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CHAPTER 1
INTRODUCTION
About 50 to 60 years back peoples were trying to solve the complex problems using
analytical methods. As the complexity of geometry and shape increase and development in
the material took place, peoples were not able to solve the problems by analytical methods
and they started using numerical methods. Several numerical technical method were
developed, in that three methods are popular and those are finite difference method, finite
element method and boundary element methods. In this finite element method is the
extremely popular. In most of the engineering problems the exact solution of the component
is not possible, so approximate numerical analysis technique were use. FEA method is a
flexible and used for solving variety of problems.
Suspension is a term given to the system of linkages, shock absorbers springs that
connects the vehicle to its wheel and allows the relative motion between them. Generally
the main advantage of suspension system is passenger comfort and vehicle control that is
by keeping the driver and passenger comfortable by well confined from road, noise
vibration, which caused due to uneven road, bumps or potholes.
In this project, study is carried out trailing arm bracket of a rear suspension system
to know the failure modes as well as life cycle. The model is created in solid works,
meshing is done by using ANSA and analysis is carried out in the ANSYS.
A trailing arm is a sub part of suspension system, there are different types of
suspension systems are used for both front and rear suspension system. In automobiles
trailing arm suspension system is independent suspension design, uses a long hollow
tubular solid to locate the wheel. Foremost end is connected to the chassis while rear end
is connected perpendicularly to the axle of the suspension system. The coil spring and shock
absorbers mounted on the trailing arm to manipulate the vertical motion.
Trailing arm / lower control arm works with the upper arm to keep the wheel
alignment in all positions. The wheel is connected to the spindle, the spindle is connected
to the ball joints of both upper and lower control arms in suspension system. While working
condition this enables the up/down swivel motion of the vehicle. The suspension arm stores
the impact loads caused due to the uneven roads and provides better vehicle ride.
In dependent type suspension system movement of wheel on one side of the vehicle
is subjected to the movement of its accomplice on the other side. These rarely used in
modern passenger car. The main disadvantage of this system is, it cannot provide good ride
and high breaking cannot be controlled also good control cannot be achieved. At the point
when camber of one wheel changes, camber of inverse wheel changes. Similarly Do Dion
additionally in this classification.
Advantages
In this type of suspension motion of wheel pair is independent. For the purpose that
whenever there will be any disturbance at wheel not transmit to the other wheel of the
system. Now a days most of the modern vehicles uses independent suspension system for
both rear and front suspension system. One of the main advantage of this suspension system
is better ride and better handling they requires less space, easiest steer-ability and low cost.
Examples of independent suspension system as follows.
In semi dependent type of suspension system the inflexible association between set
of wheel is separated by consistent connection. A bar which can twist and flex giving both
position control of wheel also has consistent. It also have tendency to straight forward
development, but still need scope for plan adoptability. Additional consistent can be given
elastic, hydro elastic springs and purpose of wheel camber for this situation, the same as
body role.
Even though the trailing arm does a good job at smoothing out bumps on a road, it
does not allow for lateral movement, or side sway. When a car negotiates a turn, especially
at highway speed, the car body will roll into the turn and so will the trailing arm. This flaw
will cause the wheels to lean to the outside of the turn, resulting in under-steering. For this
reason, the original rigid trailing arm was dropped by auto makers for the newer semi-
trailing arm.
The semi-trailing arm is almost similar to the trailing arm except the arms on both
aspect of the axle are pivoted at angles between 50 and 70 degrees. Whilst a car is going
right into a flip with the semi-trailing arm, these pivoted angles have a cancelling effect on
each other. Eliminating the under steer. The disadvantage is that when the arm moves up
and down in response to bumps, it adjustments the camber angle to the wheels, that may
result in uneven tire wear. Torsion beam and MacPherson strut suspensions have corrected
this problem.
In this kind of trailing arm, the arm connects to the chassis and axle of the
suspension with the bushing. The bushing is subjected to fatigue load, due to this bushing
can wear out. A professional mechanic can visually examine and the bushing wear out.
CHAPTER 2
LITERATURE REVIEW
Writing literature review is an imperative viewpoint for any task to continue. From
the writing review we come to realize that what are the current advances and later patterns
and advancements in the field of automobiles. In recent years increase in the demand
reduction in the development time has been major challenge faced by automotive
manufacturers to stay competitive in the field
M.M. Rehaman, Z.Husin, M.M Noor, K Kadirgama and R.R Bakar[1] in this
paper author mainly focus on FE based fatigue analysis for life determination of trailing
(lower control) arm of rear suspension system subjected to variable amplitude loading. The
main objective of this paper is to determine the fatigue life of trailing arm of a suspension
system by using strain life approach. FEA stress distribution results and fatigue local strain
approach have been used for determining the fatigue life of the component.
EA Ossa C.C Palacio M.A Paniagua [2] this paper describes the analysis and
research of the causes of unexpected failure of MacPherson strut suspension ball joint. The
main objective of this paper is to find the failure of ball joint either by the use of defective
material or improper design or overloading condition. Here author used different
experimental methods such as fractographic inspection, metallographic inspection and FE
analysis is carried out in the ANSYS. Finally he concluded that the material used is
defective one, improper geometric design and loading condition. They suggested material
proper heat treatment. Author also suggests that increase in dimensions of the ball and
proper geometrical design can be useful for avoiding the failure of the ball joint.
Vijaykumar V Solanki and Prof. N.S Patel [3]. The objective of this paper is to
find the fatigue failure of the suspension arm due to dynamic loadings. In this case author
studied the root causes of the present existing lower arm. Author conducted FE analysis of
present suspension arm, there was more deflection and stresses in arm were found. Thus
the conclusion was drawn to increase the thickness of the chassis point in arm to avoid the
failure.
Abdelhamid Soudi, Mohammad Bouzara Daniel Marceau [4] in this paper author
mainly focus on the weight reduction of components and studied various parameters such
as fatigue, dynamic excitation and geometry of mechanical part. In this material used was
aluminium alloy 7075 for the trailing arm and comparison was made with the existing one
by strain energy method in multiaxial and uniaxial cases. From these tests they found the
critical location of the element and extracted fatigue life. Author suggested a multi-axial
criterion can be used for other components in the automobile to determine the fatigue life.
SK As, BW Tveiten, B Skallerud and B Holme [5] this literature illustrates that
fatigue life of metal depends upon the surface quality of the specimen. In this modern era,
methods to predict the fatigue life of the component by using empirical formula and some
geometrical parameters to determine the endurance limit. But these methods have more
uncertainty. Here author proposed a new method to find the fatigue life, which is known as
surface topography.
MEM EL- SYED [6] this paper discuss a method for fatigue life evaluation of the
spot welded joint beneath variable amplitude loading. They used a relation to determine the
fatigue life of the component, one related to maximum load at nugget and other one is
thickness of metal. He used software based fatigue life evaluation of spot weld compared
with the existing one. He suggested the design changes for better life of the component.
Pinfold and G Calvert [7] this paper illustrates that weight saving of automobile
parts. As we know that automobile parts are manufactured with the steel but now a days
composites are emerging in automotive aerospace industries. In this suspension arm is
manufactures by using composites. The arm is tested experimentally and finite element
analysis is also carried to know the stress distribution. They compared the results with
present steel arm he found the stress and deformation is less in composite arm. In this
overall experimentation good correlation.
Yingkui Gu, Kang Hu and Jing Li [8] for any component any operational fault
exists is mainly because of presence of fault in the component. For determining the
operational failure in the component, it is necessary to collection of large data from the
failure sample to identifying the failure location and describe it with the mathematical
model. In this paper author done research on the connecting rod to identify the failure region
in the component by physical and chemical analysis of failure sample. Authors concluded
that by analysis for it can be provided well optimization for improvement of the connecting
rod structure, as well as material is treated well with heat treatment process. And provide
the scientific basis for the failure exclusion.
Vikas Palve and Gnanendra Roy [9] in this paper authors mainly concentrated
weight reduction, increasing stiffness and other components in automobile. This paper
investigates the finite element analysis of load carrying member to determine the stiffness
and fatigue life of the component. In this they conducted fatigue analysis of load carrying
front fender mounting bracket by two set of simulations. In first set of simulation is carried
out on the metallic bracket and in second set they carried on analysis of plastic bracket of
0.12kg. In analysis they achieved high strength, more load carrying capacity and high
fatigue life in plastic component. Some other benefit of using plastic component is light
weight, high stiffness, low cost and high corrosive resistance.
CHAPTER 3
STATEMENT OF THE PROBLEM
During actual operating condition of the vehicle the more load is transferred to the
trailing arm in the suspension system. The overall weight is acting on the bracket mounting
in the arm. Due to the fact of this failure of bracket may also occurs. This failure is specially
reasons due to presence of bumps or potholes on road. This causes poor drive
uncomfortable to passengers and production of unwanted noise. So it is far important to
focus on the analysis trailing arm in the rear suspension system.
Generate the 3D model of the trailing arm of rear suspension system of existing by
accurate measurement.
Create a finite element model by using ANSA.
Define the boundary conditions.
Carry out the static structural analysis to evaluate stresses.
Design modification of trailing arm bracket by comparing respective analysis.
3.4 Methodology
In this project literature review of trailing arm of rear suspension system used in
automobile was done with the aid of referring journals and supportive files.
Based on application and investigation literature design specifications were arrived.
Geometric modelling of suspension lower (trailing) arm is carried using SolidWorks.
Finite element model was made by utilizing preprocessing software ANSA.
Static and fatigue analysis of trailing arm is conducted in ANSYS.
Detailed methodology is shown in flow chart below.
Flowchart 3. 1 Methodology.
CHAPTER 4
FINITE ELEMENT METHOD
The finite element is a mathematical method for solving ordinary & partial
differential equations, because of its numerical method it has an ability to solve complex
problems which are represented in the form of differential equation.
The finite element method is a tool to solve the boundary value problems and/or
initial value problems of mathematical physics. The geometrical area describing the
engineering discipline field is divided into subdomains is known as finite elements. The
variation of primary variable inside the finite detail is described the usage of piece sensible
nonstop function every element.
The domain or structure is discretised the usage of finite elements is known as mesh
generation. The area of the component is subdivided into regular shapes referred as finite
elements and connecting vertices is called nodes. The variables such as displacement,
temperature and stream function etc. are approximated in finite element method by using
polynomial function. The coefficient of the polynomial are nodal variable which is called
degrees of freedom.
Now in practice one would not like to solve most generalized mathematical model,
because the problem will become almost intractable. So would like to simplify the problem
which is known as simplified mathematical model. As soon as we go from generalized
Solve the global equation: - FE global equation is symmetric and confined. Direct and
iterative methods are used for solution. The nodal values of the sought parameters are
used as result of the solution.
It is very important to select type of problem for the element and to determine the
capabilities for the chosen element kind.
For Example: - One may also need to introduce unique detail kind for which each node can
have different degrees of freedom. (Two DOF for vertex node, 1DOF for mid side node)
The QUAD4 is most commonly used for modelling of plates, shells and membrane.
The QUAD4 can constitute in plane bending and transverse behaviour. The TRIA3
element most usually used for mesh transitions and filling irregular shapes in the
component. As a count of good modelling practice TRAI3 elements must keep away from
the interest for every time. After meshing model has been checked for connectivity. As per
standards, quality of elements has to be maintained. Some of the important quality issues
are warpage, Skewness, max/min length errors and Jacobean etc.
ANSYS
ABAQUS
NASTRAN
PATRON
HYPERMESH
LS DYNA
ANSA
CHAPTER 5
INTRODUCTION TO FATIGUE
Fatigue occurs in the material due to repeatedly applied loads. Many of the failure
in the machine are due to dynamic loads than that of static loads. The failure occurs when
the stress level values is less than the yield strength of the material. Thus by considering
only static failure theories it may lead to improper design, which are unsafe in nature when
loads are acting dynamic.
Figure 5. 1 Failure of truck drive shaft due to corrosion fatigue. (b) End view of failure.
was an unexpected breakage of journals. He concluded that due to fluctuating stress the
material behaves like a brittle material and also material has crystalized. Then there existed
a new phenomenon called dynamic loads from the introduction of steam powered
machinery.
The first investigation were carried by Germen engineer August Wohler to know
about fatigue failure. In 1839 Poncelet used the term fatigue to the following situation, the
failure mechanism is still not known. Due to failure of ductile material in the form of brittle
manner, there was a speculation that the material become tired and in the brittle brittle from
loud oscillation. For the fatigue of material the annual cost was dollar 100 billion in 1982
spent by US economy. These causes was mainly due to prevention of fatigue failure for
ground vehicle, rail vehicles, aircrafts, bridges, cranes, power plant equipment and also
include every house hold items.
Some of the cases studied related to the fatigue failure is listed below.
a. In the year 1954 the first jet aircraft suffered to fetal crashes, it was due to the fuselage
from the pressurized/depressurized cycles of cabin.
b. In 1988 Hawaiian airlines Boeing 737 lost about its one-third of its cabin during flight
it was landed safely with minimum loss of life.
It is one of the oldest mode compared to the other two and it is more often used for
high cycle fatigue application (greater than 103 cycles). It can be applied only when load
amplitude are predictable and consistent over life of the part. As the name indicates it is a
stress based model, which is used to determine a fatigue strength and endurance limit for
the material thus cyclic stresses can be kept below that level and thus failure can be avoided
for required number of cycles.
The design of part is based on material fatigue strength and safety factor. This
approach assumes that stresses and strains everywhere remain same in elastic region. And
there is no local yielding taking place due to initiation of crack. This is easier and more
amount of data of relevant strength are available due to long time use. For certain materials
the S-N approach can be used to design a part for infinite life under cyclic loading.
In the stress life approach model cannot be used when there is initiation of crack
involves yielding. Due to this drawback of stress life approach we will prefer strain life
approach. A strain based model gives an accurate idea of the crack initiation stage. It also
take into account of for cumulative damage such as overloads that will result in favourable
and unfavourable residual stresses to the failure zone also fatigue loading combination and
high temperature can be handled by this approach, since creep effects can be considered.
These are most often used in low cycle fatigue and finite life problems in which cyclic
stresses are large enough to cause local yielding. It is most complicated method compared
to other two methods.
It is one of the best model for crack propagation stage of the process this method is
also applicable to low cycle fatigue and finite life problems. It is often used in combination
CHAPTER 6
The simplified trailing arm / control arm of rear suspension system is used for meshing.
When we import the model to ANSA it contains geometrical errors such as overlapping,
extra hot points, gaps, holes etc. these can be eliminated by using features provided in the
software to improve the quality of mesh, Geometrical model is shown below.
Basically any8geometry has different parameters like points, lines, curves, areas,
surfaces, volumes and solids. But in FEA we have only two entities they are nodes and
elements. Trailing arm consists of tubular segment, plates, gussets, shrubs whose thickness
are uniform. The cross section used is linear so we are using tetrahedral element for
analysis.
Figure 6. 1 FE Model.
In this type of element used is tetrahedral element which has following features,
Order of the element: - as the problem is linear order of the element used is one, which
is first order element used for trailing arm. If problem is complex than higher order
element id used. As the order increases accuracy of the problem increases but
computational time required will be more.
Size of the element: - as we know that FE method is approximate method, the solution
obtained one is not exact one. So accuracy depends on size, as well as number of
element used and type element used.
Based on investigation study of the trailing arm of suspension system, the field of failure
observed at the damper mounting plate of the suspension arm in practical condition.
Therefor identifying the failure region in arm and finite element analysis is carried out, load
acting on damper plate of trailing arm of the plate is shown in below figure.
CHAPTER 7
ANALYTICAL CALCULATIONS
Consider above vehicle for load calculation we use Duygu Guler method.
Numerical data with parameter is given below.
LF 1487.75
Distance from front axle to CG
Consider a vehicle as shown in above figure. The weight acting at the center of the
vehicle can be calculated by using following formulae.
G = mg . (7.1)
The load acting on front and rear wheel can be calculated by using following
equilibrium equations.
LR
GFA = G (7.2)
L
LF
GRA = G . (7.3)
L
The static load on one wheel calculated as follows.
Load acting on one front wheel is
GFA
GFAW = .. (7.4)
2
Load acting on one rear wheel
GRA
GRAW = .. (7.5)
2
The load acting on the front wheel can be calculated by using equation number (7.2)
1217.25
GFA =19570.95 x = 8806.9275 N
2705
Similarly, Load acting on rear wheel is calculated by using equation number (7.3)
1487.75
GRA = 19570.95 x = 10764.0225 N
2705
Load acting on one wheel of front and rear wheel can be calculated by using
equation numbers (4) and (5).
8806.9275
GFA = = 4403.46375 N
2
10764.0225
GRA = = 5382.01125 N
2
From the above we can see the load acting on the one wheel of front wheel and back
wheel is found. The load acting on front wheel is 4403.46375 N and rear one wheel is
5382.01125 N which is almost equal to 5400N. This load is used for static analysis of rear
suspension trailing arm for 1G load condition.
CHAPTER 8
In this structural analysis is carried out steady state or static condition and solution is
independent of time. Assumptions are made as follows,
First FE model static structural analysis is carried out for calculated load, that is 1G
load
Than further calculations are made for 2G and 3G bump loads.
In this result is compared with respect to yield strength of the material.
Deflection observed is neglected.
If the stress level is near or more than the yield strength, fatigue analysis is carried out.
Figure 8. 1 Circular plate with centre hole, uniformly distributed load, Fixed at edges.
2
= K2 Where, K2 = constant
2
P = pressure acting on plate
62.52
= 0.58 x 0.5238 x
2.52
= 189.8946 N/mm2. This is the maximum stress acting on the plate.
Post processing is carried out by using ANSYS v15 software. The response of the
trailing arm in terms of stresses due to loads and boundary conditions are described as
below.
First the static structural analysis of trailing arm is carried out for calculated load.
The stress Results obtained is shown in the above figure. The maximum Von Mises stress
observed in the shock mounting plate is 248.962 MPa for 1G loading. Which is much less
than the yield strength of the material. Design is safe for 1G load, hence 2G bump load is
carried out.
The maximum displacement observed in trailing arm for load case 1 is 0.389019
mm. The displacement is very small. The variation of the displacement is shown in different
colours. The red colour indicates more displacement, which occurs in the shock mounting
bracket.
The maximum displacement observed in trailing arm for load case 2 is 1.06557 mm.
The displacement is very small. The variation of the displacement is shown in different
colours. The red colour indicates more displacement, which occurs in the shock mounting
bracket.
Stress observed in the 3G bump load is much higher than the yield limit of the
material. Hence Fatigue analysis for 3G bump load is carried out.
Failure zone
of the model
Discussion: - In 1G, the force applied is 5400N for that observed stress is 181.85
MPa, which is less than the yield limit, hence next case is carried out. For 2G load case the
load applied twice than the 1G condition in that stress observed is 363.7 MPa. This load is
less than the yield limit of the material. So next case has been carried out. In 3G load
condition the stress observed is 545.717 MPa which crosses the yield limit. So modification
of design is needed.
Static structural analysis is carried out for the modified design for 3G bump load
condition. Fatigue analysis is also carried out for the 3G bump load of modified design for
finding the fatigue life of the component. Analysis is discussed below.
8.7 Static structural analysis for new Design and its results
Boundary conditions are applied to the new design model which is shown in the
figure below.
Discussion: - The maximum stress observed for 3G load condition for trailing arm
of shock mounting bracket is 205.7411 MPa, which lies within the yield limit of the
material. Hence the design is safe. Further fatigue analysis is also carried out for the new
modified design.
From the above figure the maximum deflection observed is 0.40163 mm and
variation of the stresses is shown in the figure.8.18.
8.8.1 Calculations
m= Mean Stress
u= Ultimate Stress
e= Endurance stress
We Know that,
(max min)
a = = 112.41 MPa.
2
R= Stress Ratio
R= min/max= 0.0821
A= a/m=1.179
1
+
= (Nf )
2
= ( )
1
= log( )
3
Where,
a & b =Constants.
= Fatigue Strength
Perform the fatigue analysis, below are the required criteria to meet the design
specifications.
The basis of the Stress-Life method is that the Wohler S-N diagram, shown
schematically for one materials in Figure 8.1. The S-N diagram plots nominal stress
amplitude S versus cycles to failure N. There are varied testing procedures to generate the
specified information for a correct S-N diagram. S-N test information area unit sometimes
displayed on a log-log plot, with the actual S-N line representing the mean of the data from
many tests.
Above figure shows that number of cycles and corresponding stresses. Which is
used for calculations.
The combination of event 1, load 1 and event 2, load 2 produces an alternating stress
intensity of 154.04 N/mm2. Subjected to 0.5 e6 cycles while from the S-N Table, the
maximum number of cycles allowed at that stress intensity is 0.1e7. The partial usage value,
0.5, is the ratio of cycles used/cycles allowed. The Cumulative Fatigue Usage value is sum
of the partial usage factors (Miners rule).
The combination of event 1, load 1 and event 2, load 2 produces an alternating stress
intensity of 212.97 N/mm2. Subjected to 0.5e6 cycles while from the S-N Table, the
maximum number of cycles allowed at that stress intensity is 0.1e7. The partial usage value,
0.5, is the ratio of cycles used/cycles allowed. The Cumulative Fatigue Usage value is sum
of the partial usage factors (Miners rule).
CHAPTER 9
CONCLUSION
In this study, trailing arm of bracket of rear suspension system was designed and
analyzed for static and fatigue analysis for different bump load conditions. The main
objective of this project is work is analyze the static strength and fatigue strength of the
trailing arm bracket under different loading cases.
CHAPTER 10
SCOPE FOR THE FUTURE WORK
The suspension trailing arm made of composite material may be used instead of steel
because of superior mechanical properties over those of conventional material.
This analysis can be carried for dynamic load case.
CHAPTER 11
REFERENCES
[1] Prediction of fatigue life on lower suspension arm subjected to variable amplitude
loading by Z. Husin, M.M. Rahman, K. Kadirgama, M.M. Noor and Rosli A. Bakar.
Universiti Malaysia Pahang. National Conference in Mechanical Engineering Research and
Postgraduate Studies (2 nd NCMER 2010). Tun Abdul Razak Highway, 26600 Pekan,
Kuantan, Pahang, Malaysia
[2] Failure analysis of a car suspension system ball joint .A. Ossa, C.C. Palacio b , M.A.
Paniagua a. Materials Engineering Research Group, Eafit University, Cra. 49 No. 7 sur 50,
Medellin, Colombia
[4] Fatigue Failure Study of the Lower Suspension Vehicle Arm Using a Multiaxial
Criterion of the Strain Energy Density by Abdelhamid Saoudi Mohamed Bouazara
Daniel Marceau.
[5] Fatigue life prediction of machined components using finite element analysis of
surface topology SK As, BW Tveiten, B Skallerud and B Holme. International journal of
fatigue 27 (2005) published on 2nd September 2005.
[6] Fatigue analysis of spot-welded joints under variable amplitude load history by M. E.
M. EL-SAYED GMI Engineering and Management Institute, Flint, MI 48504, U.S.A
Engineering Fracture Mechanics Vol. 55, No. 3, pp. 363--369, 1996
[8] Failure Process and Mechanism Analysis for the Connecting Rod of Diesel Engine
by Y. K. Gu, K. Hu, J. Li, Advanced Materials Research, Vols. 463-464, pp. 1597-1600,
2012. Published by Elsevier ltd.
[9] Vibration Fatigue Analysis of Sheet Metal Fender Mounting Bracket & It's Subsequent
Replacement with Plastic International conference Altair Technology conference by
Vikas Palve and Gnanendra Roy.
[14] Optimization of semi-trailing arm suspension for improving handling and stability of
Passenger car. By Mohesen Kazami, Kouresh H. Shirazi. Proceedings of the Institution of
Mechanical Engineers Part K Journal of Multi-body Dynamics June 2012.
[17] http://www.kineticvehicles.com/ControlArms.html
[18] http://www.indiancarsbikes.in/wp-content/uploads/2013/03/2013-Mahindra