceleration the forces generated due to
link, it consists of H-frame and also contains one link in weight transfer are taken by H-frame. [3]
lateral direction which is used to carry lateral load and also Plunging of the shafts can be minimised easily.
controls camber through suspension travel. [1] As this suspension geometry is equivalent to double
wishbone geometry, the plunging of shafts can be
The H-frame with camber link consists of the H-frame and minimised by following the ICR geometry which is
two links for controlling the camber throughout the used for minimising bump steer.
suspension travel and for carrying the lateral loads.
1.3 Design and Analysis
The suspension consists of upper and lower lateral arms.
The upper arm is usually shorter to induce negative camber The important properties of a suspension related to
as the suspension jounces (rises). When the vehicle is in a dynamics are the kinematic (motion) behaviour and its
turn, body roll results in positive camber gain on the outside response to the forces and moments that it must transmit
wheel. The outside wheel also jounces and gains negative from the tires to the chassis. In addition, other
camber due to the shorter upper arm. [1] The suspension characteristics considered in the design process are cost,
designer attempts to balance these two effects to cancel out
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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
The main factors for the design of the rear suspension are
weight, functionality and cost. The rear suspension was
identified to be the H-frame, 1 lateral link per side, knuckle,
hub, tires and rims. The suspension was designed to
maximize travel without affecting other performance
parameters. It was required to have negative camber gain in
bump and positive camber gain in droop. The allotted weight
for this system is 15kg.
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1320
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
Camber 10 10
Toe in 00 00
Camber gain per 0.70 0.70
degree roll
Recessional wheel 1 inch 1 inch
travel
Stiffness (k) (N/mm) Variable Variable
H-frame
Lateral link
Knuckle
Wheel hub
Shock absorber (Selection)
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1321
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
1.8 Analysis of the Suspension Components Considering a fraction of centrifugal force acting on rear
wheels.
For analysing the components ANSYS software was used in Fr= 4307.73×0.5
which the components were analysed for combined loading =2153.86 N
of the forces. Then according to the results the changes were
made in the components so as to meet the objectives. While cornering the weight of the vehicle is transferred to
outer wheels.
Following loads were applied for analysing the suspension
components: Thus it can be assumed that the centrifugal force is
completely acting on the outer wheels.
The forces acting on them are Moment acting on suspension components
M=Fr ×r
1. Longitudinal forces: - These forces arise due to
braking and drive line forces acting on the =2153.86×11×0.0254
components. The drive line forces are mostly taken =602 Nm
by the H-frame and the braking forces are carried
by the wheel hub and the bearing carrier. 3) Longitudinal Forces:
2. Lateral forces: - When a vehicle is taking turn a The longitudinal forces arise due to braking action
force equal to the centrifugal force is acted upon the Mb =breaking moment = 161 Nm
contact patch of the wheel, thus a moment is
induced in the suspension components and this load Following loads were applied for analysing the rear
is carried by the camber links as well as the bearing suspension components.
carrier.
3. Vertical forces: - These forces arise due to the Table -3: Forces acting on Suspension Components
bumps in the ground. Usually 3g loads are acting on
the components in case of bumps.
DIRECTION FORCE/MOMENT
1.9 Calculations of Forces: LONGITUDINAL 161 Nm
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1322
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
Fig-8: H-frame
Carbon % 0.4%
Cross-section Circular
Diameter 1”
Thickness 1.6 mm
Fig -9: Air spring curve Restoring force vs Travel
1.11 Problem faced: 1.13 Assembly of Parts
H-frame mounting brackets failed in shearing, because of After manufacturing of all the parts, assembly of the
misalignment of mounting bushes. manufactured parts was done finally. The process sheet for
the assembly is as following
1.12 Selection of Shock Absorber
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1323
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
Testing of the front and rear suspension was done for over 3. CONCLUSION
450km on the rough terrain. For almost 120km there were
no major failures experienced. The components of the suspension system are analysed in
ANSYS Workbench 14.0 software. Using Grid Sensitivity
Analysis the optimum mesh size for the components are
obtained.
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1324
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
4. REFERENCES
5. BIOGRAPHIES
Parag Borse
A mechanical engineer from Savitribai
Phule Pune University. Prowess in
Suspension and manufacturing
processes.
Vaishnav Mayekar
A mechanical engineer from Savitribai
Phule Pune University.
Prowess in Rollcage and CAD/CAE
Nilesh Jain
A mechanical engineer from Savitribai
Phule Pune University.
Prowess in Drive shaft and
manufacturing process
Dhanraj Shinde
A mechanical engineer from Savitribai
Phule Pune University. Prowess in
steering systems and CAD/CAE
© 2017, IRJET | Impact Factor value: 6.171 | ISO 9001:2008 Certified Journal | Page 1325