This document describes the design methodology for an All-Terrain Vehicle (ATV). It discusses selecting AISI 1018 carbon steel as the material for the roll cage due to its strength, weight, and weldability properties. Circular cross-sections are chosen for the roll cage members to maximize strength and torsional rigidity. The design process involves selecting cross-sections, defining frame parameters, designing the roll cage and its components, and specifying the suspension, steering, and braking systems. Finite element analysis will be performed to validate the design.

1. A
PROJECT REPORT
ON
DESIGN AND ANALYSIS OF AN ATV
A project report submitted in partial fulfillment of the requirements for the award of the
degree of
Bachelor of Technology in Mechanical Engineering
By
Padira Sai Lakshmi Akhila 15671A0317
Kadasi Nikhil 15671A0322
Hechu Sowmya Kethan 15671A0329
B Manasa 15671A0334
Under the guidance of
Ms. J Sumathi
Assistant Professor
DEPARTMENT OF MECHANICAL ENGINEERING
J.B. INSTITUTE OF ENGINEERING & TECHNOLOGY
(UGC AUTONOMOUS)
April 2019

2. CERTIFICATE
This is to certify that the thesis entitled “Design and Analysis of an ATV” that is being
submitted by the following students, in partial fulfillment for the award of Bachelor of
Technology in Mechanical Engineering to the J.B. INSTITUTE OF ENGINEERING &
TECHNOLOGY (AUTONOMOUS) is a record of bona fide work carried out by them under
our guidance and supervision.
The results embodied in this thesis are original work and have not been submitted to any other
University or Institute for the award of any Degree or Diploma.
Team A5
Padira Sai Lakshmi Akhila 15671A0317
Kadasi Nikhil 15671A0322
Hechu Sowmya Kethan 15671A0329
B Manasa 15671A0334
Ms. J Sumathi Mr. P Divakara Rao
Assistant professor Associate professor and HOD
Mechanical Dept.
EXTERNAL EXAMINER

3. DECLARATION
We, hereby solemnly affirm that the Project report entitled “Design and Analysis of an
ATV”, being submitted by us in partial fulfillment of the requirement for the award of the
degree of Bachelor of Technology in Mechanical Engineering, to the J.B. Institute of
Engineering & Technology, is a record of bona fide work carried out by us under the guidance
of Ms. J Sumathi, Assistant professor. The work reported in this report in full or in part has not
been submitted to any University or Institute for the award of any Degree or Diploma.
Place: Padira Sai Lakshmi Akhila (15671A0317)
Date: Kadasi Nikhil (15671A0322)
Hechu Sowmya Kethan (15671A0329) B
Manasa (15671A0334)

4. ACKNOWLEDGEMENT
Project Report entitled “Design and Analysis of an ATV” is the sum of our team’s efforts. We
would like to bring forward each and every one who is directly or indirectly part of ourproject.
We express our grateful thanks to our project guide Ms. J Sumathi, Assistant Professor for
guiding us throughout the project by giving continuous feedback and suggestions whichhelped
for the progress of the project.
We take this opportunity in expressing our heart-felt gratitude to Mr. P Divakara Rao,
Associate professor and Head of the Department, Mechanical Engineering, JBIET for
allowing us to take up this project.
We take immense pleasure on thanking Dr. Towheed Sultana, Principal, J B Institute of
Engineering and Technology for permitting us to carry out this project at our college.
Finally, we would like to lend our special thanks to Mr. K Gurulingam, Coordinator –
Projects and Associate Professor for supervising and providing us with the guidelines right
from the day one which meant a lot for completing the project duly.
If we have forgotten to thank anyone else, our sincere and hearty thanks to one and all.
i

5. ABSTRACT
ATV, an All-terrain vehicle is a vehicle designed to handle a wide variety of terrain than most
other vehicles.
The main objective of our project is to design and analyse an ATV and view its versatility,
safety, durability, and high performance like an off-road vehicle. The design of this ATV is
based on the principles of engineering science to express their knowledge in the automotive.
The project focuses towards explaining the procedure and methodology used for designing the
off-road vehicle. We will design an all-terrain vehicle that meets international standards and
which is also cost effective and trying to optimize each and every parameter considering its
effects on the performance of other component of the vehicle.
Our project is confined only to the design &analysis of chassis (Roll cage), Braking, Steering
& Suspension systems of the vehicle. Transmission & Fabrication methods are not included
here.
ii

6. List of Tables
Table Title Page
3.1 Cross- section Selected 08
3.2 Primary Members 11
3.3 Secondary Members 12
3.4 Technical Specifications 14
3.5 Suspension system specifications 16
3.6 Steering system specifications 19
3.7 Braking system specifications 23
4.1 Forces applied 25
4.2 Comparison between Previous and Old Design 34
iii

7. List of Figures
Figure Title Page
1.1 All-Terrain Vehicle 01
2.1 Three-wheeled ATV 04
3.1 Roll Cage 13
3.2 Analysis of suspension on LOTUS suspension Software 17
3.3
3.4
Steering Mechanism
Steering System in LOTUS Software
18
19
3.5 X-Split Brake Circuit 20
4.1 Equivalent Elastic Strain during front impact 26
4.2 Equivalent Stress during front impact 26
4.3 Total Deformation during front impact 27
4.4 Factor of Safety during front impact 27
4.5 Equivalent Elastic Strain during rear impact 28
4.6 Equivalent Stress during rear impact 28
4.7 Total Deformation during rear impact 29
4.8 Factor of Safety during rear impact 29
4.9 Equivalent Elastic Strain during side impact 30
4.10 Equivalent Stress during side impact 30
4.11 Total Deformation during side impact 31
4.12 Factor of Safety during side impact 31
iv

8. 4.13 Equivalent Elastic Strain during roll- over 32
4.14 Equivalent Stress during roll- over 32
4.15 Total Deformation during roll- over 33
4.16 Factor of Safety during roll- over 33
v

9. List of Symbols and Acronyms
kb = Bending Stiffness
E = Elastic Modulus
σb = Bending Strength
σy = Yield Strength
I = Moment of Inertia
F = Force
t = Time of Collision
v = final velocity
u = maximum velocity of the vehicle
g = acceleration due to gravity
m = mass of the vehicle
ANSI = American National Standards Institute
ATV = All-Terrain Vehicle
CAD = Computer Aided Designing
CVT = Continuously Variable Transmission
SAE = Society of Automotive Engineers
RRH = Rear Roll Hoop
RHO = Roll Hoop Overhead
FBM = Front Bracing Members
LC = Lateral Cross Members
ALC = Aft Lateral Cross Member
BLC = Overhead Lateral Cross Member
CLC = Upper Lateral Cross Member
DLC = SIM Lateral Cross Member
FLC = Front Lateral Cross Member
vi

10. LFS = Lower Frame Side
Members LDB = Lateral
Diagonal Bracing SIM = Side
Impact Member
FAB = Fore-Aft Bracing Members
USM = Under Seat Member
RLC = Rear Lateral Cross Member
vii

11. Table of Contents
Page
Acknowledgment i
Abstract ii
List of Tables iii
List of Figures iv
List of Symbols and Acronyms vi
CHAPTER 1 INTRODUCTION
Definition of ATV 1
Components of an ATV 1
CHAPTER 2 LITERATURE REVIEW
Three-wheeler era (1967-1987) 4
Four-wheelers (1985-today) 4
Common off -road Vehicles 5
Objectives of the work 5
CHAPTER 3 DESIGN METHODOLOGY
Material Selection 6
Cross section Selection 7
Frame Design Parameters 9
Roll Cage Design 10
Roll Cage Components 10
Design procedure of the frame 13
Suspension System 15
Steering System 17

12. 12
Braking System
20
CHAPTER 4 ANALYSIS OF THE DESIGN
Analysis Parameters
24
Analysis and Simulation
25
Front Impact Test 25
Rear Impact Test 28
Side Impact Test 30
Roll over Test 32
Observation
34
CHAPTER 5 CONCLUSION
Conclusion
35
Future Scope
35
REFERENCES 36

13. 13
1. INTRODUCTION
1.1. Definition of ATV
An all-terrain vehicle also known as quad, quad bike, three-wheeler or four-wheeler is defined
by the American National Standards Institute (ANSI) as a vehicle that travels on low pressure
tires, with a seat that is straddled by the operator along with the handle bars or with a steering
control. As the name implies, it can handle a wider variety of terrain like hilly, rocky, bumpy,
lose gravel, muddy, mountainous areas, etc. It is specially designed for off-road usage.
These are intended for use by a single operator, although some companies have developed the
vehicles intended for use by the operator and one passenger. The passenger is not required to
have a helmet. These ATVs are referred to as “Tandem ATVs”.
Fig 1 All terrain vehicle
1.2. Components of an ATV
The components of an all-terrain vehicle are similar to that of an automobile. Hence, the main
components are as follows:
The Basic Structure

14. 14
It consists of a roll cage, suspension system, axles, wheels and tires.
A roll cage is a skeleton of an ATV. It not only forms a structure base but also a 3Dimensional
shell surrounding the occupant which protects the occupants in case of impact and roll over.
The roll cage also adds to the aesthetics of a vehicle.
Suspension is the term given to the system of springs, shock absorbers and linkages that
connects a vehicle to its wheels. It prevents the road shocks from being transmitted to the
vehicle components and the occupants by providing cushioning effect.
The Controls
They consist of Steering and Braking systems. Steering system helps in directing the vehicle
towards destination while braking system controls the speed of the vehicle.
The Engine
It provides the motive power for all the various functions which the vehicle or any part of it
may be required to perform.
The Transmission System
It consists of a clutch, a gear box giving four, five or even more different ratios of torque
output to torque input, a propeller shaft to transmit the torque output from the gearbox to the
rear axle and a differential gear to distribute the final torque equally between the driving
wheels.
The Auxiliaries
The principle one out of these is the electrical system. Battery is the backbone of a vehicle’s
electrical system. It provides the electrical current that allows the vehicle to start and powers
the other components, like instruments and gauges, headlights, etc.

15. 15
However, this report is confined to the design and analysis of the basic structure and the
controls of an All-Terrain Vehicle.

16. 16
2. LITERATURE REVIEW
All-Terrain Vehicle is a street-legal vehicle in some countries; it is not street-legal within most
states and provinces of Australia, the United States or Canada.
Royal Enfield built and sold the first powered Quadracycle in 1893. It had many bicycle
components, including handle bars.
2.1. Three-wheeler era (1967–1987)
The first three-wheeled ATV was the Sperry-Rand Tricart. It was designed in 1967 as a
graduate project of John Plessinger at the Cranbrook Academy of Arts near Detroit.
Fig 2.1 Three Wheels ERA
2.2. Four-wheelers (1985-today)
Suzuki was a leader in the development of four-wheeled ATVs. It sold the first model, the
1982 Quad Runner LT125, which was a recreational machine for beginners. Suzuki sold the
first four-wheeled mini ATV, the LT50, from 1984 to 1987. After the LT50, Suzuki sold the
first ATV with a CVT transmission, the LT80, from 1987 to 2006

17. 17
2.3. Common Off-road vehicles
A huge surplus of light off-road vehicles like the Jeep and heavier lorries were available on
the market. The Jeeps in particular were popular with buyers who used them as utility
vehicles. This was also the start of off-roading as a hobby. The Jeep company started to
produce civilian derivatives, closely followed by similar vehicles from British Land
Rover and Japanese Toyota, Datsun/Nissan, Suzuki, and Mitsubishi.
2.4. Objectives of the work
 To optimize the design of roll cage in compliance with the guidelines set by Baja-SAE
Rulebook 2019 and
 To perform the finite element analysis for validating the design.
This work describes how a common model of the roll cage is developed using Catia V5 and
ANSYS 16.0 to allow both linear and non-linear Finite Element Analysis to be performed.

18. 18
3. DESIGN METHODOLOGY
The development of the frame for an ATV requires several steps. The following steps are
crucial for a frame to be rigid and optimum to provide maximum safety to the driver of the
vehicle along with better performance on-road.
 Material Selection
 Cross-section Selection
 Frame design parameters
 Analysis Parameters
 Iterations
 Analysis and
 Simulation
The primary objective of the frame is to provide a 3- dimensional protected space around the
driver that will keep the driver safe. Its secondary objective is to provide reliable mounting
locations for vehicle components.
These objectives were met by choosing a frame material that has good strength and also
weighs less giving us an advantage in weight reduction.
3.1. Material Selection
Material selection of the roll cage plays crucial part in providing the desired strength,
endurance, safety and reliability to the vehicle.
The strategy behind selecting the material for roll cage was to achieve maximum welding
area, good bending stiffness, and maximum strength to weight ratio. To choose the optimal
material, an extensive study on the properties of different carbon steels, market analysis on
cost and availability is performed. Finally, AISI 1018 carbon steel is considered.

19. 19
Significance of the digits of AISI 1018
The first two digits i.e., 10 indicate that the material is a plain carbon grade and not an alloy
grade. The last two digits indicate the carbon weight on average as percentage i.e., 0.18%
Chemical Composition
Carbon – 0.14-0.2%
Iron – 98.81- 99.26%
Manganese – 0.6-0.9%
P≤ 0.040 %, S≤ 0.050 %
Physical Properties
 Density – 7.87g/cc
Mechanical Properties
 Poisson Ratio – 0.29
 Elastic Modulus – 205GPa
 Bulk Modulus – 140GPa
 Tensile Strength – 440MPa
 Yield Strength – 370MPa
 Elongation – 28.2%
 Reduction in Area – 40%
 Brinell Hardness – 126
3.2. Cross-section Selection
The resistance to bending or deflection of a circular cross section is higher than a rectangular
cross section with the same area. In addition, the load required to buckle a column with a
circular cross section is the same around its perimeter but a beam with a rectangular cross

20. 20
section may bend first in either of two axes. Circular cross section tubes are cheaper to
manufacture. They can be more easily fit to bearings, bushings, etc. When equal weight of raw
material is assumed, they can carry more torque. They can resist the twisting and the rolling
effects, therefore it is preferred for torsional rigidity.
The roll cage members are categorized into two types of different thickness so that, this
accounts to minimum reduction in overall weight of the roll cage. Each type of member serves
a different purpose and have different dimensional requirements. Primary members are
required to have a larger wall thickness as they provide the main shape and support for the
vehicle. The secondary members provide triangulation for the primary members and
additional points on the frame to mount other subsystems.
Table 3.1 Cross-section selected
Formulae used:
- Moment of Inertia, I = (π/64) *(O.D4
– I.D4
)
where, O.D : Outer Diameter of the tubes
I.D : Inner Diameter of the tubes
Parameters Primary members Secondary members
Outer Diameter 25.4mm 25.4mm
Thickness 3mm 1.65mm
Moment of Inertia 12771mm4
Section Modulus 1022mm3
Area 207mm2

21. 21
- Bending Stiffness, kb = E x I
where, E: Elastic Modulus = 205GPa
- Bending Strength, σb = σy* I / y
where, σy: Yield Strength = 370MPa
3.3. Frame Design Parameters
The frame is the main subsystem that is designed to fit all other subsystems onto or around. It
must also be designed to protect the driver of the vehicle from impacts or rollovers. The roll
cage is the part of the frame directed around the driver. The frames can be constructed as
either a front braced frame, a rear braced frame, or a combination of the two. A front braced
frame supports the roll cage from the front of the frame and a rear braced frame supports the
roll cage from the back of the frame while, a combination of both yield a better designed
frame.
The design criterion followed here is, design for the worst and then, improving the design.
CATIA V5 is the CAD software used for designing and ANSYS 16.0 is used to analyze the
obtained design.
Design Parameters
The work is initiated to achieve the optimized design of the existing vehicle by using and
following the standards in the market.
The following are the factors considered to design the frame:
 Safety: A 3-inch clearance is given between the fire-wall and the seat. A clearance of
6 inches is provided to the operator’s head, so that it does not come in contact with any
of the roll-cage members during impact in any condition.

22. 22
 Compactness: Efforts are made to make the vehicle compact by reducing the area
around the seat and by fixing the other components in minimum possible area.
 Weight: As mentioned above, the vehicle is made compact which implies the
reduction of members used in constructing the frame. This directly results in reduction
of the overall weight.
 Cost: Selecting the standard and easily available materials in the market will reduce
the cost of the vehicle. By avoiding the over-design and further customizations of the
components helps in reducing the cost. Incorporating more continuous members with
bends rather than a collection of members welded together can reduce manufacturing
costs.
 Serviceability: By employing simple machining operations to fabricate the vehicle
makes the servicing easy.
3.4. Roll Cage Design
Roll Cage can be called as skeleton of a vehicle, besides its purpose being seating the driver,
providing safety and incorporating other sub-systems of the vehicle, the main purpose is to
form a frame or so-called Chassis.
Roll Cage Components
The members of the roll cage which are divided into primary and secondary members are
further categorized into the following sections.
3.4.1. Primary Members
Primary members are required to have a larger wall thickness as they provide the main shape
and support for the vehicle.

23. 23
Table3.2. Primary Members
Rear Roll Hoop (RRH)
The RRH is the first section of the chassis to be designed. It is bent back at 98° to provide the
driver with the most comfortable sitting position while driving. The Lateral Diagonal Bracing
(LDB) keeps the RRH from deforming and increases overall stiffness of the chassis. Two
lateral members have been used for support and mounting points for seat belt and engine.
Roll Hoop Overhead (RHO)
The RHO is welded to the RRH which provides the appropriate head room for 6 feet3-inch
driver with additional 6-inch clearance.
Front Bracing Members (FBM)
These members are welded to RRH and SIM to support the roll cage from front. This section
will be the first one to be stressed during the front impact of the vehicle.
Lateral Cross Members (LC)
These are horizontal members which are named as A, B, C, D and F. Lateral cross members
RRH Rear Roll Hoop
RHO Roll Hoop Overhead Members
FBM Front Bracing Members
ALC Aft Lateral Cross Member
BLC Overhead Lateral Cross Member
CLC Upper Lateral Cross Member
DLC SIM Lateral Cross Member
FLC Front Lateral Cross Member
LFS Lower Frame Side Members

24. 24
are provided to counter any torsional force under running condition.
Ends of the ALC member should be extended and left open for measurement purpose of the
pipe cross section.
Lower Frame Side Members (LFS)
The LFS members are welded at the bottom of the RRH. The width of LFS keeps on
decreasing along the length. This provides maximum driver space and at the same time it
reduces the size of the vehicle. The Lateral Cross (LC) Member joins the LFS in the front. The
width of the LC member is selected so as to accommodate the three pedals comfortably.
3.4.2. Secondary Members
The secondary members provide triangulation for the primary members and additional points
on the frame to mount other subsystems.
Table 3.3. Secondary Members
Lateral Diagonal Bracing
The RRH is diagonally braced. The diagonal braces are extended from one RRH vertical
member to the other.
Side Impact Members
The SIM increases chassis stiffness and is a major member that provides protection to the
driver in aside-on collision. It is a single piece of tubing with two bends. The SIM extends
straight up to the driver’s elbows and then converges in the front. The LC connecting the SIM
LDB Lateral Diagonal Bracing
SIM Side Impact Members
FAB Fore/Aft Bracing Members
USM Under Seat Member
RLC Rear Lateral Cross Member

25. 25
in the front is a very important member because it is the first member of chassis to be hit in
case of frontal impact. It not only protects the driver from frontal impacts but also increases the
stiffness of the Roll Cage.
Fore-Aft Bracing Members
The RRH is restrained from rotation and bending in the side view by triangulated bracing.
Fig 3.1. Skeleton of a roll cage
Prototype
To check the ergonomics of driver in the design made, the team took two more days to make a
dummy cockpit using PVC pipes. The driver was seated to check out the comfort.
After this test two major changes were done in the design:
i) Two front members were removed and its replacement was done by adding supports.
ii) The dimensions of the car were changed by a small ratio.
The roll cage is designed with the following technical specifications:

26. 26
Table 3.4. Technical Specifications
Ergonomics
Driver’s comfort is also one of the design factors. Therefore, Ergonomics consideration is an
important criterion. Driver’s position is kept as comfortable as possible by iterating different
sitting positions. The seat is inclined at an angle of 5 degree from vertical position.
3.5. Suspension System
Suspension is the term given to the system of springs, shock absorbers and linkages that
connects a vehicle to its wheels. It prevents the road shocks from being transmitted to the
vehicle components and the occupants by providing cushioning effect.
A Double Wishbone Unequal Arms Air type suspension setup of is preferred at both front and
rear as it is light in weight, independent and prevents deflection during hard cornering which
ensures that the steering and the wheel alignment stay constant.
Shock absorbers are inclined at an angle of 600
from base. The sprung mass is found to be
250Kg and the scrub radius is 20mm.
LOTUS Suspension software is used to analyse the performance of these shock absorbers and
the following values are obtained as per our design.
PARAMETERS VALUES
Overall Length 70” (1778mm)
Max Width 60” (1524mm)
Track Width Front – 54” (1372mm) Rear – 52” (1321mm)
Wheel Base 56” (1450mm)
Kerb Weight 220Kg
Ground Clearance 12” (304.8mm)
CG Height 16.86” (428.31mm)

27. 27
Table 3.5.Suspension System Specifications
Fig 3.2. Analysis of suspension on LOTUS suspension software
3.6. Steering System
Parameters Front Rear
Motion Ratio 0.7 0.53
Wheel Rate 4.8N/mm 7.6N/mm
Spring Rate 17.5N/mm 32N/mm
Eye to Eye Length 16.2” 17.2”
Angle correction factor 30 30 – 45
Camber Angle +2 -
King Pin Inclination +8 -
Castor Angle +3 -

28. 28
The restraints we possessed during the design of steering system are the centre alignment of
steering system, track width, human effort at the steering wheel and the desired response of
steering system.
We chose, Rack and Pinion steering mechanism taking its light-weight, simple design and low
Cost into consideration. Its small size makes it easy to mount. The steering system of Tata
Nano satisfies the above-mentioned properties and also fits our dimensions.
Parameters Values
Steering Angles Inner = 40o
Outer = 26.74o
Turning Radius 2.29m
Drive Centre
Turns (Lock to Lock) 2.5 revolutions
Tie Rod 0.32m
Steering Wheel ϕ 0.3m
Steering Column Rigid
Steering Gear Type Rack and Pinion without power assistance
Ackerman Percentage 16.72
Table 3.6 Steering System Specifications

29. 29
Fig 3.3 Steering system in LOTUS software
3.7. Braking System
The design criteria for brakes, according to the rulebook are that the four wheels are to be
locked simultaneously as the brake pedal is pressed.
Hydraulic Disc Brakes are used on all four wheels. X- Split Braking system is incorporated in
the design as it maintains braking ability for both front and rear tyres and makes it easier for
the driver to control the vehicle.
Parameters Values
Master Cylinder 19.05mm x 279.4mm
Pedal Ratio 8:1
Disc 240mm
Calliper Cylinder 35mmX2
Force at Master Cylinder 1600N
Brake Pressure 5.965MPa

30. 30
Clamping Force 10767.97N
Frictional Force 3984.12 N
Coefficient of Friction 0.35
Disc Effective Radius 97.5mm
Braking Torque 388.5Nm
Deceleration 19.61m/s2
Stopping Distance 3.984m
Brake Fluid DOT 3
Table 3.7 Braking System Specifications
Fig 3.4 X Split Brake circuit

31. 31
4. ANALYSIS OF THE DESIGN
The analysis of the roll cage is based on the static and dynamic loads experienced by the roll
cage under normal driving conditions, along with the torsional stiffness. A roll cage which is
torsional stiff enables a desirable roll moment distribution to be achieved for good handling
balance. A roll cage which can absorb high energy impacts while controlling the rate of
deceleration will increase the possibility of drivers surviving a crash without injury.
4.1. Analysis Parameters
For analysis we have to consider the worst impact conditions that could occur while the vehicle
is running in real life. We have to test our frame to check whether the frame sustains to those
conditions.
The value of force to be applied on the frame for this test could be obtained by one of the
following methods.
Impulse Method: Force (F) multiplied by time of collision (t) is impulse and is equal to
change in momentum of the body.
i.e., F x t = m*(v-u)
where, m:expected mass of the vehicle = 220Kg,
u: maximum velocity of the vehicle = 60 kmph and
v: final velocity = 0 kmph in critical condition.
Here the unknown parameter is the collision time (t), which is obtained by prototype testing.
G-Force Method: This is widely used method when prototype testing is not a feasible
solution, in which the force applied is calculated in G-force.
The value of G is mass of the vehicle multiplied with acceleration due to gravity.
Mathematically,
G = m*g = 220*9.81 = 2158.2 N
The applied forces in different collisions are as follows:

32. 32
Front Impact 5 G
Rear Impact 5 G
Side Impact 1.5 G
Roll-over 1.5 G
Table 4.1 Forces applied
4.2. Analysis and Simulation
For the analysis and simulation, we have used the ANSYS 16.0. The four impact tests and their
respective results are as follows:
4.2.1. Front Impact Test:
For the front impact the rear suspension points are fixed and the force of 5G i.e., 12500N is
applied on the front most point of the frame. Meshing is done with a mesh size of 10 mm.
Fig 4.1 Equivalent Elastic strain

33. 33
Fig 4.2 Equivalent Stress
Fig 4.3 Total deformation

34. 34
Fig 4.4 Factor of safety
4.2.2. Rear Impact Test:
For the rear impact the front suspension points are fixed and the force of 5G i.e., 12500N is
applied on the front most point of the frame. Meshing is done with a mesh size of 10 mm.
Fig 4.5 Equivalent Elastic strain

35. 35
Fig 4.6 Equivalent Stress
Fig 4.4 Total Deformation

36. 36
Fig 4.8 Factor of safety
4.2.3. Side Impact Test:
A side Impact force of 1.5G is applied to Side Impact Members on both sides of the frame.
Fig 4.9 Equivalent Elastic strain

37. 37
Fig 4.10 Equivalent Stress
Fig 4.11Total Deformation

38. 38
Fig 4.12 Factor of Safety
4.2.4. Roll-Over Test:
A Roll-Over Impact force of 1.5G is applied to Roll Hoop Overhead members and Front
Bracing Members.
Fig 4.13 Equivalent Elastic Strain

39. 39
Fig 4.14 Equivalent Stress
Fig 4.15 Total Deformation

40. 40
Fig 4.16 Factor of Safety
4.3. Observations
When compared our design with previous design, we successfully achieved a reduction of
50Kg in weight without compromising at strength of the vehicle, driver’s safety and comfort.
The design is made compact by reducing the spacing between the components of the vehicle.
Hence, the overall cost of the vehicle will be reduced.
Parameters Old Design New Design
Track Width 74” 56”
Wheel Base 69.5” 57.08”
Ground Clearance 10” 12”
Max Speed 50kmph 60kmph
Kerb Weight 270Kg 220Kg
Turning Radius 5.654m 2.29m
Centre of Gravity 5.654m 3.984m
Table4.2. Comparison between Previous and New Design

41. 41
5. CONCLUSION
5.1. Conclusion
The project focused on optimizing the design parameters such as weight reduction,
compactness, low-cost, safety, serviceability, etc.
The report discussed the methodologies in analyzing the design. Scrutiny of the various ATV
models of different teams across the nation is done and few crucial points are taken up from
them. As a result of the research, the project shaped up to achieve better efficiencies of
steering, braking and suspension and also reduction of members in roll-cage without
compromising on its strength.
5.2. Future scope
The results from these analytical calculations can be used in future designs of roll cage, with
the recommendations made that the future design can incorporate stressed mild steel and
carbon-fiber skins on a tubular space frame.
Improvements for the testing procedures include a need for a lighter and more accurate car
swing setup along with a more rigid torsional test.

42. 42
REFERENCES
Journals
1. Dr V.K. Saini, Dushyant Tomerand Kshitij Kulshrestha (2017), “Design and Analysis
of frame of an All-Terrain Vehicle”International Research Journal of Engineering and
Technology (IRJET)Volume: 04,e-ISSN: 2395 -0056 p-ISSN: 2395-0072
2. Mr. Mohd Abu Bakar Ansari, Prof. Vaibhav Bankar, “Design & Analysis of Structure
of Roll Cage for SUPRA SAE: A Review” International Journal for Scientific
Research & Development,Vol. 6, Issue 03, 2018, ISSN (online): 2321-0613
3. Gajanan Waghmare, Rushikesh Godse, Tejas Naik, Vipul Jagtap, “Design, Simulation
and Fabrication of Roll Cage for All Terrain Vehicle” International Journal of Advance
Engineering and Research Development Volume 5, Issue 04, April -2018
Books
1. Baja SAEINDIA rule book 2019
2. A text book of “Automobile Engineering” Vol 1 and Vol 2 by Kirpal Singh
Web pages
1. https://en.wikipedia.org/wiki/All-terrain_vehicle
2. https://pmpaspeakingofprecision.com/2009/11/10/basics-of-the-north-america-steel-
grade-system-carbon/
3. https://azom.com/article.aspx?ArticleID=6115