Materials Today: Proceedings 46 (2021) 8880–8886

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Materials Today: Proceedings

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Design and development of longitudinal vehicle dynamics

for an All-terrain vehicle
Swapnil Kumar a, Rishiraj Bhattacharjee b, P. Jeyapandiarajan b,⇑
a
University of Louisville, Kentucky 40292, USA
b
Vellore Institute of Technology, Vellore 632014, India

a r t i c l e i n f o a b s t r a c t

Article history: Design and development of maximum efficiency in the longitudinal axis of vehicle dynamics for an ATV
Received 14 March 2021 have been carried out by developing an optimum Transmission system in accordance with other subsys-
Received in revised form 4 May 2021 tems viz Braking and Suspension. The design parameters of suspension, braking, and transmission sys-
Accepted 5 May 2021
tems has been calculated using MATLAB. 3D Computer Aided Designing, simulation, and validation of
Available online 20 May 2021
all the components have been carried out in Solidworks, ANSYS & MATLAB respectively. To achieve an
optimum gear ratio considering factors - top speed and acceleration and to maximize the efficiency of
Keywords:
longitudinal vehicle dynamics, optimum design parameters have been considered for suspension, brak-
All-Terrain vehicle
Vehicle dynamics
ing, and transmission systems on an All-Terrain Vehicle. Acceleration and Braking are one of the most
Braking system both essential parameters for longitudinal vehicle dynamics. Gaged GX9 model continuously variable
Transmission system transmission (CVT) has been used as an integral component for the powertrain of the All-terrain vehicle
MATLAB and the velocity of the vehicle is considered around 58 to 60 kph (~16 to 17 m/sec). Further a reduction
ANSYS gearbox of a ratio of 8.124 has been used for efficient transmission of torque from the engine to the
wheels. Temperature plots and computational fluid dynamics plots have been obtained for the brake disc
to observe the thermal dissipation behavior of the braking system and similarly, thermal plots have been
obtained for the continuous variable transmission made of aluminum.
Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 3rd International Con-
ference on Materials, Manufacturing and Modelling.

1. Introduction
A good performing ATV is a combination of robust and seam-
lessly working various subsystems. In the longitudinal direction,
an efficient and optimized power train system keeps the engine
power curve close to its peak value while altering the resulting tor-
que to the wheels. For the transmission system a continuously
variable transmission (CVT) with a wide reduction ratio band mul-
tiplied with a fixed single speed, a two-stage reduction gearbox is
used. Further power is transferred to the wheels via Multilink
Universal joint Driveshaft. For the braking system onboard, braking
is designed for the rear as the rear wheels are locked to the same
rotational torque, and the outboard braking system is designed
for the front. Swapnil et al. [1] has presented a paper that focuses
on the grounds of vehicle dynamics and braking systems. He has
subsequently carried out all the FEA, Computational fluid dynam-
⇑ Corresponding author.
E-mail address: jeyapandiarajan.p@vit.ac.in (P. Jeyapandiarajan).
ics, and design of experiments for the braking system. In addition
to that, he has obtained the performance efficiency of the braking
system. Jeremy Schwark et al. [2] have investigated and found that
the majority of ATV operators experienced the fact that the rear of
the All-Terrain vehicle is sliding. It has been concluded from the
research content that limits understeer and oversteer in ATV
results in optimum steering response and manufacturers also
select an appropriate handling balance for their vehicle-based per-
formance characteristics such as throttle response and maximum
speed. Mark et al. [3] have given us an overview of stopping dis-
tance, speed curve, and reaction time parameters. Different tests
were conducted in different situations to obtain different stopping
distances and speed curves. It also gave an overview of different
values of reaction time. It has been concluded that braking results
are consistent and the coefficient of friction of the surfaces varies
depending on various factors. Karan et al. [4] have presented the
paper from the perspective of thermomechanical analysis of the
brake rotor. It has been discussed that the disc flange rotors are
mainly used for heavy braking because a larger braking force is

https://doi.org/10.1016/j.matpr.2021.05.085
2214-7853/Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 3rd International Conference on Materials, Manufacturing and Modelling.
S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan
required over those areas. Discs with geometric patterns (holes and
airfoil vents) have been considered to obtain faster cooling and also
from the perspective of lightweight. It has been concluded from the
research content that variation in geometric design like holes and
air foil ventilation is responsible for the cooling of the brake disc
during the braking phase and geometric variations also affect the
total life span of the disc brake.
Snehal et al. [5] have deployed a forced-air cooling mechanism
using the centrifugal fan and it has been mounted on the driven
pulley. Due to this, there has been a temperature reduction on
the clutch surface, clutch drum surface, inside CVT housing, and
near the belt. It has been concluded from the paper that tempera-
ture near the belt region is reduced by 14% after the modification
and temperature at the driven pulley is decreased by 20% while
driving the vehicle in the city. Karthikeyan et al. [6] has carried
out the CFD analysis to modify the path of the CVT airflow path
to decrease clutch temperature. It has been concluded from the
research paper that due to changes in fan design, inclusion of con-
vergent guide, and increasing outlet area by 184%, clutch housing
flow has been increased by 40% and the clutch surface temperature
has been reduced by 8 degrees. Sergio et al. [7] has developed a
new type of belt known as the CVTH belt. It is made of a continuity
element, polymeric rigid material, and rubber is stiffened by fibre
cords. It has been concluded from the research paper that due to
change in the shape material characteristics of the belt there has
been an increment in torque carrying capacity by 90 Nm and the
lifetime of the belt by 200hrs.
Yang et al. [8] has worked on the finite element analysis of the
brake disc and did the experimentation by considering a disc brake
system under a constant torque and also analysed it by using FEM.
The stress and strain under various amplitudes of loading have also
been analysed and a linear relationship between the maximum
stress or strain and amplitude of loading has been found. It has
been concluded from the research content that stress and strain
in the disc are the cyclic functions of the rotation angle when the
brake rotor rotates under the constant braking torque and state
of stress at critical locations in the rotating disc brake by maintain-
ing constant mechanical load was plane stress, multiaxial and non-
proportional. Mule et al. [9] have discussed Finite element analysis,
the rotor strength and lateral deformation, and its connection with
actual component temperatures along with the validation of FEA
assumptions. Results have been discussed considering both the
heating and cooling profiles of the rotor and static structural and
thermal analysis has been carried out from a validation point of
view.
Talati et al. [10] have carried out the work related to CFD anal-
ysis of brake rotors and temperature vs time plot has been
obtained during CFD analysis. Tehrani et al. [11] have carried out
the work on thermal analysis of ventilated disc brakes made of
graded composite material and steel alloy using ABAQUS software.
It has been observed that the temperature variation and vertical
displacement in the FGM disk are much lower than the steel disk.
Belhocine et al. [12] have developed a finite element model of the
disc brake assembly to understand the impact of young modulus
and also about the validation of the results using experimented
modal analysis. Belhocine et al. [13] did the work on the thermo-
mechanical behaviour between pad and rotor disc and showed that
the ventilation system plays great importance in the cooling of the
disc. Márcio et al. [14] did the work on the heat transfer analysis
for the ventilated disc brake. A convection heat transfer coefficient
curve concerning vehicle speed has been obtained for the internal
braking track and external braking track. Wang et al. (2015) [15]
have calculated the modal parameters for the stationary disc using
the FE model and complex eigenvalue analysis. Bongkeun et al.
[16] have carried out the paper from a thermal and computational
fluid dynamics point of view. The braking distance curve, driving
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Materials Today: Proceedings 46 (2021) 8880–8886
distance during single rapid stop curve, and characteristic of fric-
tional coefficient concerning temperature at frictional surface
curve have been obtained in the research paper to depict the ther-
mal and CFD aspect of the brake rotor. SAE-International Profes-
sional development program on FEA [17] gave us a wide
overview to carry out the Finite element analysis from the perspec-
tive of efficient results.
2. Design and analysis
Gaged GX9 model of CVT has been used for developing an All-
Terrain Vehicle. The primary aim of tuning the CVT is to achieve
‘‘Straight Shifting” of CVT at 3700RPM to utilize maximum power
out of the Braggs & Stratton 10HP OHV Engine, which is the most
commonly used engine for ATVs. The secondary aim of tuning
the CVT is to achieve proper ‘‘Engagement Speed ‘‘at around
2600RPM, because at this rpm the engine delivers the peak torque
as per the output curves by Braggs & Stratton, further to multiply
the engine torque from the CVT, a two Stage Single Speed reduction
gearbox has been designed with an overall maximum gear ratio of
8.124 considering the vehicle gross weight and other resistances.
The Fig. 1 depicts the transmission system component of gear-
box and the drive shaft respectively Table 4, 5 and 6 and Fig. 2
depicts the design of front and rear braking system and front sus-
pension system respectively. The Tables 1–3 are calculated using
the vehicle dynamics and brakes calculator that has been formu-
lated in MATLAB to develop an efficient braking system.
Table 1, Table 2, and Table 3 calculation has been done to eval-
uate the finite element analysis and computational fluid dynamics
behaviour for the brake disc, and Simulink architecture for the lon-
gitudinal vehicle dynamics has been developed using the tables 1–
3 and simultaneously the behaviour has been depicted.
Follower (F) to base (B) teeth ratio (NF/NB) = 13.35
Wind Velocity = 2 m/sec
Tire: Rolling Radius = 10 in
Simulink model has been modelled using different vehicle
parameters to obtain different plots. Fig. 3 shows the CVT gear ratio
plot has been modelled using research work and following plots
are obtained.
Here in this graph the horizontal axis shows the time in seconds
while the vertical axis shows the required CVT ratio and using this
gear ratio the Simulink architecture (Fig. 4(a)) is built.
3. Simulink architecture
Fig. 4 demonstrates the Simulink architecture in the longitudi-
nal axis of vehicle dynamics after incorporating the calculated gear
ratio for optimal acceleration looking into the top speed aspect of
the vehicle too and the braking systems where two independent
brakes are used for each of the front two wheels and a single brake
is used for both the rear wheels as the rear wheels are powered by
a single output shaft from the gearbox. The rear rotor is placed in
the output shaft of the gearbox. Table 4 provides the information
about the magic formula or tyre road interaction data used in
simulink architecture. Table 5 shows the braking master cyclinder
and callipers data used for study. The output velocity curve has
been obtained in km/hr from the simulink model and it has been
found that it has the same velocity that were used in the input
parameters, i.e., 16 m/sec.
Fig. 5 and Fig. 6 depict the temperature plots and computational
fluid dynamics plots for the brake disc respectively. Thermal anal-
ysis and Computational fluid dynamics Heat Transfer analysis have
been analysed for brake disc to obtain temperature distribution in
dynamic conditions of the vehicle. The velocity of the vehicle taken
into the simulation is 16 m/sec. The disc brake is made of Stainless
S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan Materials Today: Proceedings 46 (2021) 8880–8886

(a) (b)
Fig.1. (a) Exploded view of the reduction gearbox with the gear train and bearings (b) Universal joint drive shaft connecting the output shaft from the gearbox to the rear
wheels.

(a) (b)

(c)
Fig.2. (a) Rear Brake rotor (b) Front Brake rotor (c) Front double A arm Suspension System.

Table 2
Table 1 Braking parameters (Front Braking system).
Vehicle parameters For an ATV with commonly considered wheels and frame type
following are the data. S. Parameter Value
No
Sl. No Parameter Value
1 K (Heat coefficient parameter) 1
1 Rolling friction coefficient 0.06 2 Average braking power 15,323 Watt
2 Gross weight of the vehicle 310 Kg 3 Average braking power absorbed per hour by one of the 1752.9 Watt
3 Wheelbase 1350 mm front brakes
4 Longitudinal Distance of COG from front axle 810 mm 4 Deceleration of Vehicle 6.573 (m/
5 Longitudinal Distance of COG from rear axle 540 mm sec^2)
6 Height of Centre of Gravity 490 mm 5 Velocity of vehicle 16 (m/sec)
7 Coefficient of friction between road and tyre 0.67 6 Stopping time 2.43 (sec)
8 Radius of front wheel 7.2 in. 7 Heat Flux 19,496 (W/
9 Radius of rear wheel 3.21 in. m2)

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S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan Materials Today: Proceedings 46 (2021) 8880–8886

Table 3 For Analysis following data are used:

Braking parameters (Rear Braking system). Belt temp 140 degreesC
Sl. Parameter Value Convective heat transfer of Steel is 9
No Aluminium is 147 and Copper is 200
1 K (Heat coefficient parameter) 1 Finally here the Fig. 7(g) depicts the analysis of the CVT with
2 Average braking power 15,323 Watt fins and the material is Aluminium
3 Average braking power absorbed per hour by rear 4932.4 Watt Thermal analysis of base model CVT is done by applying bound-
brake
4 Deceleration of Vehicle 6.573 (m/
ary conditions and temperature distribution is shown.
sec^2) Steady state thermal analysis in was carried out in ANSYS. At
5 Velocity of vehicle 16 (m/sec) first, control CVT without fins made of structural steel was taken
6 Stopping time 2.43 (sec) for the study. Later CVT with fins made of steel, Aluminium and
7 Heat Flux 84,576 (W/
Copper and analyzed through ANSYS software. Steel CVT without
m2)
fins has a temperature of 135.77 degrees at the Secondary while
128.74 degrees at the Primary. After that material was changed
from Steel to Aluminium also added fins to the Secondary the tem-
Steel 410 commonly called SS-410 and thier material properties
perature were 106.13 at the Secondary and 92.131 at the Primary
are shown in Table 6. The temperature at the end of the brake disc
which is much lower than the initial case.
is minimum and maximum in the middle of the brake disc as the
Temperature Difference
brake calliper mounting is there in that cross-section area. The
Secondary: 29.64 degrees
behaviour of the brake disc has been analysed for the sliding and
Primary: 36.609degrees
fixed brake calliper to observe heat dissipation in the cross-
section area

Fig.3. CVT gear ratio.

Fig.4. Simulink architecture.

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S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan Materials Today: Proceedings 46 (2021) 8880–8886

Table 4 Table 6
Magic formula coefficients. Material properties (SS-410).

Sl. No Parameter Value Sl. No Property Value

1 B 10 1 Density 7750 Kg/m3
2 C 0.9 2 Young Modulus 200 GPa
3 D 1 3 Poisson Ratio 0.280
4 E 0.97 4 Thermal Conductivity 25 W/m ◦K
5 Specific Heat 450 J/kg ◦K

Table 5
Brake calliper parameters.
4. Conclusion

Sl. No Parameter
1 Cylinder bore
2 Front Calliper
3 Rear Calliper
After the steady state thermal analysis of CVT in ANSYS, Study
came to the conclusion as material was changed from steel to Alu-
minium the surface temperature of CVT pulley surface has
decreased drastically. Further if fins were added to the secondary
pulley temperature drops further. Providing Fins to our design at
the Secondary Clutch reduces the pulley surface temperature even
further to a minimum of 81 °C with the Aluminium as our chosen
material for CVT. After all the design changes and material changes
it has been analyzed that a total temperature difference of 29.64
degrees at the Secondary while 36.609 degrees at the Primary is
obtained which is a huge difference.
Value This paper has mainly focused on the longitudinal vehicle
18 mm dynamics part so that maximum acceleration and deceleration
39 mm can be achieved from the transmission and braking system of the
30 mm
All-terrain Vehicle. Initially, velocity of the vehicle was taken to
be 16 m/sec and finally, it was validated using appropriate design
parameters that has obtain maximum efficiency in the system.
Fig. 3(a) indicates the velocity of the vehicle that has been obtained
from the Simulink model using the design parameters and it is
around 57 km/hr (15.83 m/sec ~ 16 m/sec).
The development of All-Terrain vehicle for longitudinal beha-
viour starts with the design parameters of vehicle dynamics.
Proper calculation of the torque acting on the wheels of the vehicle
are done and according to that the design of the brake calliper is
been done by considering all the chassis clearances and other fac-
tors required so that brake torque developed by the brake calliper
should be greater than torque acting on the wheels so that it can

(a) (b)
Fig.5. Temperature plot of (a) Front brake rotor disc (b) Rear brake rotor disc.

(a) (b)
Fig.6. CFD heat transfer, Temperature plot of (a) Front brake rotor disc (b) Rear brake rotor.

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S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan Materials Today: Proceedings 46 (2021) 8880–8886

(a) (b)

(c) (d)

(e) (f)

(g)

Fig.7. . (a). Shows a normal Continuously Variable Transmission (CVT) without any alteration of material or any design (b). Shows a CVT with fins on the Primary Pulley (c).
Shows the analysis of CVT without any fins but with the material Aluminium (d). Shows the analysis with the material Steel but without any fins (e). Shows the analysis of the
CVT with fins and the material is Steel (f). Shows the analysis of the CVT with fins and the material is Copper.

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S. Kumar, R. Bhattacharjee and P. Jeyapandiarajan
lock the wheels instantaneously. Focus on the design and develop-
ment of the transmission system to achieve high speed and also
maximum acceleration has been given and for that a reduction
gear box of ratio 8.124 has been obtained for the ATV vehicle
and by providing Fins to the Secondary Clutch, pulley surface tem-
perature has been reduced to a large extent. For better temperature
reduction aluminium material has been adopted. The disc brake
has been designed in such a way, that it can sustain all the braking
forces during bump and droop and the efficiency of the braking
system is optimum in every condition. To minimize induced stress,
the design consideration has been already taken into the consider-
ation. Gaged GX9 model CVT has been used for developing an All-
Terrain Vehicle. In addition to that, the Design and development of
the drive shaft have been carried out for All-Terrain vehicles.
CRediT authorship contribution statement
Swapnil Kumar: Conceptualization, Methodology, Writing -
original draft. Rishiraj Bhattacharjee: . P. Jeyapandiarajan: Visu-
alization, Investigation, Validation.
Declaration of Competing Interest
The authors declare that they have no known competing finan-
cial interests or personal relationships that could have appeared
to influence the work reported in this paper.
Acknowledgement
This study was carried out with KI Racing team, part of SAE Stu-
dents team of VIT Vellore. Thanks to VIT Management for provide
this wonderful opportunity for the students to develop the skill to
design and manufacture the off road cars.
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Materials Today: Proceedings 46 (2021) 8880–8886
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