PROJECT REPORT

ON

“FOUR WHEEL ATV MODEL ”

For the partial fulfillment for the award of Bachelor Of Technology in

Mechanical engineering

DEPARTMENT OF MECHANICAL ENGINEERING

SSIET DINANAG

Submitted To: Submitted bEr.

GURIQBAL SINGH VIKAS RATHORE

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ACKNOWLEDGEMENT

As is the case in all the seminars that have been accomplished there has not been one successful

without an Acknowledgement for those who showed the light towards success of the seminar.

Therefore we take the opportunity to thank all the persons who helped us during the completion

of our project.

We would like to start with our seminar coordinator Er. AMRITPAL SINGH who guided us

indeed tactfully and because of whom we could successfully implement our report

CERTIFICATE

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Certified that this project report FOUR WHEEL ATV MODEL is the bonafide work of “VIKAS

RATHORE, AMRITPAL SINGH ,NAVEEN PANKAJ, ABHINAV SHARMA, TUSHAR

SHARMA,ANURAG SHARMA ,ASHU DHIMAN ” who carried out the project work under my

supervision.

SIGNATURE SIGNATURE

HEAD OF THE DEPARTMENT

SUPERVISOR

CONTENTS

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1. INTRODUCTION……………………………………………………………………5

2. MOTIVATION

2.1 SIX-WHEELERS ATV……………………………………………………….....6

2.2 THREE-WHEELERS ATV……………………………………8

2.3 FOUR-WHEELERS ATV……………………………………………………10-12

2.4 RACING MODELS ATV………………………………………………………13

3. METHODOLOGY

3.1 CENTER FRAME SUPPLIES/STARTUP PAGE………………………….14-15

3.2 FORWARD FRAME…………………………………………………………16

3.3: UPPER FRAME……………………………………………………………….17

3.4: A-ARMS……………………………………………………..……………….18-19

3.5 SPINDLE BRACKET………………………………………………………….20

3.6 SUSPENSION SYSTEM……………………………………………………..21-22

3.7:RARE TRUNION………………………………………………………………23

4. ENGINE SPECIFICATIOS…………………………………………………………24

5. STEERING SYSTEM………………………………………………………………….25

6. BRAKES:……………………………………………………………………26-29

6.1. DRUM BRAKES……………………………………………………….26

6.2. COMPONENTS OF BRAKES……………………………………….26

6.2.1. BACK PLATE……………………………………………………….26

6.2.2. BRAKE DRUM……………………………………………….27

6.2.3. WHEEL CYLINDER…………………………………………….27

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6.2.4. BRAKE SHOE……………………………………………….28

6.2.5. AUTOMATIC SELF-ADJUSTER………………………………………..29

7.POWER TRANSMISSION ………………………………………………………….30

7. DETAIL DRAWINGS OF PARTS……………………………………………

8. CONCULSION:…………………………………………………………………….

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INTRODUCTION

An all-terrain vehicle (ATV), also known as a 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 handlebars for steering

control. As the name implies, it is designed to handle a wider variety of terrain than most other

vehicles. Although it is a street-legal vehicle in some countries, it is not street legal within most

states and provinces of Australia, the United States, Canada, or the United Kingdom. In the UK,

a recent variant class of ATV is now road-legal, but there are few models available in this class.

By the current ANSI definition, ATVs are intended for use by a single operator, although some

companies have developed ATVs intended for use by the operator and one passenger. These

ATVs are referred to as tandem ATVs.

The rider sits on and operates these vehicles like a motorcycle, but the extra wheels give more

stability at slower speeds. Although equipped with three (or typically, four) wheels, six-wheel

models exist for specialized applications. Engine sizes of ATVs currently for sale in the United

States, (as of 2008 products), range from 49 to 1,000 cc (3 to 61 cu in)

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2 MOTIVATION

2.1 SIX WHEEL ATV

Fig.1 Six Wheel ATVs

The term "ATV" was originally coined to refer to non-straddle ridden six-wheeled amphibious

ATVs such as the Jiger produced by the Jiger Corporation, the Amphicat produced by Mobility

Unlimited Inc, and the Terra Tiger produced by the Allis-Chalmers Manufacturing Company in

the late 1960s and early 1970s. With the introduction of straddle ridden ATVs, the term AATV

was introduced to define the original amphibious ATV category.

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2.2 THREE-WHEELERS

Fig.2 Three Wheeler ATV

An early Honda US90

Honda made the first three-wheeled ATVs in 1970, which were famously portrayed in the James

Bond movie, Diamonds Are Forever and other TV shows such as Magnum, P.I. and Hart to Hart.

Dubbed the US90 and later—when Honda acquired the trademark on the term—the ATC90 (All

Terrain Cycle), it was designed purely for recreational use. Clearly influenced by earlier ATVs,

it featured large balloon tires instead of a mechanical suspension.By the early 1980s, suspension

and lower-profile tires were introduced. The 1982 Honda ATC200E Big Red was a landmark

model. It featured both suspension and racks, making it the first utility three-wheeled ATV. The

ability to go anywhere on terrain that most other vehicles could not cross soon made them

popular with US and Canadian hunters, and those just looking for a good trail ride. Soon other

manufacturers introduced their own models.

Sport models were also developed by Honda, which had a virtual monopoly in the market due to

effective patents on design and engine placement. The 1981 ATC250R was the first high-

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performance three-wheeler, featuring full suspension, a 248 cc two-stroke engine, a five-speed

transmission with manual clutch, and a front disc brake. For the sporting trail rider, the 1983

ATC200X was another landmark machine. It used an easy-to-handle 192 cc four-stroke that was

ideal for new participants in the sport.

Over the next few years, all manufacturers except Suzuki, developed high performance two-

stroke machines, but did not sell as many due to the reputation already secured by Honda. These

models were the Yamaha Tri-Z YTZ250 with a 246 cc two-stroke engine and a manual five- or

six-speed gearbox and the Kawasaki Tecate KXT250 with a 249 cc two-stroke with a five-speed

gearbox. Other smaller or lesser known companies, such as Tiger ATV, Franks, and Cagiva,

produced racing three-wheelers, but in much smaller numbers. Few of these machines are known

to exist today and are highly sought by collectors. There is a fan base for three-wheelers.

Production of three-wheelers ceased in 1987 due to safety concerns three-wheelers were more

unstable than four-wheelers (although accidents are equally severe in both classes).A ban on

sales of new or used three-wheelers and a recall of all remaining three-wheelers has been

proposed by the American Academy of Pediatrics.

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2.3 FOUR-WHEELERS ATV:

Fig.3 FourWheel Atv

Suzuki was a leader in the development of four-wheeled ATVs. It sold the first model, the 1982

QuadRunner 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.

In 1985 Suzuki introduced to the industry the first high-performance four-wheel ATV, the

Suzuki LT250R QuadRacer. This machine was in production for the 1985-1992 model years.

During its production run it underwent three major engineering makeovers. However, the core

features were retained. These were: a sophisticated long-travel suspension, a liquid-cooled two-

stroke motor and a fully manual five-speed transmission for 1985–1986 models and a six-speed

transmission for the 87–92 models. It was a machine exclusively designed for racing by highly

skilled riders.Honda responded a year later with the FourTrax TRX250R—a machine that has

not been replicated until recently. It currently remains a trophy winner and competitor to big-

bore ATVs. Kawasaki Heavy Industries responded with its Tecate-4 250.In 1987, Yamaha Motor

Company introduced a different type of high-performance machine, the Banshee 350, which

featured a twin-cylinder liquid-cooled two-stroke motor from the RD350LC street motorcycle.

Heavier and more difficult to ride in the dirt than the 250s, the Banshee became a popular

machine with sand dune riders thanks to its unique power delivery. The Banshee remains

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popular, but 2006 is the last year it was available in the U.S. (due to EPA emissions regulations);

it is still available in Canada, however.

Shortly after the introduction of the Banshee in 1987, Suzuki released the LT500R QuadRacer.

This unique quad was powered by a 500 cc liquid cooled two stroke engine with a five-speed

transmission. This ATV earned the nickname "Quadzilla" with its remarkable amount of speed

and size. While there are claims of 100+ mph stock Quadzillas, it was officially recorded by 3&4

Wheel Action magazine as reaching a top speed of over 79 mph (127 km/h) in a high speed

shootout in its 1988 June issue, making it the fastest production ATV ever produced. Suzuki

discontinued the production of the LT500R in 1990 after just four years.

At the same time, development of utility ATVs was rapidly escalating. The 1986 Honda

FourTrax TRX350 4x4 ushered in the era of four-wheel drive ATVs. Other manufacturers

quickly followed suit, and 4x4s have remained the most popular type of ATV ever since. These

machines are popular with hunters, farmers, ranchers and workers at construction sites.

Safety issues with three-wheel ATVs caused all ATV manufacturers to upgrade to four-wheel

models in the late 1980s, and three-wheel models ended production in 1987, due to consent

decrees between the major manufacturers and the Consumer Product Safety Commission—the

result of legal battles over safety issues among consumer groups, the manufacturers and CPSC.

The lighter weight of the three-wheel models made them popular with some expert riders.

Cornering is more challenging than with a four-wheeled machine because leaning into the turn is

even more important. Operators may roll over if caution isn't used. The front end of three-

wheelers obviously has a single wheel, making it lighter, and flipping backwards is a potential

hazard, especially when climbing hills. Rollovers may also occur when traveling down a steep

incline. The consent decrees expired in 1997, allowing manufacturers to, once again, make and

market three-wheel models, though there are none marketed today. Recently the CPSC has

succeeded in finally banning three-wheeled ATV's with attachments to bill HR4040. Many

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believe this is in response to Chinese manufacturers trying to import three-wheeled ATV's. The

Japanese manufacturers were also behind this legislation, as they have been held responsible for

years to provide ATV Safety training and to apply special labels and safety equipment to their

ATVs while Chinese manufacturers did not.

Models continue, today, to be divided into the sport and utility markets. Sport models are

generally small, light, two-wheel drive vehicles that accelerate quickly, have a manual

transmission and run at speeds up to approximately 80 mph (130 km/h). Utility models are

generally bigger four-wheel drive vehicles with a maximum speed of up to approximately 70

mph (110 km/h). They have the ability to haul small loads on attached racks or small dump beds.

They may also tow small trailers. Due to the different weights, each has advantages on different

types of terrain.

Six-wheel models often have a small dump bed, with an extra set of wheels at the back to

increase the payload capacity. They can be either four-wheel drive (back wheels driving only), or

six-wheel drive.

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2.4 Racing models:

Sport models are built with performance, rather than utility, in mind. To be successful at fast

trail riding, an ATV must have light weight, high power, good suspension and a low center of

gravity. These machines can be modified for such racing disciplines as motocross, woods racing

(also known as cross country), desert racing (also known as Hare Scrambles), hill climbing, ice

racing, speedway, Tourist Trophy (TT).

Fig4. Racing model

3.1:Center Frame supplies/startup page:

A universal front and rear equipment mount for an ATV includes a telescoping central frame

member with telescoping front and rear mounting arms extending therefrom for connection to

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independent axle structures of the ATV, front and rear angled hitch brackets, each with upturned

tabs having aligned holes to receive a hitch pin, and front and rear angled pulley brackets having

pulleys mounted thereon for routing a winch cable of a winch mounted either on the front or rear

of the vehicle or on the front or rear pulley brackets. An implement can be hitched either to the

front or rear hitch bracket, and the implement can be raised or lowered by use of the winch,

which has its cable routed over selected pulleys and connected to a hitch tongue or other part of

the implement.

We started with the center frame sectionThis was a good place to start because the welding was

pretty simple - we had warping problems,and we later found out that one of the frame frame

supports was in the way of an engine mountingbolt. We ended up welding a second support on,

and then cutting out the first one. It is used to bear the whole load of the vehical. The designing

of the central frame is such that it can easily bear heavy shocks with out any breakage.

The Original: With Two supports corrected version

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Fig 5 .Center Frame

3.2 Forward Frame :

The second section was the forward frame.It is used for mounting the suspension system and

arms. It took a while to make and weld all the little tabs. It is also used for fixing spindal

brackets. The holes are made with the help of a 5/8 inch drill bitt.

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Fig.6.1 Forward Frame

We inserted the rod prior to welding to ensure everything was lined up

Fig.6.2 forward frame

3.3 Upper Frame: The stearing handle is adjusted with the front portion of the upper frame.the

sitting arrangement for the biker is also made on this upper frame. The fuel tank is also fixed

with the front-lower area of this upper frame.

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Fig7. Upper Frame

3.4 A- Arms:

In automotive suspension, an automobile's control arm or wishbone (aka. A-arm or A-frame) is

a nearly flat and roughly triangular suspension member (or sub-frame), that pivots in two places.

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The broad end of the triangle attaches at the frame and pivots on a bushing. The narrow end

attaches to the steering knuckle and pivots on a ball joint.

The upper control arm can clearly be seen at the top portion of the suspension components in the

attached photo, where it is the silver part horizontally attached to the frame inside the red body

portion and connecting to the steering knuckle near the side of the tire's wheel rim. Note the

roughly A-shaped design with the top of the A near the tire and the bottom two points connected

to the frame inside the body's space. In the photo, the A-shape is reinforced with a solid

triangular plate near the top of the A. Here's a picture of how it worked:

Fig 8.1: A Arm

Here are the completed A-arms, with one tapedand ready for welding the shock mount tabs:

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Fig.8.2 A arms

3.5 Spindle Brackets:

Here are the spindle brackets, which attach to the end of the A-arms. It should be designed from

the material which must be capable of holding whole of the weight of the vehicle. The kingpin is

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attached with this section. The material we use for making the spindle bracket is U-section of

mild steel. Figure 9 shows a spindle brackets:

Fig.9. Spindle Brack

3.6 Suspension System:

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The suspension system we used is Independent suspension. Independent suspension is a broad

term for any automobile suspension system that allows each wheel on the same axle to move

vertically (i.e. reacting to a bump in the road) independently of each other. This is contrasted

with a beam axle, live axle or deDion axle system in which the wheels are linked – movement on

one side affects the wheel on the other side. Note that “independent” refers to the motion or path

of movement of the wheels/suspension. It is common for the left and right sides of the

suspension to be connected with anti-roll bars or other such mechanisms. The anti-roll bar ties

the left and right suspension spring rates together but does not tie their motion together. Most

modern vehicles have independent front suspension (IFS). Many vehicles also have an

independent rear suspension (IRS). IRS, as the name implies, has the rear wheels independently

sprung. A fully independent suspension has an independent suspension on all wheels. Some early

independent systems used swing axles, but modern systems use Chapman or MacPherson struts,

trailing arms, multilink, or wishbones.

Independent suspension typically offers better ride quality and handling characteristics, due to

lower unsprung weight and the ability of each wheel to address the road undisturbed by activities

of the other wheel on the vehicle. Independent suspension requires additional engineering effort

and expense in development versus a beam or live axle arrangement. A very complex IRS

solution can also result in higher manufacturing costs.

The key reason for lower unsprung weight relative to a live axle design is that, for driven wheels,

the differential unit does not form part of the unsprung elements of the suspension system.

Instead it is either bolted directly to the vehicle's chassis or more commonly to a subframe.

The relative movement between the wheels and the differential is achieved through the use of

swinging driveshafts connected via universal (U) joints, analogous to the constant-velocity (CV)

joints used in front wheel drive vehicles

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Fig.10 . Independent Suspension System

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3.7 Trunoin :

The trunion used heavy duty 1 x 2 steel. We tried to avoid warping problems by spot welding it

together first. We had trouble clamping it in place, so we used a little duct tape to help hold it

together for welding.

The bearing mounts were difficult to properly align – if we did it again, I would screw them onto

a 2x4 cut to the correct length, to hold them straight during welding.Ours also warped during

welding, we should have clamped some 1x1 to them to keep them straight. Luckily, the bearings

have a lot of forgiveness built in,and we got the whole thing lined up pretty well:

Fig.11 Trunion

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4. Engine Specification:

Engine : Two-stroke/petrol

Transmission : Automatic

Engine Displacement : 98cc

Tachometer : No

Max Power : 7.7bhp@5600rpm

Max Torque : 1.0kgm@5000rpm

Wheel base : 1,215mm

Ground Clearance : N/A

Ignition : Electronic

Dry Weight : 99kg

Battery : 12V

F/R suspension : Bottom link hydraulic damper

R/R suspension : Unit swing arm/ hydraulic damper

Max Speed : 95kph

Front Tyre size : 3.50x10.4 Pr

Rear Tyre size : 3.50x10.4 Pr

Table 1: Engine Specification

5. STEERING SYSTEM:

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A rack and pinion is a type of linear actuator that comprises a pair of gears which convert

rotational motion into linear motion. A circular gear called "the pinion" engages teeth on a linear

"gear" bar called "the rack"; rotational motion applied to the pinion causes the rack to move,

thereby translating the rotational motion of the pinion into the linear motion of the rack.

For example, in a rack railway, the rotation of a pinion mounted on a locomotive or a railcar

engages a rack between the rails and pulls a train along a steep slope.The rack and pinion

arrangement is commonly found in the steering mechanism of cars or other wheeled, steered

vehicles. This arrangement provides a lesser mechanical advantage than other mechanisms such

as recirculating ball, but much less backlash and greater feedback, or steering "feel". The use of a

variable rack (still using a normal pinion) was invented by Arthur Ernest Bishop, so as to

improve vehicle response and steering "feel" especially at high speeds, and that has been fitted to

many new vehicles, after he created a specialised version of a net-shape warm press forging

process to manufacture the racks to their final form, thus eliminating any subsequent need to

machine the gear teeth

Fig.12 : Steering mechanisms

6.BRAKES:

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6.1. Drum Brakes:

A drum brake is a brake in which the friction is caused by a set of shoes or pads that press

against a rotating drum-shaped part called a brake drum. The term "drum brake" usually means a

brake in which shoes press on the inner surface of the drum. When shoes press on the outside of

the drum, it is usually called a clasp brake. Where the drum is pinched between two shoes,

similar to a conventional disc brake, it is sometimes called a "pinch drum brake", although such

brakes are relatively rare. A related type of brake uses a flexible belt or "band" wrapping around

the outside of a drum, called a band brake.

6.2.Components Of Brake:

6.2.1.Back plate:

The back plate serves as the base on which all the components are assembled. It attaches to the

axle and forms a solid surface for the wheel cylinder, brake shoes and assorted hardware. Since

all the braking operations exert pressure on the back plate, it needs to be very strong and wear-

resistant. Levers for emergency or parking brakes, and automatic brake-shoe adjuster were also

added in recent years.

Fig.13 Back Plate

6.2.2. Brake drum:

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The brake drum is generally made of a special type of cast iron which is heat-conductive and

wear-resistant. It is positioned very close to the brake shoe without actually touching it, and

rotates with the wheel and axle. As the lining is pushed against the inner surface of the drum,

friction heat can reach as high as 600 °F (316 °C).

6.2.3. Wheel cylinder:

One wheel cylinder is used for each wheel. Two pistons operate the shoes, one at each end of the

wheel cylinder. When hydraulic pressure from the master cylinder acts upon the piston cup, the

pistons are pushed toward the shoes, forcing them against the drum. When the brakes are not

being applied, the piston is returned to its original position by the force of the brake shoe return

springs.

Fig.14 Wheel cylinder

6.2.4.Brake shoe:

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Brake shoes are typically made of two pieces of sheet steel welded together. The friction material

is either rivetted to the lining table or attached with adhesive. The crescent-shaped piece is called

the Web and contains holes and slots in different shapes for return springs, hold-down hardware,

parking brake linkage and self-adjusting components. All the application force of the wheel

cylinder is applied through the web to the lining table and brake lining. The edge of the lining

table generally has three “V"-shaped notches or tabs on each side called nibs. The nibs rest

against the support pads of the backing plate to which the shoes are installed. Each brake

assembly has two shoes, a primary and secondary. The primary shoe is located toward the front

of the vehicle and has the lining positioned differently than the secondary shoe. Quite often the

two shoes are interchangeable, so close inspection for any variation is important.

Fig. 15 Brake Shoe

Linings must be resistant against heat and wear and have a high friction coefficient unaffected by

fluctuations in temperature and humidity. Materials which make up the brake shoe include,

friction modifiers (which can include graphite and cashew nut shells), powdered metal such as

lead, zinc, brass, aluminium and other metals that resist heat fade, binders, curing agents and

fillers such as rubber chips to reduce brake noise.

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6.2.5. Automatic self-adjuster:

The self-adjuster is used to adjust the distance between the brake shoe and the drum

automatically as brake shoes wear.

Fig. 16 Sectional layout showing the push rods, nut adjuster and lever pawl.

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7. Power Transmission System:

We use chain drive mechanism for power transmission. Chain drive is a way of transmitting

mechanical power from one place to another. It is often used to convey power to the wheels of a

vehicle, particularly bicycles and motorcycles. It is also used in a wide variety of machines

besides vehicles. Most often, the power is conveyed by a roller chain, known as the drive chain

or transmission chain, passing over a sprocket gear, with the teeth of the gear meshing with the

holes in the links of the chain. The gear is turned, and this pulls the chain putting mechanical

force into the system. Another type of drive chain is the Morse chain, invented by the Morse

Chain Company of Ithaca, New York, USA.

Sometimes the power is output by simply rotating the chain, which can be used to lift or drag

objects. In other situations, a second gear is placed and the power is recovered by attaching

shafts or hubs to this gear. Though drive chains are often simple oval loops, they can also go

around corners by placing more than two gears along the chain; gears that do not put power into

the system or transmit it out are generally known as idler-wheels. By varying the diameter of the

input and output gears with respect to each other, the gear ratio can be altered, so that, for

example, the pedals of a bicycle can spin all the way around more than once for every rotation of

the gear that drives the wheels.

Fig. 17 chain drive mechanism for power transmission

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CONCLUSION:-

The model of atv that we made from the scrap material.The independent

suspension system is used for comfort riding. The steering system used in this

atv model is rack and pinion arrangement.For the safe turning we used

ratchet system which will perform the function of the diffretial system. The

chain driveis used for transmitting the power to rare wheels.

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