Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle
CHAPTER 1
INTRODUCTION
The primary functions of the suspension
systems are to maximize traction, stability &
ride quality. For design of the suspension
system, the SAE (Society of Automotive
Engineers) BAJA ATVs’ (All Terrain
Vehicles) manufactured by Sinhgad College
of Engineering, Vadgaon, have been used as
reference and the suspension is designed for
use in the latest ATV known as Legacy V.
An ATV is a vehicle which faces an
extremely diverse terrain, ranging from five
feet drops to extremely hard and rocky
terrains. The functional requirement of an
ATV also demands a small turning radius
(inner turning radius smaller than 2 m). As
this suspension system is to be used in a
competition, performance enhancement is
given extremely high priority. The goal is
also to design a suspension system that is
specific to an ATV. Thus, factors such as
unsprung mass reduction, reduction of
fasteners, absence of relative motion
between components are given high priority.
This design draws upon the experience of
the past four ATVs’. The drawbacks from
the previous designs were high bump steer,
poor kinematics leading to drive shaft
slippage, high steering effort (12.5 Nm),
high unsprung mass (16 kg). These factors
formed the basis for improvement in
subsequent designs.
This project focusses on designing front
suspension kinematics, by using CATIA.
The next step is to develop a simulation
model in Simulink. The simulation model
replicates a quarter car model of the ATV.
The result of running simulations is to
generate accelerations incident upon
unsprung mass and chassis. The various
softwares used for design and analysis
include CATIA, Hyperworks, Lotus.
Topological optimization has been used to
SCoE, B.E. (Mech) 2016-17
1
carry out unsprung mass reduction. The
design was also made keeping in mind the
fabrication, and assembly procedures were
laid out. Geometric tolerances, fits and
surface finish were specified.
1.1 AIM
The aim of this project is to design a
suspension system for an ATV that will
suffice the following requirements
 To develop a lightweight suspension
system that will ensure lower spring
mass and unsprung mass.
 Develop a suspension system that
develops oversteer chracteristics
 To design a suspension system that is
durable under all types of terrains. The
various terrains that should be negotiated
by the ATV include muddy terrain,
gravel, hard and rocky terrain,
vegetation, and shrubbery.
 The suspension should be designed
keeping in mind the ease of
manufacturing and the feasibility of
selected manufacturing processes.
1.2 OBJECTIVES
The major objectives of this project are:
 Developing a suspension system
ensuring ride comfort. This can be
achieved by reducing the transmitted
vibrations from the road
 To achieve a slight oversteer via
appropriate mass distribution and roll
center heights.
 To gain stability during riding and
develop sufficient grip to maximize the
traction.
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle
CHAPTER 2
KINEMATICS & SIMULATION
Kinematics involves study of motion of
objects without considering the mass or
forces acting on the object. This section
discusses various design steps such as
design of geometry, selection of Spring-
Damper and selecting the installation ratio.
Simulation has been performed by
developing a quarter car model in Simulink.
Various road inputs have been given as
input to the Simulink Model and the sprung
mass displacement vs. road displacement
plots have been developed. Additionally,
acceleration of the unsprung mass has been
determined which is necessary for further
design.
2.1 SELECTION OF GEOMETRY
Double wishbone suspension is selected due
to the following reasons:
 Best camber control as the suspension
behaves like a 4-bar linkage
 Steering misalignment obtained through
two turning pairs at the knuckle end
 Camber change through steer input can
be obtained
 Negative camber gain in vehicle roll
 Pro-Dive setup can be used with
recessional wheel travel
2.2 DESIGN OF GEOMETRY
Front suspension assembly
SCoE, B.E. (Mech) 2016-17
2
Shown above is a double wishbone
suspension geometry designed in CATIA.
The geometry design is based on a front and
side view geometry. The parameters
considered are the width of the vehicle nose,
the tire dimensions, wheel dimensions, rim
offset and the track width. The lower ball
joint point placement is decided on the basis
of the deflated tire dimensions and the
distance from the rim based on the wheel
assembly dimensions. The knuckle or
kingpin height is decided based on the axial
force generated on the upper wishbone to
obtain an optimum value. A steer axis
inclination (SAI) of 7.5 degrees and a
camber angle of 11 degrees is chosen so as
to give the desired steering characteristics,
and a certain scrub radius. This defines the
position of the steering knuckle within the
geometry.
The vehicle nose is inclined at 11 degrees to
the vertical. Thus, for construction of the
front view geometry, the mean line of the
wishbone (the altitude of the triangle) is
considered. This wishbone is connected on
the roll cage mountings and the line is
extended till the front view swing arm
distance which is decided on the basis of the
negative camber gain per degree chassis roll.
This point obtained in space is the
instantaneous centre of rotation of the
suspension linkages. From this point, a line
is extended till the upper ball joint point and
the upper wishbone is constructed based on
the shape of the nose. All projections are
taken to the side view and the wishbones are
constructed in this view.
In dynamic condition of cornering, due to
body roll, an undesired positive camber is
produced on the outer wheel. This generates
a thrust force acting on the wheels which
yields under steer characteristics. For
avoiding this under steer condition it is
advisable to keep this positive camber
change to a minimum.
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

The location of the steering arm and its

length and angle is chosen depending on the
percentage Ackerman that can be obtained
as well as the packaging constraints, and this
steering arm is constructed in the front and
side view. A line is drawn from the end of
the steering arm to the ICR. This line is the
extension of the tie rod in the front view.
Joining the tie rod to the ICR allows the tie
rod to define an arc about the same centre,
reducing toe change with wheel travel. The
length of the tie rod is also adjusted based
on its position within the polygon created by
the knuckle, lower wishbone, upper
wishbone and the line connecting the inner
pivot points of both the wishbones. This
length when correct, allows the tie rod to
define the same arc of rotation, thus, not
inducing dynamic toe change.
2.3 FEATURES OF GEOMETRY
Plot of Toe change vs vertical wheel travel
Spring inclined at 11 deg to the vertical, and
perpendicular to the wishbones. This
absorbs a sin (11) component of the
longitudinal force which is 20%, with the
vertical force on the spring reducing only to
98%. Thus, lower amount of longitudinal
force is taken by the suspension links.
Camber is also induced through steering
input. The 7.5 deg KPI and 11 deg caster
contribute to a negative camber gain of 5.9
deg for full steering lock. This compensates
the camber change through vehicle roll.
Thus, an effort is made to keep the positive
camber generated in vehicle roll to a
minimum or below zero.

Double wishbone 4-bar linkage

The double wishbone geometry is equivalent

to a 4-bar linkage as shown in the above
diagram. This 4-bar linkage when non-
parallel and when the upper and lower links
are of different lengths, yields camber
change with wheel travel. This camber Plot of Camber change with steer input
change is important as it counters the
positive camber change during vehicle roll.
Bump Steer reduced to under one degree for
full wheel travel as shown in the graph
below by appropriate tie rod positioning and
length as mentioned above.

SCoE, B.E. (Mech) 2016-17

3
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle
2.4 SELECTION OF SPRING-
DAMPER
The spring-damper system chosen for the
suspension system is an OEM Fox Float 3
Evol R.
Actual image of Fox Float 3 Evol R shocks
The Fox Float 3 Evol R [10] is an air spring
with an integrated damper. The air spring is
a progressive stiffness spring with an extra
chamber for greater control over stiffness in
the maximum compression region. The Fox
air spring provides the following advantages
over the conventional spring-damper
system.
Adjusting the pressure inside the main
chamber changes the stiffness of the air
spring giving greater control over vehicle
setup over different terrains.
The air spring weighs 1.6 kg which is much
lighter than the spring damper system, with
the lightest system (AFCO shocks with
aluminium springs) weighing 2.8 kg and
lighter than the commercial vehicle shock
absorber systems weighing upwards of 5 kg.
SCoE, B.E. (Mech) 2016-17
4
Progressive stiffness spring allows for
greater shock absorption ability. Rebound
rate adjustable through 25 settings. Low
slenderness ratio allowing it to be mounted
at an angle to the vertical.
3.5 SELECTION OF
INSTALLATION RATIO
Installation ratio is the ratio of the distances
between the wishbone mounting point
Schematic of installation ratio of a simple suspension
system
The figure above shows the installation ratio
of a simple suspension system [11]. This is
the ratio of distance a by b shown in the
above figure. Thus, the wheel displacement
in relation with spring displacement can be
found as x/y = b/a.
If the spring is inclined at theta degree to the
vertical, the ratio of wheel displacement to
spring displacement is x/y = (b/a) *
cos(theta). This is known as motion ratio
(MR).
However, as wheel travel increases, the
force on the suspension link also increases
by the lever arm principle. Thus the ratio of
wheel rate to spring rate is (MR)2 where
spring rate is spring stiffness and the wheel
rate is the resultant stiffness of the spring at
the wheel end.
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

A motion ratio of 2 has been selected m wheel – Mass of tire(kg)

throughout travel for obtaining a wheel
travel of 10.6”. x road – Vertical displacement of
road/terrain(m)
x wheel – Vertical displacement of
2.6 SIMULINK ANALYSIS FOR Wheel(m)
THE SUSPENSION MODEL x car – Vertical displacement of the
car/sprung mass(m)
A quarter car model was designed using the
basic differential equations of damped ẋ road – Vertical velocity of the road(m/s)
vibrations. Consider the following system:
ẋ w heel – Vertical velocity of the
wheel(m/s)
ẋ car – Vertical velocity of the
car/sprung mass(m/s)
ẍ wheel – Vertical acceleration of the
2
wheel (m/s )
ẍ car – Vertical acceleration of the
car(m/s2)
k1 – Stiffness of suspension(N/m)
b1 – Coefficient of damping of
suspension(Ns/m)
k2 – Stiffness of tire(N/m)
b2 – Coefficient of damping of
Schematic of a Quarter Car Model
tire(Ns/m)
Governing Equations:
mcar ẍ car +b 1 ( ẋ car − ẋ wheel ) + k 1 ( x car −x wheel )=0
…………….. (2.1)

m wheel ẍ wheel −b 1 ( ẋ car − ẋ wheel )−k 1 ( x car −x wheel ) + b2 ( ẋ wheel− ẋ road ) +k 2 ( x wheel −x road )=0
.…………… (2.2)

The notations used in eq. (3.1) and eq. (3.2)

are:
m car – Mass of car/ sprung mass(kg)

SCoE, B.E. (Mech) 2016-17

5
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle
Quarter Car Model in Simulink
Working of the Simulink Model
The figure 3.8 illustrates the Simulink model
that was used for the suspension analysis. A
sinewave is given as input velocity of the
road. An integrator block integrates the road
velocity to convert it into vertical road
SCoE, B.E. (Mech) 2016-17
6
displacement. The lower loop demonstrates
the wheel-road interface. The tire stiffness
for various pressures is entered in the k2 gain
block. Similarly the coefficient of damping
of the tire is included in the b2 gain block.
The upper loop describes the sprung mass
and the shock absorber system. This loop
includes a unique Matlab function block. A
custom function ‘myfunction’ is given as the
input in the Matlab function block.
Matlab ‘myfunction’
The function is a 3 degree approximating
polynomial generated using test data for the
shock absorber. The data was obtained by
testing the suspension in the Instron
Universal Testing Machine. A special
fixture was manufactured for mounting the
shock absorber on the machine. Also, tire
stiffness at 3 psi, 4 psi and 5 psi pressure
were found out using another testing
machine.
The lower integrator block is a second order
integrator, one output being the velocity of
the tire which is fed to the upper loop and
fed back to the lower loop as well for the
next iteration. The second output is wheel
displacement which again follows the same
path as the velocity of the tire.
The upper integrator block has two outputs
as well. The first output, velocity of the
sprung mass is fed back to the loop for the
succeeding iteration. The second output, the
displacement of the sprung mass is
displayed using the scope function block in
Simulink, on the same time axis as the road
vertical displacement.
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

The output is i.e. the road displacement and 3000

the sprung mass displacement are displayed 2500
for a sine wave input of amplitude=15 and
2000
various frequencies.

Load[N]
1500
1000
500
0
0 1000 2000 3000 4000 5000 6000
Deflection[m]

Fig 3.13: Load-deflection curve for Tire at 4psi

pressure

3000
2500
2000

Load[N]
1500
1000
500
0
0 1000 2000 3000 4000 5000 6000
Deflection[m]

Fig 3.14: Load-deflection curve for Tire at 5psi

pressure

Simulink Results for sine wave input , 40 psi

Shock Absorber pressure and 3 psi Tire
pressure. Sinewave Amplitude-15

Load-deflection testing of Fox Shock Absorber

Results from testing of tire

3000
2500
2000
Load[N]

1500
1000
500
0
0 10000 20000 30000 40000 50000 60000 70000
Deflection[m]
Fig 3.16: Road deflection vs Sprung Mass deflection,
Load-deflection curve for Tire at 3psi pressure
frequency:45 rad/sec

SCoE, B.E. (Mech) 2016-17

7
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle
Simulink Results for sine wave input ,40 psi
Shock Absorber pressure and 4 psi Tire
pressure. Sinewave Amplitude-15
Fig 3.19: Road deflection vs Sprung Mass deflection,
frequency:45 rad/sec
Simulink Results for sine wave input ,40 psi
Shock Absorber pressure and 5 psi Tire
pressure. Sinewave Amplitude-15
Road deflection vs Sprung Mass deflection,
frequency:45 rad/sec
SCoE, B.E. (Mech) 2016-17
8
Fig 3.25: Unsprung Mass acceleration,
frequency:250 rad/sec
2.7 INFERENCES DRAWN FROM
SIMULINK MODEL
The Simulink model was tested for various
input conditions.
 Major emphasis was given on testing
the suspension for sinusoidal road
input.
 The tire stiffness was measured at
pressures of 3 psi, 4 psi, 5 psi keeping
the pressure in the shock absorber
constant and equal to 40 psi.
 The stiffness values of 22500 N/m,
26600 N/m and 31000 N/m for
pressures of 3 psi, 4 psi and 5 psi
respectively were calculated using the
graphs plotted using Excel.
Acceleration for Sine wave input
amplitude-15 cm and frequency-250
rad/sec:
It can be inferred that 250 rad/sec = 39.78
Hz ……………….(since ω=2∗π∗n, n is
frequency in Hz)
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

Thus the time period of an oscillation is 1/n CHAPTER 3:

= 0.025 sec
DYNAMICS OF DOUBLE
For the above case the wavelength is found
WISHBONE GEOMETRY
to be 30 cm
Dynamics deals with the motion of bodies
Thus the approximate velocity of the ATV is
under the action of force. This section basic
calculated using the simple relation between
analysis of the Double Wishbone System .It
speed, distance and time
is followed by designing and analysis of
Therefore the resulting velocity is found out knuckle under bump loading, under braking
to be 11.94 m/s or 42.97 km/h and under steering load..Hub design has also
been described in this section..Finally, the
For the above velocity of the ATV the Wheel Assembly procedure has been laid
resultant unsprung mass acceleration was out
found out to be nearly 300 m/ s2 or 30*g
force. 3.1 FREE BODY DIAGRAM OF
This value of 30 g is the acceleration of the THE DOUBLE WISHBONE
wheel assembly. Thus, forces in cident on SYSTEM
the wheel assembly can be calculated as
30*9.81*(approx. mass of wheel assembly =
12 kg)
Thus, force incident on wheel assembly is
3600 N.

FBD of the Double Wishbone System

The double wishbone system force

transmission path consists of the tyre, rim,
hub, dead shaft, knuckle, lower wishbone
and the spring.
For force analysis, it is considered that the
spring exerts a reaction force on the lower
suspension link. As the motion ratio is 2,
The reactive force on the lower wishbone is
2F. A force of F is incident on the lower ball
joint causing a moment of F*r as shown
above. This moment is reacted by the axial
force generated on the upper wishbone (f),
where f = F*r/y.

SCoE, B.E. (Mech) 2016-17

9
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

3.2 DESIGN OF KNUCKLE

The knuckle has been designed considering
the upper and lower wishbone ball joint
points, the steering arm hardpoint, the
kingpin axis inclination and the brake
calliper mounting points.
The material selected for knuckle is Al
7050-T7451 due to its high strength to
weight ratio which helps reduce unsprung
mass and wheel assembly forces, and
machining ease The Syt and Sut are 460 and
540 MPa respectively.

Knuckle under bump loading

It can be seen that the knuckle has been

designed to yield a FOS of approx. 2.5 under
bump loading, where the forces cannot be
calculated precisely and there is lot of
uncertainty of loading conditions.

FBD of knuckle

The free body diagram of the knuckle is

shown above. As mentioned above, the force
F causes a moment about the lower ball joint
which is reacted by the upper wishbone. The
single point constraint (spc) is the deadshaft
mounting hole. The maximum steering force
exerted by the driver is experimentally
calculated to be equivalent to 70 Nm. Thus,
the maximum force exterted on the steering
arm is 3500 N wth the spc as the deadshaft
mounting hole as well.
It is also necessary that the knuckle is able
to withstand the forces generated on the
Knuckle under braking
caliper body due to the braking torque. As
the braking torque is 205 Nm, a force of Under braking, a max stress of 157 MPa is
4400 N is incident on the two slider pin seen, however, increased material addition is
mounting points on the knuckle. The avoided as displacement increases.
following images show the analysis carried
out on the knuckle.

SCoE, B.E. (Mech) 2016-17

10
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

3.3 DESIGN OF HUB

The material chosen for the hub is Al 7050-
T7451 for similar reasons as mentioned
above. The hub houses the outer races of
two taper roller bearings mounted face to
face. It has 4 tappings on the top surface to
hold the disc on top of the hub.

Knuckle under steering load

For the steering load case, as the max

reaction torque exerted by the driver is
known (70 Nm), and hence resultant force
on the steering assembly is 3500 N. As
accurate resistive force generated by the
driver is known, the FOS chosen is lower
(1.5) and the knuckle has been optimized
accordingly. FBD of hub

The FBD of the hub is shown above. The

constrained points are the hub bolting points
and the bump load is applied at the bearing
housing surface. A braking torque is applied
at the disc bolting points shown around the
inner circle.

Knuckle under Fatigue Load

As the steering arm is subjected to reversed

loading conditions, its fatigue life needs to
be calculated. In the above image, it can be
seen that the steering arm lasts for 72000
cycles of the max loading condition. Based
on driver feedback, it is understood that,
these reaction forces occur approximately
once for every minute driven. Thus, Topological optimisation of the hub
considering an avg. speed of 25 kmph, the For topological optimization of the hub,
steering arm lasts for 30000 km. level set method has been used. The

SCoE, B.E. (Mech) 2016-17

11
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

software Hyperworks, conducts topological

optimization based on this principle in
Optistruct. Topological optimization is used
to obtain a base design of the hub. Taking
this into consideration and applying
manufacturing constraints, the refined
design of the hub can be obtained.

Stress analysis of dead shaft

3.5 WHEEL ASSEMBLY

PROCEDURE
Stress distribution in the final designed hub

The above figure shows the stress

distribution on the final designed hub.
3.4 DESIGN OF DEAD SHAFT
The dead shaft houses the inner races of the
two taper roller bearings. The dead shaft is
axially constrained on the knuckle via a step
and a circlip. Rotational DOF is constrained
via 2 splines on the dead shaft. Exploded View of Wheel assembly

The wheel assembly (3.38) begins by fixing

the dead shaft on the knuckle and attaching a
circlip. The outer races of the taper roller
bearings are press fit (N5) into the hub. The
inner race of the larger taper roller bearing is
fit onto the dead shaft under a sliding fit
(g7). The disc is fixed onto the hub and the
knuckle-dead shaft fits onto the hub. The
inner race of the other taper roller bearing
Design of dead shaft fits (g7) from behind the hub and is held in
place with a Nylock nut.

SCoE, B.E. (Mech) 2016-17

12
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

3.6 SELECTION OF BEARING

AND DESIGN OF WISHBONE
BEARING HOUSING

Fig 4.14: Assembly inside the bearing housing

The assembly inside the bearing housing is

shown above. The wishbone is held in place
on the knuckle via two misalignment spacers
and a bolt in single shear. Nylock nuts are
used to avoid loosening under vibrations at
the knuckle.

Sectional view of Bearing housing

In a move to reduce unsprung mass, heavy

ball joints have been eliminated from the
assembly. In place of these, spherical
bearings have been used to have a joint with
3 DOFs.
The bearing selected is an SKF spherical
bearing called (GEH12C). This is a non-
lubricating type spherical bearing, which
avoids repeated serviceability. The
misalignment angle provided by the bearing
is 18 degree, for the required misalignment
of 17 degree for the wishbone.
To house these bearings, the housing has
been designed to constrain the bearing
axially. This has been done via step on top
and a circlip on the bottom while facilitating
full misalignment of the bearing.

SCoE, B.E. (Mech) 2016-17

13
 Design, Analysis and Fabrication of a Suspension System for an All Terrain Vehicle

CHAPTER 4 is that cumulative camber change in roll

was kept as minimally positive as
TESTING RESULTS AND possible and that the front roll center
DISCUSSION height was below the rear roll center
height
The suspension system was fabricated and  Chassis deflection in bump was lower
installed in the ATV. The vehicle was tested as compared to the previous vehicle due
for a total of 300 km to verify the to lower unsprung mass
performance of the suspension system and to
 It was experimentally seen that steering
check the durability of the components.
effort was lowered by 30% as compared
The terrain had the following sections to the previous year due the reduction
of scrub radius and replacing ball joints
 Mud 10% by spherical bearings
 Gravel 20%
 Hard and rocky 20%
 vehicle jumps 5%
Future Scope
 Tight corners 5%
 Flat earth road 30% 1. The Simulink Model used considered
 Vegetation and shrubbery 10% the stiffness of the wheel and shock
absorber only.
More advanced models including the
The significant observations made were: stiffness of wishbone and damping
of the tyre can be devised.
 No component of the wheel assembly This will ensure higher predictive
failed which showing that factor of ability of the model.
safety consideration was adequate and 2. Use of wheel force transducers to
load cases were not underestimated. accurately measure the incident
 No development of relative motion loads, hence reducing the FOS,
between the different components. It leading to weight and cost
can be inferred that the assembly optimization.
procedure was correct and the fits and
tolerances defined were suitable
(assuming manufacturing was
according to the design)
 No loosening of nuts present.
 Permanent bending of the wishbones
absent, which shows that yield stress
point was not crossed.
 The spring travel was only upto 85% of
its length showing that its stiffness
becomes equal to the bending stiffness
of the wishbone in that range.
 The driver experienced slight oversteer
characteristics as compared to
understeer characteristics in the
previous vehicle. A contributing factor

SCoE, B.E. (Mech) 2016-17

14