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Modeling and Simulation Study of BAJA SAEINDIA All
Terrain Vehicle (ATV) Using Integrated MBD-FEA Approach
Sahil Kakria
Thapar University
IVN SriHarsha and Milind Wagh
Maruti Suzuki India Limited
CITATION: Kakria, S., SriHarsha, I., and Wagh, M., "Modeling and Simulation Study of BAJA SAEINDIA All Terrain Vehicle (ATV)
Using Integrated MBD-FEA Approach," SAE Technical Paper 2015-26-0219, 2015, doi:10.4271/2015-26-0219.
Copyright © 2015 SAE International and Copyright © SAEINDIA
Abstract
Suspension and chassis play a vital role in the structural performance
of an off-road vehicle. The paper focuses on Computer Aided
Engineering (CAE) modeling and simulation study of an All Terrain
Vehicle (ATV) structure to analyze its static and dynamic behavior.
An integrated MBD-FEA approach used for analysis purpose has
been presented.
In the study, a Multi Body Dynamic (MBD) model of the ATV
suspension system is built using ADAMS/Car. The effect of change
in suspension hardpoints on suspension characteristics has been
analyzed by carrying out Design of Experiment (DOE) study using
ADAMS/Insight. This is done to minimize roll, camber and kingpin
angle variation during vertical wheel travel, thus increasing stability
of the vehicle under rough road conditions. This helps in optimizing
the front and rear suspension geometry of ATV.
The Finite Element (FE) model of ATV chassis is prepared to check
its structural integrity. The input loads at body attachment points for
FE model are taken from MBD suspension bench test analysis. The
input loads for impact analysis are calculated analytically. Since
safety of driver depends on structural strength and robustness of
chassis, it is important to evaluate the design for all possible load
cases (viz., bench and impact loads). Necessary countermeasures are
taken in the structure based on stress response.
Finally, various tests like double lane change, constant radius cornering
and sine input are performed on full vehicle MBD model to predict its
handling characteristics. This includes the steady state (understeer/
oversteer behavior and roll angle) and transient (vehicle response-time
lag) response. Various road profiles generated virtually in ADAMS/Car
are further helpful in understanding the dynamic behavior.
The process methodology depicted in this paper is useful in design
and development of ATV for SAE BAJA event. It provides an
important feedback regarding vehicle structure during design phase
itself well before actual prototype is built.
2015-26-0219
Published 01/14/2015
Keywords
All Terrain Vehicle, Computer Aided Engineering, Multibody
Dynamics, Finite Element Analysis, HyperMesh, ADAMS, DOE,
Optimization, Suspension and Chassis Analysis, Vehicle Dynamics,
Full Vehicle Simulation
Background/ Introduction
As the name implies, All Terrain Vehicles (ATV) are basically
off-road vehicles which are capable of driving on and off paved or
gravel surface and handle a wider variety of terrain than most other
vehicles.
Currently, the major manufacturers of ATV are Suzuki, Polaris,
Honda, Yamaha and Kawasaki. Due to the ATV's popularity, events
like BAJA SAEINDIA are held every year. This is an inter-collegiate
event organized by SAEINDIA to provide SAE student members
with a challenging project that involves design, engineering,
planning, manufacturing, marketing and racing an ATV. The
competition provides the opportunity to inculcate in students; the
general practices of good Engineering.
Kenedi P. et al. [1] have studied the comparison of modeling different
configurations for a Front suspension of an Off-Road Mini-Baja
vehicle. Software simulations have also been used to visualize
dynamic behavior of different configurations.
Noorbhasha N. [2] has researched on BAJA frame structure to
optimize the design of roll cage in compliance with the guidelines set
by SAE and to perform the finite element analysis (FEA) for
validating the design. To study the effects of stress and deformation
on the frame members, linear static frontal impact analysis was
carried out using FEA techniques for different loading conditions on
the roll-cage model. Modifications were done in the existing design
to withstand the applied load based on the analysis results.
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The static stress analysis offers a simplistic simulation criterion to
validate the safety of the preliminary design and help the designer
understand the changes that need to be incorporated in the design [3].
Allen R. et al. [4] have studied the steady state and dynamic
properties of All Terrain Vehicles related to lateral/directional
handling and stability. The effect of load transfer characteristics on
the vehicle handling has been highlighted.
This paper presents the modeling and simulation study carried out on
the ATV vehicle describing the process methodology based on
Integrated MBD-FEA approach; which can be used for similar
vehicle being prepared for the BAJA competition.
Process Methodology
The modeling and analysis approach used for the ATV has been
depicted in the process methodology flowchart as shown in Fig 1 and
is explained further in detail:
Fig 1. Process methodology
MBD Model Building
In order to perform MBD analysis, an ADAMS rigid body model of
the ATV consisting of subsystems such as front suspension, rear
suspension (of double wishbone type), steering, chassis, powertrain
and tires was constructed. The ADAMS templates for Front and Rear
suspension model were built as shown in Fig 2 and 3 respectively.
The co-ordinates for hard points have been taken from the CAD
model. The parameters like moment of inertia, center of gravity and
mass of the parts have been obtained from the FE model.
A double wishbone (or upper and lower A-arm) suspension is an
independent suspension design using two wishbone-shaped arms to
locate the wheel. Each wishbone or arm has two mounting points to
the chassis and one joint at the knuckle. The shock absorber and coil
spring are mounted to the wishbones to control vertical movement.
Fig 2. ATV front suspension in ADAMS/Car
SLA (Short Long Arms) type arrangement is used to induce negative
camber during wheel travel. During cornering, it helps in getting
positive camber gain on the lightly loaded inner wheel, while the
heavily loaded outer wheel gains negative camber which helps in
reducing body roll.
The model of the double wishbone type rear suspension prepared in
ADAMS/Car is shown in Fig 3.
Fig 3. ATV rear suspension in ADAMS/Car
The model of the rack and pinion steering prepared in ADAMS/Car is
shown in Fig 4.
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DOE/Optimization Study of Suspension

The objective of this study is to set suspension parameters of the
given suspension sub assembly to an optimum value. The suspension
characteristics considered are camber, caster, toe and kingpin
inclination angle while carrying out the kinematic analysis
(suspension wheel travel) for achieving better handling performance.

For this purpose, the factors affecting the desired responses were
studied and their values were determined to achieve the particular
range, keeping in mind various manufacturing and design constraints.

The Design of Experiment (DOE) study was carried out using

ADAMS/Insight and the hardpoints which were majorly affecting the
suspension characteristics were found and were used as input factors
to be modified during the study.
Fig 4. ATV rack and pinion steering in ADAMS/Car
The testrig setup of Parallel wheel travel analysis for Front and Rear
The functions of the ATV chassis are to provide a three-dimensional suspension is shown in Fig 7.
structure surrounding the driver; protecting the driver and to support
the various subsystems like front and rear suspension, engine and
drive train. The model of the ATV chassis prepared in ADAMS/Car is
shown in Fig 5.

Fig 7. Suspension testrig

Parallel wheel travel analysis considering suspension travel as 12″

(Bounce 8″ and Rebound 4″) was simulated and the hardpoints were
changed (keeping in mind design and manufacturing constraints) to
optimize the suspension characteristics.

Fig 5. ATV chassis in ADAMS/Car The optimization of suspension characteristics is discussed as follows:

The ATV full vehicle assembly prepared from subsystems in

Variation in Camber Angle
ADAMS/Car is shown in Fig 6.
The camber variation during suspension travel has been reduced from
around 6° to less than 2° which helps to reduce tire wear. The graph
of camber angle for the base and optimized model is shown in Fig 8.

(a). Front suspension

Fig 6. ATV full vehicle model in ADAMS/Car
Fig 8. Camber angle vs. wheel travel
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(b). Rear suspension

(a). Front suspension
Fig 8. (cont.) Camber angle vs. wheel travel

The solid red line is showing the variation for the base model and
dotted blue line is showing the variation for the optimized model
during vertical wheel travel as seen in the Fig 8, 9, 10, 11.

Variation in Toe Angle

The toe variation during suspension travel has been reduced
drastically from around 37° to less than 3°. This reduction in
variation of toe angle helps to increase straight line stability of the
vehicle and reduce tire wear. The graph of toe angle for the base and
optimized model is shown in Fig 9.
(b). Rear suspension

Fig 10. Caster angle vs. wheel travel

Variation in Kingpin Inclination Angle

The variation in kingpin inclination during suspension travel has been
reduced from around 8° to less than 1° which helps to reduce the
steering effort during cornering. The graph of kingpin inclination
angle for the base and optimized model is shown in Fig 11.

(a). Front suspension

(a). Front suspension

(b). Rear suspension

Fig 9. Toe angle vs. wheel travel

Variation in Caster Angle

The reduction in variation of caster angle helps to decrease the
tendency of wheel to spin about its contact patch. The graph of caster
angle for base and optimized model is shown in Fig 10. (b). Rear suspension

Fig 11. Kingpin inclination angle vs. wheel travel

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The comparison of the base and optimized iteration results for front
and rear suspension of ATV is summarized in Table 1. The difference
between the base and optimized model can be visualized in the
animation snapshot shown in Fig 12 and 13 taken for vertical wheel
travel simulation.

Table 1. Variation during vertical wheel travel

Fig 14. Front suspension control arms FE model

The Bench tests are discussed as follows:

Vertical Bench Test

A vertical force of value 5 times the static load on corresponding
suspension (front/rear) is applied at the wheel center during vertical
load test. The stress results for vertical test are shown in Fig 15 and 16.

Front Suspension

Fig 12. Base model

Fig 15. Front suspension control arm stress plots for vertical bench test

Rear Suspension

Fig 13. Optimized model

Clearly, Variation during vertical wheel travel has been reduced in the
optimized model. The hardpoints are now optimized & freezed and
will be used for all the further analysis.

Suspension Control Arm Analysis

The control arm shape is modified according to new set of optimized
hardpoints and will be checked for strength using Vertical, Cornering
and Braking bench test analyses. In order to predict the stresses in
control arms, they are converted from rigid bodies to flexible bodies
using modal neutral file (mnf). This mnf file is obtained by meshing Fig 16. Rear suspension control arm stress plots for vertical bench test
the CAD model using HyperMesh software and solving for normal
mode analysis using MSC Nastran code. The Finite Element (FE) Cornering Bench Test
model of the control arms is shown in Fig 14.
A lateral force of 2849.68 N is applied at the outer wheels and 583.83
N is applied at the inner wheels during cornering (appendix B). The
stress results for cornering test are shown in Fig 17 and 18.
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Front Suspension Rear Suspension

Fig 20. Rear suspension control arm stress plots for braking bench test

Fig 17. Front suspension control arm stress plots for cornering bench test The stress levels coming in the lower and upper control arms for applied
load have a factor of safety greater than the target value taken as 2. Thus,
the designed control arms are safe under given load conditions.
Rear Suspension

Also, the loads coming on the body attachment points for the Vertical
bench test are determined using MBD analysis and will be used while
performing FE analysis of ATV chassis.

Finite Element Analysis - ATV Chassis

Since safety of the driver depends on the structural strength &
robustness of the chassis, it is important to evaluate the design for all
possible load cases (viz., bench loads & impact loads). So, FEA was
conducted to observe critical stress regions on the chassis. The FEA
process methodology for linear static stress analysis of the ATV
chassis is shown in Fig 21.

Fig 18. Rear suspension control arm stress plots for cornering bench test

Braking Bench Test

A longitudinal force of 797.43 N is applied at the front wheels and
1317.63 N is applied at the rear wheels during braking (appendix B).
The stress results for braking test are shown in Fig 19 and 20.

Front Suspension

Fig 21. FEA process methodology

The FE model of ATV chassis was prepared using shell mesh and
solved for following load cases:

Bench Test Load Cases

The bench test load case is carried out for front and rear end of the
chassis as shown in Fig 22 and 23.

Fig 19. Front suspension control arm stress plots for braking bench test
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Front Vertical Bench Test Rear Impact Analysis

As per the calculations, a uniformly distributed load of 33,000 N
(appendix B) is applied in longitudinal direction on the rear facia of
chassis & front suspension mounting points are fixed.

Side Impact Analysis

As per the calculations, a uniformly distributed load of 33,000 N
(appendix B) is applied in lateral direction on the side facia of chassis
& opposite side suspension mounting points are fixed.

Rollover Analysis
A point load on roll hoop overhead member, as calculated, is applied
in downwards direction at an angle and both front & rear suspension
mounting points of the chassis are fixed.

Fig 22. Front bench test setup

In Front vertical bench test, the loads (as calculated from front vertical
static load test in ADAMS/Car) are applied on front suspension
mounting points & rear suspension mounting points are fixed.

Rear Vertical Bench Test

Fig 24. FE model of ATV chassis showing various impact load cases

The stress levels in the ATV chassis for the above mentioned load
cases are checked and factor of safety (FOS) is calculated considering
Yield strength for bench tests and Ultimate strength for impact tests.

Simulation Results
Front Vertical Bench Test
Fig 23. Rear bench test setup

In Rear vertical bench test, the loads (as calculated from rear vertical
static load test in ADAMS/Car) are applied on rear suspension
mounting points & front suspension mounting points are fixed.

Impact Load Cases

The ATV chassis needs to withstand any collision that it might be
subjected to; as part of the testing process or during the competition.
For this purpose, the chassis has been analyzed for the impact load
cases shown in Fig 24 and described as follows:

Front Impact Analysis

As per the calculations, a uniformly distributed load of 33,000 N
(appendix B) is applied in longitudinal direction on the front facia of
chassis & rear suspension mounting points are fixed.

Fig 25. Front vertical bench test stress plot

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Rear Vertical Bench Test Side Impact

Fig 29. Side impact test stress plot

Fig 26. Rear vertical bench test stress plot

Rollover
Front Impact

Fig 27. Front impact test stress plot

Fig 30. Rollover test stress plot

Rear Impact
Clearly, the ATV chassis doesn't satisfy stress evaluation criteria
(factor of safety as 2 for bench and impact tests) for Rear vertical
bench test, Side impact and Rollover load cases.

Countermeasures
Suitable countermeasures were taken by providing members and
gusseting to increase stiffness of the ATV chassis so as to reduce the
stress level and keep it below the safe limit under given load
conditions. Improvements in design were carried out for the
following load cases:

Fig 28. Rear impact test stress plot

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Rear Vertical Bench Test Rollover

Fig 31. Rear vertical bench test countermeasure stress plot

Fig 33. Rollover test countermeasure stress plot

Side Impact
Modified ATV Chassis
The modified ATV chassis obtained from FE analysis and suspension
optimization is shown in Fig 34.

Fig 34. Final ATV chassis

Full Vehicle Analyses

The ADAMS full vehicle MBD model is used to perform various
Fig 32. Side impact test countermeasure stress plot tests to predict its characteristics as described follows:
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Double Lane Change (DLC)
The objective of this test is to predict the roll angle characteristics of
the ATV during lane change.
The vehicle is run on straight road with a particular constant velocity.
After its initial straight line motion, it changes lane by having a left
turn and then comes back to initial lane by having a right turn. The
whole maneuver takes place at constant speed and is shown in Fig 35.
Fig 35. Double lane change test track
Fig 36. Tire vertical force vs. time
According to the graph shown in Fig 36, the force on inner wheels is
not becoming zero; this signifies that there will be no rollover of the
vehicle during the lane change.
Constant Radius Cornering (CRC)
The objective of this test is to understand the handling characteristics
of the vehicle under steady state conditions.
Fig 37. Constant radius cornering test track
A steady-state circular driving simulation is performed, by gradually
increasing the velocity from low speed to high speeds, to achieve
desired lateral acceleration. The maneuver of the ATV on CRC test
track is shown in Fig 37. In ATV vehicles, the characteristic of
oversteer is always preferred than understeer because of the fact that
the driver of the ATV vehicle would require less effort during vehicle
maneuvers.
Fig 38. Steering wheel angle vs. lateral acceleration
It can be observed that the steering wheel input decreases with
increase in lateral acceleration to maintain constant radius. This
signifies that the vehicle has oversteer characteristics.
Sine Input Test
The objective of this test is to understand the behavior of the vehicle
under transient conditions.
Fig 39. Vehicle response-time lag
The graph in Fig 39 shows the time lag between steering input and
the yaw rate generated in the vehicle. Red line (solid) indicates the
Steering wheel input given; blue line (dashed) indicates the yaw
generated and green line (dotted) gives the lateral acceleration
generated in model. Lesser is the time lag, higher is the response of
the vehicle to the given steering input.
Thus, the Full vehicle MBD analyses are helpful in predicting the
steady state characteristics (understeer/oversteer behavior & roll
angle characteristics) and transient characteristics (vehicle response-
time lag).
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Virtual Test Track Building

Baja Endurance Test Track

Fig 42. Overlap obstacle test track

Hill Climb Test Track

This test track (shown in Fig 43) built using ADAMS/Car checks the
capability of vehicle that whether it can climb the hill of specified
slope and length.

Fig 43. Hill climb test track

These virtual test tracks modeled using ADAMS/Car will be helpful

in predicting the dynamic behavior of an ATV in more realistic
Fig 40. BAJA endurance test track conditions and will be used for future study.

This test track (shown in Fig 40) has been built by mapping the 2D
track profile in MS Excel and using the data points obtained to Conclusion
generate the track in ADAMS/Car.
• The optimization of the front & rear suspension of ATV was
done for various characteristics like camber, caster, toe &
Eight Shaped Test Track kingpin inclination angle. This was done by performing DOE
study using ADAMS/Insight by optimizing the hardpoints.
• The MBD bench test simulation for vertical, cornering and
braking conditions has been performed to extract the loads at
the body attachment points. The control arms have also been
checked for stress levels which are under target limit.
• The FE analysis of ATV chassis has been carried out for Bench
load tests and Impact tests. Suitable countermeasures have been
taken in the design to make the chassis safe and durable.
• The study of predicting dynamic behavior of ATV full vehicle
Fig 41. Eight shaped test track assembly has been carried out by simulating Double lane
change, Constant radius cornering and Sine input tests. This was
This test track (shown in Fig 41) built using ADAMS/Car looks like helpful for predicting understeer/oversteer behavior; roll angle
an eight shaped road and checks the maneuvering capability of an and vehicle response characteristics.
ATV vehicle. • This study provides an important feedback regarding the
vehicle structure to the ATV suspension and chassis designers.
Overlap Obstacle Test Track Further, any design change in terms of hard points, suspension
parameters or chassis structure can be incorporated in the MBD
This test track (shown in Fig 42) built using ADAMS/Car comprises
and FE model to predict the vehicle dynamic behavior using this
of bump obstacles in the pothole and checks the durability of the
methodology.
vehicle.
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Future Scope of Work Acknowledgement

1. The study can be done by incorporating other types of The authors would like to sincerely thank senior management of
suspension like Macpherson strut, Swing arm, Multi link R&D, Maruti Suzuki India Limited (MSIL) for the support and
etc. and comparing the performance with Double wishbone encouragement throughout the project work. Heartfelt gratitude is
suspension. The FE analysis of changed chassis structure by owed to SAEINDIA for providing a great platform to engineering
incorporating the different suspension can be carried out. students to improve their knowledge and skills.
2. Effect of addition of stabilizer bar in rear suspension on roll
behavior and handling characteristics of ATV.
Definitions, Acronyms, Abbreviations
3. Virtual test tracks built in ADAMS/Car will be helpful in further
analyzing the performance of ATV. SAE - Society of Automotive Engineers
ATV - All Terrain Vehicle
MBD - Multi Body Dynamics
References
FEA - Finite Element Analysis
1. Kenedi, P., de Souza Xavier, L., Amar de Aguiar, R., de Oliveira
Sampaio, R. et al., “Modeling Different Configurations for a CAE - Computer Aided Engineering
Front Suspension of an Off-Road Vehicle Mini-Baja,” SAE CAD - Computer Aided Design
Technical Paper 2004-01-3437, 2004, doi:10.4271/2004-01-3437. DOE - Design of Experiments
2. Noorbhasha N., “Computational Analysis for Improved Design DOF - Degree of Freedom
of an SAE BAJA Frame Structure”, Master of Science Thesis,
SPC - Single Point Constraint
Howard R. Hughes College of Engineering, University of
Nevada, Las Vegas, December 2010. LCA - Lower Control Arm

3. Oturkar S., Gujarathi K., “An Introduction to Computational UCA - Upper Control Arm
Frontal Static Stress Analysis of a Baja Car”, International FOS - Factor of Safety
Journal of Scientific and Research Publications, Volume 3, Issue DLC - Double Lane Change
8, August 2013, ISSN 2250-3153.
CRC - Constant Radius Cornering
4. Allen, R., Szostak, H., Rosenthal, T., and Klyde, D., “Steady
State and Dynamic Properties of All Terrain Vehicles Related Software Tools Used
to Lateral Directional Handling and Stability,” SAE Technical
MBD - ADAMS/Car, ADAMS/Insight
Paper 891105, 1989, doi:10.4271/891105.
FEA - Hypermesh, Optistruct, Nastran
5. Gillespie, T., “Fundamentals of Vehicle Dynamics, 1st Edition,”
(Warrendale, Society of Automotive Engineers, 1992), ISBN Units
978-156011999.
Stress - MPa
6. Wong, J. Y, “Theory of Ground Vehicles”, 4th Edition, 2008,
ISBN 978-0-470-17038-0. Force - N

7. Jazar R. N., “Vehicle Dynamics: Theory and Application”, 1st Mass - kg

Edition, 2008, ISBN 978-0387742434. Velocity - m/s
8. Gokhale N. S., “Practical Finite Element Analysis”, Finite to Acceleration - m/s2
Infinite, India, 1st Edition, 2008, ISBN 978-81-906195-0-9. Angle - degree
9. MSC Software 2011 Documentation and User Guide. Time - second
10. Altair Hyperworks 11.0 Help and Documentation.
11. SAEINDIA Publication, “BAJA SAEINDIA 2012, Rulebook”.

Contact Information
Sahil Kakria
M.E. - CAD/CAM Engineering
Thapar University
Patiala - 147004, Punjab, India
Contact No.: +91-7087410640
kakria.sahil@gmail.com
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APPENDIX
APPENDIX A: ATV STRUCTURE
CAD Model of ATV

Fig A1. CAD model of lower structure Fig A2. CAD model of ATV full vehicle assembly

ATV Chassis Nomenclature

Fig A3. Nomenclature of an ATV chassis structure

Abbreviations
SIM - Side Impact Member LFS - Lower Frame Side Member
FBM - Front Bracing Member RHO - Roll Hoop Overhead Member
FLC - Front Lateral Cross Member RRH - Rear Roll Hoop Member
LDB - Lateral Diagonal Bracing Member
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APPENDIX B: ANALYTICAL CALCULATIONS

Calculation of Impact Forces
The force coming on the chassis during the collision when the vehicle is moving in its top speed is calculated as follows:

v = vi + at

vi = 50 km/h = 13.89 m/s, v = 0 km/h

Mass, m = 350 kg, t = 0.15 sec

Force, F = m × a = 32410 N ≃ 33,000 N

where, v → Final velocity vi → Initial velocity

t → Impact time a → Deceleration

Calculation of Braking Load

When the brakes are applied, the maximum brake force coming on the front tire is given by:

(i)

The force coming on the rear tire is given by,

(ii)

where Fxmf → Maximum front braking force μp → Peak coefficient of friction

Wfs → Front axle static load h → CG height

L → Wheelbase W → Vehicle weight

g → Acceleration due to gravity Dx → Deceleration

Substituting values in Equation (i) & (ii), the force coming on the front and rear tire is,

Fxmf = 797.43 N Fxmr =1317.63 N

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Calculation of Cornering Load

When the vehicle is taking a turn, the force coming on the outer & inner tire is given by:

(iii)

(iv)

where Ro → Reaction force on outer tire W → Vehicle weight

h → CG height t → Wheel track

ay → Lateral acceleration g → Acceleration due to gravity

Substituting values in Equation (iii) & (iv), the force coming on the outer and inner tire is,

Ro = 2849.68 N Ri =583.83 N

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