1.

0 INTRODUCTION
Suspension is the system where it connects the vehicle to its tire. Suspension is designed to
isolate high frequency vibration from the tire excitation to keep the tire in contact with the road,
stabilizing the position of the vehicle as well as ensuring maximum assist for tire grip. Besides, in driving
car handling and braking plays major role in driving performance. Thus, suspension system serves a ride
quality for handling and braking to increase driving pleasure reasonably well isolated from road noise
and bumps.

Automobiles were initially developed as self-propelled versions of horse-drawn vehicles.

However, horse-drawn vehicle had been designed for relatively low speeds, and their suspension was
not well suited to the higher speeds permitted by the internal combustion engine. The first functional
spring-suspension required advanced metallurgical knowledge and skill, and only became possible with
the advent of industrialization. Obadiah Elliot registered the first patent for a spring-suspension vehicle
as each wheel had two durable steel leaf springs on which were attached to the axles. Within a decade,
most British horse carriages were equipped with springs such as wooden springs for case of light one-
horse vehicles to avoid taxation and steel springs in larger vehicles. These were often made of low-carbon
steel and usually took the form of multiple layer leaf springs.

In 2002, a new passive suspension component was invented by Malcolm C. Smith, the inerter.
This has the ability to increase the effective inertia of a wheel suspension using a geared flywheel, but
without adding significant mass. It was initially employed in Formula 1 in secrecy but has since spread to
other motorsport. Most conventional suspensions use passive springs to absorb impacts and dampers
or be called as shock absorber to control spring motions. Some notable exceptions are the
hydropneumatic systems which can be treated as an integrated unit of gas spring and damping
components, used by the French manufacturer Citroën and the hydrolastic, hydragas and rubber cone
systems used by the British Motor Corporation, most notably on the Mini.

However, we would focus on designing suspension system with brief analysis of stress on
suspension and considerations of some aspects of its workability. A static analysis of the parts will be
perform on CATIA to defined the value of Von Mises Stress, deflection and its heat stress distribution
image on parts.

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1.1 Goal

Suspension system is one of the most crucial parts in An ATV. A good suspension system
will give a comfortable environment and safety to the ATV’s user.

For the goal on this project, using a good or better suspension system can help to create
a better ATV. Suspension systems serve a dual purpose which contributing to the ATV's road
holding/handling and braking for good active safety and driving pleasure, and keeping ATV
occupants comfortable and a ride quality reasonably well isolated from road noise, bumps,
vibrations, and etc.

From the research about suspension system, it is important for the suspension to keep
the road wheel in contact with the road surface as much as possible, because all the road or
ground forces acting on the ATV do so through the contact patches of the tires. The suspension
also protects the vehicle itself and any cargo or luggage from damage and wear.

We learn about many things of the suspension system especially on how it works. The
type of the suspension system that was chosen need to be suitable for the ATV that we was
going to be created. Suspension system also will give effect to the safety factor of the ATV. This
is because if a road was perfectly flat, with no irregularities, suspensions wouldn't be necessary.
But roads are far from flat. Even freshly paved highways have subtle imperfections that can
interact with the wheels of the ATV.

It's these imperfections that apply forces to the wheels. A bump in the road causes the
wheel to move up and down perpendicular to the road surface. The magnitude, of course,
depends on whether the wheel is striking a giant bump or a tiny speck. Either way, the ATV
wheel experiences a vertical acceleration as it passes over an imperfection. Therefore,
suspension systems also play a big role in giving a safety to the user of the ATV and also will give
comfort to them.

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 Besides, it was also found that the design of front and rear suspension of a ATV may be
different. For front-wheel drive ATV, rear suspension has few constraints and a variety of beam
axles and independent suspensions are used. For rear-wheel drive ATV, rear suspension has
many constraints and the development of the superior but more expensive independent
suspension layout has been difficult.

As the making of the suspension system, more knowledge were gained and a lot of new
things were able to be learned. Besides, application of all the knowledge that have been taught
throughout the year was applied to the suspension system.

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2.0 IDENTIFY PROBLEMS
2.1 Problem Statement
In designing our suspension, we must include some specifications. First, the ATV must
consist of 3 suspension system where by located at each of the front wheels and one for the
rear wheels. Second of all, the wheel of the car must be 203.2 mm or more in diameter. The car
must be equipped with a fully operational suspension system with shock absorbers, front and
rear, with usable wheel travel of at least 50.8 mm, 25.4 mm jounce and 25.4 mm rebound with
driver seated. Lastly, the design must consider an improvisation of suspension mechanism.

2.2 Objectives
The aim for this project is to create a suspension system that can be applied to the car which
provides excellent comfort, stability and safety. In order to do so, critical insights and analysis are
required to fulfill the customer requirements. Mechanical, vibrational and other engineering knowledge
are applied to this project as tools to provide the best solution and outcome for the suspension system.

2.3 Project Scope

The proposed of this study will expose students on mechanism and technical enquiries on
suspension system. Students will gain more knowledge and much more understanding on how
suspension affects driving performance on car. Besides, it will give information on current technology of
materials that has been used widely and be based on its application. In conclusion, this project will
enhance students on basic enquiries of suspension system.

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3.0 GATHER INFORMATION
3.1 Literature Review

Type of
suspension
system

Dependent
Independent
System

MacPherson Double
Strut wishbone

3.2 Type of Suspension System

Two of the most popular suspension systems for passenger cars today are the Double
Wishbone suspension system and the MacPherson’s strut suspension system. While it is more
often to see the Double Wishbone system at the rear end of the car, MacPherson’s solution
normally find its place at the front end of the car.

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Double Wishbone

Double wishbone suspension provides more free parameters than some other types do. It is
fairly easy to work out the effect of moving each joint, so the kinematics of the suspension can be tuned
easily and wheel motion can be optimized. It is also easy to work out the loads that different parts will
be subjected to which allow more optimized lightweight parts to be designed. Besides, double wishbone
design also provides increase negative camber gain all the way to full jounce travel, unlike the McPherson
strut which provides negative camber gain only at the beginning of jounce travel and then reverse into
positive camber gain at high jounce amounts.

MacPherson Struts

MacPherson strut is a type of suspension system that uses the top of a telescoping damper as
the upper steering pivot. It is widely used in the front suspension of modern vehicles. The inventor of
this type of suspension is Earle S. MacPherson. MacPherson strut design has the ability to increase the
negative camber as a result of the vertical suspension movement of the upper and lower arms. Thus, this
will align to better stability properties of the car as the tire on the outside maintain more contact with
the road surface. Besides, it will increase handling performance as well.

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4.0 CONCEPT GENERATION
CONCEPT DESIGN

Choosing the concept by using weighted Decision Matrix.

Concept 1 Concept 2 Concept 3

Selection Wt
Criteria %
Macpherson
Double Wishbone Twin I-Beam
Strut
Suspension Suspension

Ranking Score Ranking Score Ranking Score

Compatibility 25 2 50 5 125 1 25

Cost 10 1 10 1 10 1 10

Durability 25 4 100 4 100 3 75

Space 15 2 30 3 45 2 30

Flexibility 10 3 30 3 30 1 10

Simplicity 15 2 30 4 60 4 60

Total 100 250 370 210

Table 1: Decision matrix of concepts.

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5.0 CONCEPT EVALUATION

The concept generation is an idea that suitably developed to evaluate the physical principal that
govern it behavior. A product concept evaluation is a type of evaluation in which the product concept
developed so far is reviewed by the user group. Generally, product concept evaluations are aimed at
selecting or optimizing product concepts based on the preferences of the user group and other
stakeholders. The product concepts that are evaluated can have different forms (descriptions, drawings
or prototypes). Typically, a product concept evaluation takes place in a controlled environment, where
a panel of people will judge the product concepts based on a list with predetermined issues. The concept
generation must consist with ideas that connecting to the creation of the new product. Ideas are like
prototype, they need to be tested and verify to make sure the design and ideas fit with the user. Once
concepts are generated, it can be presented into variety of format that will provide full understanding
and evaluation concept. The concept can be generated by following concept generation techniques such
as:

1. Brainstorming

2. Doing research

3. User creation

4. Problem statement

User creation and research are techniques of the concept generation that been use when
generating to choose the concept for suspension system. It really helps in recognize the function,
important and need for user for choosing suitable suspension.

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 TYPE OF ADVANTAGES DISADVANTAGES
SUSPENSION
 Display low un-sprung  Do not work well with
weight racing car

 Take up less space  Have problems working

horizontally with wider wheels that
have increased scrub radius
 More simplicity design
 Long vertical assembly –
 Ease of manufacturing as
may collide with structure
Macpherson Strut well as low cost of
of the car if lowered
manufacture
 Reduces handling abilities
 Reduces overall weight of
of car as tires have less
the vehicles thus increases
contact with the road
acceleration of vehicles
during cornering due to
 No upper arm – can directly small camber change
block vibration from
reaching the passenger
compartment

 Increase handling  High cost

performance
 Complicated design to
 Better stability – the tires produce
on the outside maintain
 The whole system will fail if
Double Wishbone more contact with the road
any part of the system
Suspension surface
malfunction or fails
 Increase of negative
chamber as a result of the
vertical suspension
movement of the upper
and lower arms

Table 2: Comparison between Macpherson Strut and Double Wishbone Suspension

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Pugh’s Selection Method
From the previous concept that shown in table 3.1 (Conceptual Design), we used Pugh’s selection
method to decide which suspension system will be chosen based on criteria evaluation that had been
carried out. There is a few criteria that weighing by following the aspect that been needed for the
suspension system of the single seated car such as cost, durability, effectiveness and maintenance. By
using this method we can choose the suspension very clearly based on the highest score gain after
weighing into few different aspects.

Concept 1 Concept 2 Concept 3

Selection
Criteria Macpherson Double Wishbone Twin I-Beam
Strut
Suspension Suspension

Ranking Ranking Ranking

Compatibility 0 +1 0

Cost +1 -1 +1

Durability 0 +2 0

Space 0 +1 0

Flexibility +1 +1 0

Simplicity +2 +1 +1

PUGH RESULT 4 5 2

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6.0 PRODUCT ARCHITECTURE
Product architecture is about arrangement of the physical elements to carry out its required function
and the relationship among the component in the product and the function of product performs.

PARTS FIGURE FUNCTION

Shock Absorber Damp Shock Impulse

Front Lower Arm Carry the suspension

load and transmit
them to the spring or
shock absorber

Front Upper Arm Carry the suspension

load and transmit
them to the chassis

Carry the suspension

load and transmit
Front Knuckle
them to the arms.
Also to enable the
movements of the
tyre for cornering

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Tyres and Rims To make the ATV
moves smoothly

To connect the arm

and the knuckle
Joint

Carry the suspension

load and transmit
Swing Arm
them to the chassis

Table 3: Production Architecture for Suspension System

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7.0 CONFIGURATION DESIGN

7.1 Modeling

CATIA V5R20 has been used in modeling our ATV. All 3D parts and assembled parts were drawn
by using CATIA.

7.2 Force Component Calculations

Max weight of car = 150 kg

Weight of driver = 70 kg

Total weight = 150 + 70 = 220 kg

Weight distribution of car is 4:6

Distributed Force;

Front area weight = 0.4 x 220 x 9.81 = 863.28 N

Rear area weight = 0.6 x 220 x 9.81 = 1294.92 N

Force on each suspension;

Front suspension (one system) = 863.28 ÷ 2 = 431.64 N

Rear suspension (one system) = 1294.92 N

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KNUCKLE

F = 431.64 N

FA = FB

FA + FB = F

2 FA = F

FA = 431.64 / 2

= 215.82 N = FB

KINGPIN ANGLE
The angle in front elevation between the steering axis and the vertical is regarded as kingpin
inclination angle.

70
mm

16.33
mm
Θ = 𝑡𝑎𝑛−1 16.33⁄70

Θ = 13.13 ⁰

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FORCE ON EACH ARM
From the total weight of the atv, the distribution weight on each of the tires are calculated.
Then, the force of absorber and the force of the arm are determined.

𝐹𝑆𝑋
𝐹𝑆𝑌 𝑂𝑇

𝐹𝑆 𝑂𝑋
𝜃2
𝑂𝑌

𝜃1

𝐹𝐴 130 mm

105 mm

𝜃1 = 15.005 ⁰

𝜃2 = 53.513 ⁰
𝜃𝑇 = 68.518 ⁰

↺ ∑𝑀𝑜 = −𝐹𝐴 (235 𝑐𝑜𝑠15.005 ) + 𝐹𝑆 sin 68.518 ( 130 cos 15.005 ) = 0

−( 215.82 ) (235 𝑐𝑜𝑠15.005 ) + 𝐹𝑆 sin 68.518 ( 130 cos 15.005 ) = 0
𝐹𝑆 = 419.26 𝑁

+↑ ∑𝐹𝑌 = 0
𝐹𝐴 − 𝐹𝑆 sin 68.518 + 𝑂𝑌 = 0
𝑂𝑌 = 419.26 (sin 68.518 ) − 215.82
𝑂𝑌 = 174.32 𝑁

+→ ∑𝐹𝑋 = 0
−𝐹𝑆𝑋 + 𝑂𝑋 = 0
𝑂𝑋 = 419.26 cos 68.518 = 153.54 𝑁
∴ 𝑂𝑇 = 232.30 𝑁

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 Then the force of arm acting on the chassis. Since both side are same dimensions, the forces
acting also the same.

C 𝐹𝐶𝑋
𝜃

𝑂𝑇

𝜃
D 𝐹𝐷𝑋

𝜃 = 12.63
𝑂𝑇 = 𝐹𝐶𝑋 + 𝐹𝐷𝑋 ; 𝐹𝐶𝑋 = 𝐹𝐷𝑋
𝑂𝑇
𝐹𝐶𝑋 = 𝐹𝐷𝑋 = = 116.15𝑁
2
116.15
𝐹𝐶 = 𝐹𝐷 = 𝑐𝑜𝑠12.63 = 119.03 𝑁

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 For rear part, the system are dependent where a monoshock absorber is used and attach on a
single swing arm. So, both forces on the tires are acting on the single swing arm and the monoshock
absorber.

𝐹𝑆𝑋
𝐹𝑆𝑌 𝑂𝑇

𝐹𝑆 𝑂𝑋
𝜃2
𝑂𝑌

𝜃1

𝐹𝑟 259.213 mm

49.625 mm

𝜃1 = 9.441 ⁰

𝜃2 = 37.592 ⁰
𝜃𝑇 = 47.033 ⁰

↺ ∑𝑀𝑜 = −𝐹𝑟 (308.838 cos 9.441) + 𝐹𝑆 sin 47.033 ( 259.213 cos 9.441 ) = 0
−(1294.92 ) (308.838 cos 9.441) +
𝐹𝑆 sin 47.033 ( 259.213 cos 9.441 ) = 0
𝐹𝑆 = 2109.45 𝑁
+↑ ∑𝐹𝑌 = 0
𝐹𝑟 − 𝐹𝑆 sin 47.033 + 𝑂𝑌 = 0
𝑂𝑌 = 2109.45 (sin 47.033 ) − 1294.92
𝑂𝑌 = 284.66 𝑁

+→ ∑𝐹𝑋 = 0
−𝐹𝑆𝑋 + 𝑂𝑋 = 0
𝑂𝑋 = 2109.45 cos 47.033 = 1437.75 𝑁
∴ 𝑂𝑇 = 1459.10 𝑁

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STATIC LOADING
For static loading, suspension calculator has been used. Weight distribution is targeted as 40%
front and 60% rear. By suspension calculator, center of gravity can be defined. Figure below showed
how center of gravity is determined. Total weight target is 220kg including the driver. By divided with
weight distribution, it got 88 kg for front and 132 kg for rear. Then, these value were inserted in
suspension calculator.

Result obtained as showed figure below. Center of gravity is measured from zx plane or from top view
of the car.

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7.3 Stress Analysis
Von Misses stress is considered to be a safe haven for design engineers. By using this information,
we can check whether our design will fail, if the maximum value of Von Misses stress induced in the
material is more than strength of the material. Besides, from stress analysis on CATIA we can define their
deflection after force applied.

FRONT ARM

Von Misses

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Deformation

Displacement

20
LOWER ARM

Von Misses

21
Deformation

Displacement

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 DETAILS
DRAWING

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COSTING

PARTS TO FABRICATE

NO PARTS QUANTITY COST

1 FRONT ARM 4 N/A

TOTAL COST (RM) N/A

PARTS TO BUY

NO PARTS QUANTITY COST

1 SWING ARM 1

AS BEING SELL BY
BUY IT IN A SET

THE SHOP
2 REAR HUB 2

3 SHAFT 1

4 SPROCKET 1

TOTAL COST (RM) ≈ 800

PARTS THAT HAVE BEEN BOUGHT

NO PARTS QUANTITY COST

1 ABSORBER 3 360

2 HUB 2 270

3 JOINT 2 160

4 TYRES & RIMS 6&4 500

5 KNUCKLE 2 140

TOTAL COST THAT HAVE BEEN SPENT (RM) 1430

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FINAL SPECIFICATIONS

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41
DISCUSSION

During the month of September until December, we had done our design I project by our
lecturer, Sir Helmi Rashid. Our class decided to design an ATV. Basically, the ATV is used for
agricultural. Then we have divided it into few departments, our department is suspension department.
For this semester, we need to design the look for our ATV. Suspension is one of the important part of
the ATV. It provide safety and comfortability for the driver. In order to do so, we did some research
and survey on which suspension that is suitable to use for ATV throughout these 4 months. There were
3 types of suspension, but then we decided to use Double Wishbone Suspension for the front part and
Swing Arm for the rear part.

Every week, there will be a meeting between all the departments. This is the time where we
discuss if there is any problem face by each department. We also conduct pre-presentation in front of
our lecturer, Sir Helmi. This is to keep Sir Helmi updated with our progress of ATV. It also helps us to
improve our presentation skills for our final presentation. We have made few trips to see more clearly
about the suspension of the ATV. By doing so, we manage to find some of the parts, for example
absorber, knuckle, hub and many more. There are also some part that we will fabricate in the next
semester. Some of the part that we decided to fabricate is to reduce our budget.

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CONCLUSION

In conclusion, through this designing, the manufacturing processes specifically in making this
ATV product has been well exposed and deeply studied. Besides, the designing processes in making
an ATV is seen in real and the processes involve also can be learned detailed. After conducting the
project, we have gained so many skills. This project acted as an exercise that exposure us with real
engineering design process being used in industry. Without realizing, we manage to build a great
teamwork between 5 of us throughout the project. The most important part is, we managed to
improve our skills on the designing skills. Based on what we have seen, sketching might be easy but it
is totally different from using CATIA. Transforming it into 3D CAD model using CATIA software is the
hardest part. We have spent few weeks on this project. We also manage to improve our skills on the
analysis.

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APPENDIX

TRIP TO IMPIAN GIZMO, BALAKONG

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TYRES AND RIMS ARRIVED

45
TRIP TO ATV SPORTS & STYLES SDN BHD

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47
FINAL VIEW OF OUR ATV MODEL

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 FINAL PRESENTATION OF DESIGN I

WITH OUR BELOVED LECTURERS SIR HELMI & DR HALIM!

“EMD5M2A”

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“SUSPENSION DEPARTMENT”

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REFERENCES

1) Double wishbone suspension (2017). Retrieved from

https://en.wikipedia.org/wiki/Double_wishbone_suspension

2) How Car Suspensions Work by William Harris. Retrieved from

https://auto.howstuffworks.com/car-suspension4.htm

3) V.B. Bhandari, “Machine Design”, , McGraw Hill, 2012.

4) Gillespie, T.D., 1992. “Suspensions”, in Fundamentals of Vehicle Dynamics,

(Society of Automotive Engineers, USA), pp.97-117 andpp.237-247.

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