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Design and Analysis of Suspension System For An All Terrain Vehicle PDF
Design and Analysis of Suspension System For An All Terrain Vehicle PDF
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Abstract—In this paper our work was to study a. Study the static and dynamic parameters of the
of an ATV by determining and analyzing the dynamics of b. Workout the parameters by analysis, design, and
the vehicle when driving on an off road racetrack. Though, optimization of suspension system.
there are many parameters which affect the performance of c. Study of existing suspension systems and
the ATV, the scope of this paper work is limited to parameters affecting its performance.
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suspension systems and to integrate them into whole vehicle suspension system.
affecting the dynamic performance suspension systems Index terms—All terrain vehicle, suspension, caster angle,
within limitations of time, equipment and data from camber angle, toe angle, roll centre
manufacturer.
aspects
An All-Terrain Vehicle (ATV) is defined ANSI definition, it is intended for use by a single
by the American National Standards Institute operator, although a change to include 2-seaters is
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mountainous roads were often impassable with disciplines as motocross, woods racing, desert
conventional vehicles. It soon became a racing, hill climbing, ice racing, speedway, tourist
recreational vehicle however, providing trophy, flat track, drag racing and others.
worked in the same way as, and resembles, a transportation through the inaccessible areas, but
modern quad-bike. ATVs were made in the United now these vehicles have found their application in
States a decade before 3- and 4-wheeled vehicles different areas as mentioned below:
were introduced by Honda and other Japanese a. In Defense Services like army and air force
companies. During the 1960s, numerous etc to carry and transport guns, ammunition and
manufacturers offered similar small off-road other supplies to remote areas of rough and varied
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as well as dry land. railway tracks on mountain or on other rough
of ATV is changing. Many countries are allowing d. In sport also like golf for traveling one place to
regulations on its use and safety. Now days, ATVs e. In Antarctic bases for research things where use
application redefining the ATV. Now the ATVs are f. Now a days ATVs are also used in adventuring
also coming with durable roll cages, added safety like mountaineering, in dirt and in snow.
of seat and shoulder belts and higher ground
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of suspension systems and to integrate them into front and rear suspension of a vehicle may be
parameters affecting the dynamic performance 2.1. Basic Consideration for Suspension
suspension systems within limitations of time, System
equipment and data from manufacturer.
The objective of the paper includes: 2.1.1. Vertical loading
e. Study the static and dynamic parameters When the road wheel comes across the
of the chassis. bump or a pit on the road it is subjected to vertical
f. Workout the parameters by analysis, forces (tensile or compressive) depending on the
design,and optimization of suspension system. load irregularity which are absorbed by the elastic
g. Study of existing suspension systems and compression, shear, bending, twisting properties of
parameters affecting its performance. spring. To reduce the pitching tendency of the
h. Determination of design parameters for vehicle, the front system should be less springing
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suspension system. than the rear suspension system.
2. SUSPENSION SYSTEM
2.1.2. Rolling
The suspension of vehicles needs to satisfy
The center of gravity (C.G.) of the
a number of requirements which depend on
vehicle is considerably above the ground. As a
different operating conditions of the vehicle
result while taking turns the centrifugal force acts
(loaded/unloaded, acceleration/braking,
outwards on the C.G. of vehicle, while the load
level/uneven road, straight running/ cornering).
resistance acts inwards at the wheels. This give rise
Suspension systems serve a dual purpose
to a couple turning the vehicle about the
contributing to the vehicle's handling and braking
longitudinal axis called rolling.
for good active safety and driving pleasure, and
keeping vehicle occupants comfortable and
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during acceleration tend to lift the front of vehicle. of leaf springs to it. In dependent suspension
This effect is called as squat. system when the camber of one wheel changes, the
camber of the opposite wheel changes in the same
2.1.4. Side thrust way (by convention, on one side this is a positive
Centrifugal force during cornering, change in camber and on the other side this a
crosswinds, cambering of the road causes side negative change). Depending on the location of
thrust. system of linkages, the dependent suspension
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f. Live axle
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stability, ease of use
not constrained to remain perpendicular to a flat
e. Behavior with regard to the passive safety
road surface in turning, braking and varying load
of passengers and other road users
conditions; control of the wheel camber is an
f. To preserve stability of the vehicle in
important issue.
pitching and rolling while in motion
In double wishbone and multi-link system we can
g.Cost
have more control over the geometry of system
than swing axle, McPherson strut or swinging arm
because of the cost and space requirements.
2.4. Spring and Dampers
Most suspensions use springs to absorb
impacts and dampers (or shock absorbers) to
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Hydromantic, and Hydra gas suspensions. the rear wheel down on the same side. When the
Mitsubishi developed the world‟s first production rear wheel met that bump a moment later, it did
semi-active electronically controlled suspension the same in reverse, keeping the car level front to
Fully active suspension systems use electronic how well the front and rear axles are matched to
monitoring of vehicle conditions, coupled with the one another) also needs to be taken into
means to impact vehicle suspension and behavior consideration. If a vehicle does not pitch when it
in real time to directly control the motion of the goes over bumps in the ground, but instead moves
car. up and down in parallel translation, it has a good
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roll, pitch and warp modes. However, the component in setting the vehicle's ride height or its
applications of these advanced suspensions are location in the suspension stroke. Vehicles which
constrained by the cost, packaging, weight, carry heavy loads will often have heavier springs
reliability, and/or the other challenges. to compensate for the additional weight that
Interconnected suspension, unlike semi- would otherwise collapse a vehicle to the bottom
active/active suspensions, could easily decouple of its travel (stroke). Heavier springs are also used
different vehicle vibration modes in a passive in performance applications when the suspension
manner. The interconnections can be realized by is constantly forced to the bottom of its stroke
various means, such as mechanical, hydraulic and causing a reduction in the useful amount of
pneumatic. Anti-roll bars are one of the typical suspension travel which may also lead to harsh
examples of mechanical interconnections, while it bottoming.
has been stated that fluidic interconnections offer Springs that are too hard or too soft will
greater potential and flexibility in improving both both effectively cause the vehicle to have no
the stiffness and damping properties. suspension at all. Vehicles that commonly
The leading / trailing swinging arm, fore-aft linked experience suspension loads heavier than normal
suspension system together with inboard front have heavy or hard springs with a spring rate close
brakes had a much smaller unsprung weight than to the upper limit for that vehicle's weight. This
existing coil spring or leaf designs. The allows the vehicle to perform properly under a
interconnection transmitted some of the force heavy load when control is limited by the inertia of
deflecting a front wheel up over a bump, to push
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the load. Riding in an empty truck used for Spring rates typically have units of N/mm. A non-
carrying loads can be uncomfortable for linear spring rate is one for which the relation
passengers because of its high spring rate relative between the spring's compression and the force
to the weight of the vehicle. A race car would also exerted cannot be fitted adequately to a linear
be described as having heavy springs and would model. The spring rate of a coil spring may be
also be uncomfortably bumpy. A luxury car, taxi, calculated by a simple algebraic equation or it may
or passenger bus would be described as having be measured in a spring testing machine. The
soft springs. Vehicles with worn out or damaged spring constant k can be calculated as follows:
suspension and increases the amount of body lean. Where, d is the wire diameter, G is the spring's
Performance vehicles can sometimes have spring shear modulus (e.g., about 80 GPa for steel), and N
rate requirements other than vehicle weight and is the number of wraps and D is the diameter of
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2.4.2. Mathematics of the spring rate 2.5 Fox Float 3 Air Shock
Spring rate is a ratio used to measure how FOX FLOAT (FOX Load Optimizing Air
compressed or expanded during the spring's shock absorbers that use air as springs, instead of
deflection. The magnitude of the spring force heavy steel coil springs or expensive titanium
increases as deflection increases according to coil springs. Underneath that air sleeve is a high-
Hooke's Law. Briefly, this can be stated as, performance, velocity-sensitive, shimmed
damping system. FLOAT 3 air shock dampers
F is the force the spring exerts k is the spring rate of viscosity index shock oil separated by an Internal
x is the displacement from equilibrium length i.e. consistent, fade-free damping in most riding
Spring rate is confined to a narrow interval by the aluminum for light weight and strength. The
weight of the vehicle, the load the vehicle will chromed damper shaft is super-finished for low
carry, and to a lesser extent by suspension friction and long seal life. All of the seals and
geometry and performance desires. wipers are engineered specifically for FLOAT 3.
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ice.
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three different initial air pressure settings (50, 60
shock.
and 70 psi). The progressive air spring pressure is
infinitely adjustable (up to a maximum of 150 psi)
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when measured at the wheel. Wheel rate is usually Weight transfer during cornering,
equal to or considerably less than the spring rate. acceleration or braking is usually calculated per
Commonly, springs are mounted on control arms, individual wheel and compared with the static
swing arms or some other pivoting suspension weights for the same wheels. Cornering wheel
member. The wheel rate is calculated by taking the weights requires knowing the static wheel weights
square of the motion ratio times the spring rate. and adding or subtracting the unsprung, sprung
Squaring the ratio is because the ratio has two and jacking forces at each wheel.
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that are not supported by the springs. This
not independent, when viewed from the side includes tires, wheels, brakes, spindles, half the
under acceleration or braking the pivot point is at control arm's weight and other components. These
infinity (because both wheels have moved) and the components are then
spring is directly in line with the wheel contact (for calculation purposes) assumed to be connected
patch. The result is often that the effective wheel to a vehicle with zero sprung weight.
rate under cornering is different from what it is They are then put through the same
under acceleration and braking. This variation in dynamic loads. The weight transfer for cornering
wheel rate may be minimized by locating the in the front would be equal to the total unsprung
spring as close to the wheel as possible. front weight times the G-Force times the front
handling of a vehicle.
2.6.5. Sprung weight trnsfer
A vehicle with a roll couple percentage of
Sprung Weight Transfer is the weight
70% will transfer 70% of its sprung weight at the
transferred by only the weight of the vehicle
front of the vehicle during cornering.
resting on the springs not the total vehicle weight.
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Calculating this requires knowing the vehicles cause serious control problems or directly cause
sprung weight (total weight less the unsprung damage. "Bottoming" can be the suspension, tires,
weight), the front and rear roll center heights and fenders, etc. running out of space to move the body
the sprung center of gravity height (used to or other components of the car hitting the road.
calculate the roll moment arm length). Calculating The control problems caused by lifting a wheel are
the front and rear sprung weight transfer will also less severe if the wheel lifts when the spring
require knowing the roll couple percentage. reaches its unloaded shape than they are if travel is
The roll axis is the line through the front and rear limited by contact of suspension members.
roll centers that the vehicle rolls around during
cornering. The distance from this axis to the 2.6.8. Damping
sprung center of gravity height is the roll moment Damping is the control of motion or
arm length. The total sprung weight transfer is oscillation, as seen with the use of hydraulic gates
equal to the Gforce times the sprung weight times and valves in a vehicles shock absorber. This may
the roll moment arm length divided by the also vary, intentionally or unintentionally. Like
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effective track width. The front sprung weight spring rate, the optimal damping for comfort may
transfer is calculated by multiplying the roll couple be less than for control.
percentage times the total sprung weight transfer. Damping controls the travel speed and resistance
of the vehicles suspension. An undamped car will
front track width. The rear is calculated the same 2.6.9. Camber control
way except at the rear. A tire wears and brakes best at -1 to -2
degrees of camber from vertical. Depending on the
bottom of the suspension stroke to the top of the 2.6.10. Roll center height
suspension stroke. Bottoming or lifting a wheel can
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This is important to body roll and to front multi-link system has an instant center that moves
to rear roll moment distribution. However, the roll as the suspension is deflected.
moment distribution in most cars is set more by
the antiroll bars than the RCH. It may affect the 2.6.12. Aanti-dive and anti-squat
tendency to roll over. Anti-dive and anti-squat are expressed in
2.6.11. Instant center under braking and the rear squatting under
A tire's force vector points from the acceleration. They can be thought of as the
contact patch of the tire through a point referred to counterparts for braking and acceleration as
as the "instant center". This imaginary point is the jacking forces are to cornering. The main reason for
effective geometric point at which the suspension the difference is due to the different design goals
force vectors are transmitted to the chassis. between front and rear suspension, whereas
Another way of looking at this is to imagine each suspension is usually symmetrical between the left
suspension control arm mounted only at the frame. and right of the vehicle.
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The axis that the arm rotates around creates an Anti-dive and anti-squat percentage are
imaginary line running through the vehicle. always calculated with respect to a vertical plane
Forces, as far as suspension geometry are that intersects the vehicle's center of gravity The
concerned, are transmitted either along this axis anti-dive is the ratio between the height of where
(usually front to rear) or through this axis at a right the tire force vector crosses the center of gravity
angle (usually right to left and intersects the ball plane expressed as a percentage. An anti-dive ratio
joint). When force lines of the upper and lower of 50% would mean the force vector under braking
control arms intersect, where they cross is the crosses half way between the ground and the
Instant Center. The Instant Centers when viewed center of gravity. Anti-squat is the counterpart to
from the front or side may not seem to have much anti-dive and is for the rear suspension under
of a relation to each other until you imagine the acceleration. Anti-dive and anti-squat may or may
points in three dimensions. Sometimes the Instant not be desirable depending on the suspension
Center is at ground level or at a distant point due design.
to parallel control arms.
The instant center can also be thought of
as having the effect of converting multilink
at the Instant Center. This is only true at a given 2.6.13. Isolation from high frequency shock
suspension deflection, because an unequal length, For most purposes, the weight of the
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high frequencies, caused by road surface axle, with unsprung differential, especially on
roughness, the parts isolated by rubber bushings heavy vehicles, seems to be the most obvious
act as a multistage filter to suppress noise and example.
vibration better than can be done with only the
tires and springs.
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2.6.15. Air resistance (drag)
Certain modern vehicles have height also to be satisfied.
adjustable suspension in order to improve Selecting the right tires for the ATV is not
aerodynamics and fuel efficiency. And modern difficult if we know what we are looking for, there
formula cars, that have exposed wheels and are some important things to consider in order to
suspension, typically use streamlined tubing rather make the best selection, doing a wrong selection
than simple round tubing for their suspension can kill the fuel economy, decrease performance
arms to reduce drag. Also typical is the use of and possibly damage the vehicle.
rocker arm, push rod, or pull rod type suspensions, Tread pattern is one of the most important
that among other things, places the spring/damper things to consider, there are several patterns like
unit inboard and out of the air stream to further mud tires, trail tires, sand tires and race tires. It is
reduce air resistance. needed to analyze first what type of terrain the
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have a tendency to roll under during hard e. Sand/loose dirt track traction: This is
cornering, while the flat tire "puts more rubber to where these tires really shine, especially in very
the track". steep terrain. The soft tread cleats that wrap
Then comes the problem with the choice around the tire shoulders and flexible tire
between the tall tire and the short tire, the a tall tire construction combine to grab nicely on to most
will lift the ATV higher off the ground and give a dirt/rocky trail conditions i.e. it should have very
softer ride, but on the other hand a tall tire has high sand tracks in order to deal with the muddy
more sidewall flex which will give the ATV a tracks. [2, 6]
feeling of being loose during hard cornering.
Whereas a short tire gives more stability during 2.8. ELASTOKINEMATICS
hard cornering and high speeds, but gives less „Elastokinematics‟ defines the alterations
ground clearance and makes the ride a little in the position of the wheels caused by forces and
bumpier. moments between the tires and the road or the
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longitudinal movement of the wheel, against
Things to remember while selecting ATV tires: suspension anchorage required to prevent
a. Ride Comfort: These tires ride compliance, kinematics changes.
exceptionally smooth on pavement and dirt roads.
They also absorb the impact of rocks and other
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The track b f is measure of centre distance The roll center of a vehicle is the
between two front wheels or two rear imaginary point at which the cornering forces in
wheels.When the wheels travel in bump and the suspension are reacted to the vehicle body.
rebound-travel direction, the track changes on There are two definitions of roll center.
almost all independent wheel suspensions, which The most commonly used is the geometric (or
may be unavoidable if a higher body roll centre is kinematics) roll center, whereas the Society of
necessary. However, the track size alteration Automotive Engineers uses a force based
sections in particular, causes lateral forces, higher "The point in the transverse vertical plane
rolling resistance and deterioration in the through any pair of wheel centers at which lateral
directional stability of the vehicle, and may even forces may be applied to the sprung mass without
influence the steering. producing suspension roll".
When the wheels travel in bump and The roll centers are also defined as the
rebound-travel direction, the track changes on instant center of rotation of the chassis relative to
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almost all independent wheel suspensions, which the ground when both suspensions of the same
may be unavoidable if a higher body roll centre is axle are regarded as planar mechanisms.
necessary. However, the track size alteration Load transfer is of critical importance for
causes the rolling tire to slip and, on flat cross- vehicle stability in vehicle such as ATVs. Ideally in
sections in particular, causes lateral forces, higher high performance applications load transfer tends
rolling resistance and deterioration in the to be minimized as a tire’s performance is directly
directional stability of the vehicle, and may even affected by the amount of load that it has to
influence the steering transmit. In a steady state turn the final load
transfer, summed across all the axles, is only
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roll control.
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(instantaneous centre of rotation) P determines the
position of the body roll centre Ro
From figure 2.6, the roll center height can Fig 2. 7: Determination of the body roll centre on parallel
double wishbones; the virtual centre of rotation is at infinity.
be calculated by formula,
As it can be seen in figure 2.6, for double wheel centre of contact, it is recommended that the
wishbone suspension only the position of the distances p and h Ro be calculated using the
control arms is important. The lines connecting the formulae listed above.
inner and outer control arm pivots need to be Steering control arm axes of rotation,
extended to fix virtual centre of rotation P and, at which are sloped when viewed from the side, need
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from the rear – give the virtual centre of rotation P, car. In the general, the roll axis is determined by
and the line from this axis to the centre of tire introducing the ensuing simplifications:
contact (as shown in Figure 2.8) gives the body roll a. The front and rear parts of the car are
axle.
b. Any pitch rotation of the chassis of a semi-
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points E 1 and G 1 ; the intersections with the axes of rotation
C 1 C 2 and D 1 D 2 yield the points E 2 and G 2 , needed for c. The spatial kinematic chains of the
determining the virtual centre of rotation when viewed from
the rear.
suspensions connecting the chassis to the two hub
carriers of any semi-vehicle are considered as
2.8.4. Roll axis planar (even though they are actually not), the
assumed to roll about a roll axis which has been d. The two wheels of any semi-vehicle are
defined as an axis joining two imaginary points, supposed as rigid and of infinitesimal thickness.
the „roll centers‟ of the front and rear suspensions. e. The toe and steering angles of the wheels
are neglected, so that the points of contact between
The roll axis is the line about which the the two wheels of a semi-vehicle and the ground
chassis (or car body) rolls when a force (or a pure always lie on plane pt.
rolling moment) acts on the car body from the side f. The mutual distance of the contact points
(which is what happens, for instance, when the car between the two wheels of a semi-vehicle and the
enters a turn). Or the roll axis is the set of the ground is considered as constant.
The roll axis is determined as the line wheel of an automobile; that is, it is the angle
going through the front and rear roll centers of a between the vertical axis of the wheel and the
vertical axis of the vehicle when viewed from the
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front or rear. If the top of the wheel is farther out is a major factor in suspension design, and must
than the bottom (that is, away from the axle), it is incorporate not only idealized geometric models,
called positive camber; if the bottom of the wheel is but also real-life behavior of the components; flex
farther out than the top, it is called negative distortion, elasticity, etc.
camber. In cars with double wishbone suspensions, camber
Camber angle alters the handling qualities angle was usually adjustable, but in newer with
of a particular suspension design. Negative camber McPherson strut suspensions, it is normally fixed.
improves grip when cornering. This is because it While this may reduce maintenance requirements,
places the tire at a more optimal angle to the road, if the car is lowered by use of shortened springs,
transmitting the forces through the vertical plane this changes the camber angle (as described in
of the tire, rather than through a shear force across McPherson strut) and can lead to increased tire
it. Another reason for negative camber is that a wear and impaired handling. For this reason, for
rubber tire tends to roll on itself while cornering. If better handling the car should not only lower the
the tire had zero camber, the inside edge of the body, but also modify the mounting point of the
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contact patch would begin to lift off of the ground, top of the struts to the body to allow some
thereby reducing the area of the contact patch. By inward/outward (relative to longitudinal centerline
applying negative camber, this effect is reduced, the of vehicle) movement for camber adjustment.
thereby maximizing the contact patch area. Note Aftermarket plates with slots for strut mounts
that this is only true for the outside tire during the instead of just holes are available for most of the
turn; the inside tire would benefit most from commonly modified models of cars. Off-Road
positive camber. vehicles such as agricultural tractors, ATVs
generally use positive camber. In such vehicles, the
positive camber angle helps to achieve a lower
steering effort.
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2.8.7. Kingpin inclination and kingpin offset
wheel. The purpose of this is to provide a degree of
at ground
self-centering for the steering - the wheel casters
According to ISO 8855, the kingpin
around so as to trail behind the axis of steering.
inclination is the angle ζ which arises between the
This makes a car easier to drive and improves its
steering axis EG and a vertical to the road (Figure
directional stability (reducing its tendency to
2.11). The kingpin offset is the horizontal distance
wander). Excessive caster angle will make the
rζ from the steering axis to the intersecting point of
steering heavier and less responsive, although, in
line N‟N in the wheel centre plane with the road.
racing, large caster angles are used to improve
Larger kingpin inclination angles are
camber gain in cornering. Caster angles over 10
necessary to give the vehicle a small or negative
degrees with radial tires are common. Power
kingpin offset. In commercial vehicles, tractors and
steering is usually necessary to overcome the
building-site Lorries, the inclination of the kingpin
jacking effect from the high caster angle.
is often equivalent to the angle ζ, whereas the
The steering axis (the dotted line in the
wheels are controlled by ball joints on the front
diagram above) does not have to pass through the
axles of passenger cars. On double wishbone
center of the wheel, so the caster can be set
suspensions, the steering axis therefore goes
independently of the mechanical trail, which is the
through the centers of the ball sockets E and G
distance between where the steering axis hits the
indicated; the engineering detail drawing must
ground, in side view, and the point directly below
show the total angle of camber and kingpin
the axle. The interaction between caster angle and
inclination.
trail is complex, but roughly speaking they both
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The McPherson strut and strut damper static geometry, and kinematic and compliant
ball joint G and the upper mounting point E in the Positive toe, or toe in, is the front of the wheel
wheel house; however, the upper axle parts are pointing in towards the centerline of the vehicle.
next to the wheel, so attention should be paid to Negative toe, or toe out, is the front of the wheel
creating enough clearance for the rotating tire pointing away from the centerline of the vehicle.
(possibly for snow chains). As a result, a higher Toe can be measured in linear units, at the front of
inclination of the steering axis and a higher angle ζ the tire, or as an angular deflection. In a rear wheel
has to be accepted. In addition, as can be seen in drive car, increased front toe in (i.e. the fronts of
the illustrations, point G has been shifted to the the front wheels are closer together than the backs
wheel to obtain a negative kingpin offset. The of the front wheels) provides greater straight-line
steering axis then no longer matches the centre line stability at the cost of some sluggishness of turning
of the suspension strut. Due to the relationship response, as well as a little more tire wear as they
between camber and kingpin inclination shown in are now driving a bit sideways. On front wheel
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Figure 2.11, the angle ζ does not need to be drive cars, the situation is more complex.
Fig 2. 11: The Kingpin Inclination and Kingpin offset front end alignment, which used to involve all
three adjustments, currently involves only setting
2.8.8. Toe angle the toe; in most cases, even for a car in which caster
In automotive engineering, toe is the or camber are adjustable, only the toe will need
longitudinal axis of the vehicle, as a function of One related concept is that the proper toe
for straight line travel of a vehicle will not be
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correct while turning, since the inside wheel must f. Based on our requirements and market
travel around a smaller radius than the outside constrains we selected tyre of following
wheel; to compensate for this, the steering linkage specification
typically conforms more or less to Ackermann
steering geometry, modified to suit the
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Fig 3.1: Tire Profile
3.DESIGN
vehicle.
3.2.1. Designing of front suspension system
d. To get rid of all obstacles on rough track
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From this we have decided track width as52” at The parameters which is initially fixed for
front and 50” at rear and wheel Base as 57”. drawing front suspension geometry for obtaining
According to the required travel for front the optimum length of wishbone are given below.
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at front, the required ground clearance and the
King pin Inclination 10 º
angles at which wishbones were positioned. The Roll Center Height 10.12''
values of angles for wishbones were determined
by required roll center height at front. To achieve
that, we have fixed the feasible range for the height
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TABLE 3.2:
FINAL VALUES OBTAINED FOR DESIGNING
FRONT WISHBONE
Length of upper wish bones 12.07"
TABLE 3.3:
Length of lower wish bones 13.59'' SPECIFICATION OF FOX SHOCK USED IN
O
Inclination of wishbone with upper 12 FRONT
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Most automotive suspension systems use
helical springs. Next step in suspension designing 9.44” and distance between the roll center and
suspension geometry
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3.2.2.2. Calculation of spring
Similar to front suspension system we
TABLE 3.6:
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acting on it.
4.ANALYSIS
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the project time line; prior to fabrication and after
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5.1. Result
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Distance from ground level h v = 19”
4.2. Analysis of A-arm
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Roll Centre 9.44''
Type Double
Height
Wishbone,Non
Roll Stiffness 281.55
parallel
(Nm/deg)
Travel 8 “( 5” Comp. and 3”
Tyre(in) 25*10*12
Droop)
Camber -2
Caster 5
5.2. Conclusion
Kingpin 10
The paper describes about designing and
Inclination analyzing suspension of an All Terrain Vehicle
Scrub radius 2.60” (ATV) and their integration in the whole vehicle.
Stiffness 20.72 The ATV has been designed and analyzed based
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and overcome the theoretical difficulties of vehicle Matsuda, K., Uchikura, M., “Fatigue Strength
Prediction of Truck Cab by CAE”, Journal
design. ofMitsubishi Motors TechnicalReview, Vol.15,
2003, pp. 54-60.
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• Lee, J. N., Nikravesh, P. E., “Steady State Analysis
Vehicle Analysis of HeavyTrucks Part I”
ofMultibody Systems with Reference to Vehicle
Proceedings of 2nd MSC worldwide automotive
Dynamics” , Journal ofNonlinear Dynamics, Vol.
conference,MSC, 2000
5, 1994, pp. 181-
www.mscsoftware.com/support/library/conf/auto
192.http://www.springerlink.com/content/jwu5842
00/p01200.pdf
568731t84
• Oijer, F., “FE-based Vehicle Analysis of Heavy
Trucks Part II”,
• Thomas D. Gillespie; Fundamental of Vehicle
Proceedings of 2nd MSC worldwide automotive
Dynamics; ISBN: 978-1-
conference, MSC,
56091-199-9; February 1992.
2000www.mscsoftware.com/support/library/conf/
auto00/p01100.pdf
• John C. Dixon; Suspension analysis and
computation geometry;
• Parnell, T., White, C., and Day, S., “Finite Element
ISBN: 978-0-470-51021-6; October 2009
Simulation of 1800 Rollover for Heavy Truck
Vehicles”, ASCE Engineering mechanicconference,
Baltimore, 1999.
• Prof. Dr. Georg Rill “Vehicle Dynamics”, Lecture
http://citeseer.ist.psu.edu/407030.html
Notes, November 2002.
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