Static and Dynamic Analysis of Suspension System With Longitudinal Spring and Damper Assembly NEW

Static and Dynamic Analysis of Suspension
System with Longitudinal Spring and Damper

assemblyimportant components like the knuckle and also
Saurabh Singh, Murtaza Mithaiwala
Address of Correspondence
1) Saurabh .S. Singh
saurabhssingh@hotmail.com
+917083123969
2) Murtaza Mithaiwala
murtazamithaiwala92@gmail.com
+919970095752
Government Polytechnic, Pune
Automotive Mechatronics.
Abstract
Suspension systems have changed rapidly over past
six or seven decades. Most of the designs come with
the passive suspension system which gives freedom
to the designers to accumulate most of the
components in a compact space. This system will
give designers the benefit of accumulating the
suspension ahead of the wheel which in fact will be
helpful in reducing the un-sprung weight on the front
wheels compared to A arms suspension system.
Moreover it would be generously helpful to analyse
such kind of suspension system to study various
factors as spring force, space requirements and road
handling characteristics.
Keywords- Suspension System, Dynamic abilities of
Horizontal Spring and Damper assembly
1. Introduction
Suspension systems have been changing and
characteristics like roll handling, Drivability,
Suspension predictability have been better and
better. Moreover it is the only part which
connects the sprung and un-sprung mass of the
vehicle together.
The other purpose of the suspension system is to
isolate the ride from road irregularities,
vibrations and provide a comfortable ride.
Moreover a good suspension system takes up
stress out of various
helps reducing steering effort. Also the

suspension
system
has
an
important
characteristics of road holding and reduce the
drive line vibrations ensuring a comfortable ride
for the passengers. A good suspension will
always help to connect the wheels to the ground.
In all suspension systems that have come up, the
main function of the suspension system is to
reduce strain from various components. When a
vehicle goes over a bump the strain from all the
components is stored as spring force in the spring
which in turns is released back as soon as the
external force on the wheel is taken off. In
vehicle dynamics terms we call it as Jounce and
Rebound. The vertical vibrations caused by the
suspension system needs to be absorbed for
which the damper is placed along with the
spring.
This suspension system was designed to study
various factors involved in suspension design
and to study the loading conditions for such a
system.
2. Suspension System setup and design
considerations
The system consisted of the swing arm and the
spring and damper assembly at the front
considering the total weight of the vehicle and
the space constraints. Then a geometric model
was created in Pro-E and was simulated in
ANSYS and later in ADAMS for both the static
and dynamic load considerations.
2.1 Design Considerations of spring

The load on the front of the vehicle was
calculated and hence various springs were
detained and used to find a perfect balance
between the spring stress and vehicle roll
moment. The first thought was taking a mono
suspension into account but the stiffness of the
mono suspension was way over requirements.
Hence we decided to go for double spring and
damper assembly and fabricate spring along

wise.
n: No. of Active Coils= 10

G: Modulus of Rigidity
3
Fig 2.2.2
= 126* 10 N/mm
k= 35 N/ mm
2.2 Modelling of swing arm
Fig 2.1.1
The swing arm was modelled considering all the

space prerequisites and geometric limitations. The
leading arm is essentially a work of box type
structural steel fabrication model. The leading arm
considered was designed under the consideration of
reduction of the overall weight of the vehicle and so
was so fabricated to have less weight and more
strength as compare to the solid members if done so.
The bell crank lever type arrangement was
considered to help the swinging action of the leading
arm. The bell crank lever gives the option of the
transfer of the force easily to the springs and transfer
of the force in from a linear motion to a rotational
motion. The shorter arm of the bell crank is fitted
with shock absorbers on the vehicle frame.
Fig 2.1.2
Spring Stress Calculation

= 8 * W * D * Kw / ( * d3 )
Where
D : Mean Coil Dia = 57 mm
d: Wire diameter = 8 mm
Kw: Wahls Correction factor=1.278
W: Load of the vehicle = 1650N
= 597.8 N/ mm2
Spring Stiffness:
k = G * d4 / ( 8 * D3 * n)
Where:
D: Mean Coil Diameter = 57 mm
d: Wire diameter = 08 mm
Fig 2.2.1
The leverage can be varied by changing the length which is more than 410mm.
of the bell crank lever depending upon the load
requirements. The modelling of the suspension was
carried out in Pro-E while the simulations were
carried out in ANSYS and MSC ADAMS.
2.3 Bounding and material properties of the
model
Volume
Mass
Centroi
dX
Centroi
dY
Centroi
dZ
Momen
t of
Inertia
Ip1
Momen
t of
Inertia
Ip2
Momen
t of
Inertia
Ip3
5.667
4e+0
05
mm3
4.454
6 kg
50.14
8 mm
54.52
5 mm
1.073
9e006
mm
1.221
1e+0
05
kg.m
m2
6728.
5
kg.m
m2
1.223
9e+0
05
kg.m
m2
3.6799e
+005
mm3
16398
mm3
3.1508e
+005
mm3
2.1971
e+005
mm3
2.8924
kg
66.1
mm
432.7
mm
0.12889
kg
102.99
mm
281.67
mm
2.4765
kg
155.11
mm
84.907
mm
1.7269
kg
105.11
mm
200.0
mm
-206.37
mm
246.84
mm
6569e009 mm
6.8787
e-015
mm
25935
kg.mm2
3.1487
kg.mm2
25933
kg.mm2
598.3
kg.mm
2
504.17
kg.mm2
194.82
kg.mm2
3392.6
kg.mm2
Fig 2.4.2
The third figure shows equivalent stress under the
applied load which is 609.96 Mpa. The maximum
equivalent stress is more on the angular contacts
rather than on the beam structure.
10670
kg.mm
2
25912
kg.mm2
194.82
kg.mm2
25264
kg.mm2
10670
kg.mm
2
2.4 Analysis of swing arm under static loads
Fig 2.4.3
Fig 2.4.1
The figures below showing analysis of swing arm in
the direction of travel of the wheel under a bump.
The support is kept fixed at one side while a force of
14700N is applied near the sides of the wheel. When
load is applied at one side of the swing arm the max
deformation under load was 4.302mm which is
considerable considering the length of swing arm
The fourth figure shows the Maximum Principal

Stress applied on the applied load which is 592.57
Mpa. The maximum principal stress is on the fixed
point, corners and the contact points of the swing
arm.
2.5 Dynamic Analysis of Suspension Systems

The dynamic analysis was carried out in MSC
ADMAS, a multi-body simulation software has
considered all the constraints applied on the
suspension system. Fixed points were given to hold
the suspension during the working.
Fig 2.5.1
Fig 2.5.3
Fig 2.5.2
The fixed points on the vehicle holds the quarter car
model to hold in place so that the forces and analysis
results can be obtained. The size of the tyre contact
patch has been fixed and deflection of suspension
under various bump travels have been defined.
Deflection
50 mm
Description
Rambling strip (small
continuous bump),
height difference while
transferring from one
to another road surface
100 mm
150 mm
Normal bumps
Heightened bumps
(Speed breakers)
Fig 2.5.4
The figures shows spring 1 and spring 2 deformation
under application of load of 800N. The deflection is
27mm on the spring for 50mm of bump travel.
Fig 2.5.5
Fig 2.5.6
The above two figures shows deformation of
spring under 100mm bump travel is 1650N while
the deflection recorded on the spring was 52mm.
Force
Longevit
y (How
much
time
does the
force last
on
dampers
) (s)
Spring
move
ment
(mm)
Applie
d Load
(N)
Bump
Dimensi
on (mm)
Time
Period of
Applicati
on (s)
(start,Ma
x
deflectio
n, end of
deformat
ion
0.4
27
800
50
0.2
52
1650
100
0.6
74
2250
150
(0.2,
0.35,
0.65)
(0.2, 0.3,
0.62)
(0.2,
0.38,
0.63)
Conclusion:
The leading arm was given the steering angle
compensation and the leading arm model was
modelled in the software Pro-e. The inclined model
has given the suspension system a good space
freedom to allow the steering system location and
better handling and good work space. The model
analysis shows that the model works better than the
previously considered model with straighter arm.
Reference
Fig 2.5.6
Fig 2.5.7
While the force under 150mm bump travel is 2250N,
the deflection on the spring was 74mm.
1. 'Vehicle dynamics' by Thomas. D.

Gillespi.(Pg 245-248)
2. Vehicle Dynamics : Theory and
Application By Reza N. Jazar (Pg 107110).
3. Design data book-PSG College of Tech.,
Coimbatore.
4. Suspension Geometry and ComputationJ.C. Dixon. John Wiley & Son
Publication.( Sec 7.6)
5. Quarter model Force analysis of Wagon-R
cars Rear Suspension using
ADAMS,
Gadhia U.D, and Prof. S.P. Patel.
6. Dynamic Analysis of Car Suspension Using
ADAMS/Car for Development of a Software
Interface for Optimization,Xiaobin Ning*,
Cuiling Zhao, Jisheng Shen, International
Workshop on Automobile
7. Carol Smith - Tune to win (Chapter 4)
8. Automotive Engineering Powertrain, Chassis

System and Vehicle Body (Section 15.1.4.4,
15.1.5)

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Static and Dynamic Analysis of Suspension

System with Longitudinal Spring and Damper

helps reducing steering effort. Also the

2.1 Design Considerations of spring

damper assembly and fabricate spring along

n: No. of Active Coils= 10

2.2 Modelling of swing arm

The swing arm was modelled considering all the

Spring Stress Calculation

2.4 Analysis of swing arm under static loads

The fourth figure shows the Maximum Principal

2.5 Dynamic Analysis of Suspension Systems

1. 'Vehicle dynamics' by Thomas. D.

8. Automotive Engineering Powertrain, Chassis

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