DESIGN EVALUATION OF A FOUR WHEELER SUSPENSION...

DESIGN EVALUATION OF A FOUR WHEELER SUSPENSION SYSTEM FOR

VARIABLE LOAD CONDITIONS

1Kiran Sunkara,

2Dr. Muchakala Suresh

1PG Scholar, Gokula Krishna College of Engineering, Sullurpeta, SPSR Nellore, Andhra Pradesh, India.

2Principal, Gokula Krishna College of Engineering, Sullurpeta, SPSR Nellore, Andhra Pradesh, India.

Abstract:

A suspension system or shock absorber is a

mechanical device designed to smooth out or

damp shock impulse, and dissipate kinetic

energy. The shock absorbers duty is to absorb

or dissipate energy. In a vehicle, it reduces the

effect of travelling over rough ground, leading

to improved ride quality, and increase in

comfort due to substantially reduced amplitude

of disturbances. The design of spring in

suspension system is very important. In this

project a shock absorber is designed and a 3D

model is created using CATIA. The model is

also changed by changing the thickness of the

spring. Structural analysis and modal analysis

are done on the shock absorber by varying

material for spring, Spring Steel and Analysis

is done for frame using four materials alloy

steel, aluminum alloy A360, magnesium and

carbon fiber reinforced polymer to verify the

best material. The analysis is done by

considering loads, bike weight, single person

and 2 persons. Structural analysis is done to

validate the strength and modal analysis is

done to determine the displacements for

different frequencies for number of modes.

I.INTRODUCTION

Suspension is the term given to the

system of springs, shock absorbers and

linkages that interfaces a vehicle to its wheels.

Suspension systems fill a double need adding

to the vehicle's street holding/taking care of

and braking for good dynamic wellbeing and

driving joy, and keeping vehicle inhabitants

agreeable and sensibly very much confined

from street commotion, knocks, and

vibrations, and so on. These objectives are

commonly at chances, so the tuning of

suspensions includes finding the correct trade

off. It is significant for the suspension to keep

the street wheel in contact with the street

surface however much as could reasonably be

expected, on the grounds that every one of the

powers following up on the vehicle do as such

through the contact patches of the tires. The

suspension additionally secures the vehicle

itself and any payload or gear from harm and

wear.

II.BACKGROUND

Customarily car suspension structures

have been a trade off between the three

clashing criteria of street holding, load

conveying and traveler comfort. The

suspension system must help the vehicle, give

directional control during taking care of moves

and give compelling segregation of

travelers/payload from street unsettling

influences. Great ride comfort requires a

delicate suspension, while lack of care toward

applied burdens requires hardened suspension.

Great taking care of requires a suspension

setting somewhere close to the two. Because

of these clashing requests, suspension

configuration has must be something of a trade

off, generally controlled by the kind of

utilization for which the vehicle was planned.

Dynamic suspensions are viewed as a method

for expanding the opportunity one needs to

determine autonomously the attributes of

burden conveying, taking care of and ride

quality.

A latent suspension system can store vitality

through a spring and to disperse it by means of

a damper. Its parameters are commonly fixed,

being picked to accomplish a specific degree

of bargain between street holding, load

conveying and solace.

A functioning suspension system can store,

disseminate and to acquaint vitality with the

IAETSD JOURNAL FOR ADVANCED RESEARCH IN APPLIED SCIENCES

Volume VI, Issue XII, December/2019

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system. It might change its parameters relying

on working conditions and can have

information other than the swagger redirection

the inactive system is constrained to.

High bandwidth systems

In a high bandwidth (or ``fully active'')

suspension system we generally consider an

actuator connected between the sprung and

unsprung masses of the vehicle. A fully active

system aims to control the suspension over the

full bandwidth of the system. In particular, this

means that we aim to improve the suspension

response around both the ``rattle-space''

frequency (10-12 Hz) and ``tyre-hop''

frequency (3-4Hz). The terms rattle-space and

tyre-hop may be regarded as resonant

frequencies of the system. A fully active

system will consume a significant amount of

power and will require actuators with a

relatively wide bandwidth. T

Low bandwidth systems

Also known as slow-active or band-limited

systems. In this class the actuator will be

placed in series with a road spring and/or a

damper. A low bandwidth system aims to

control the suspension over the lower

frequency range, and specifically around the

rattle space frequency. At higher frequencies

the actuator effectively locks-up and hence the

wheel-hop motion is controlled passively.

With these systems we can achieve a

significant reduction in body roll and pitch

during manoeuvres such as cornering and

braking, with lower energy consumption than

a high bandwidth system.

Preview Systems

These aim to increase the bandwidth of a

band-limited system by using feed-forward or

knowledge of future road inputs. Some

systems [Foag 89] aim to measure road

disturbances ahead of the car (using perhaps a

laser system [Prem 87]), and then use both

standard feedback control and feed-forward

from the sensor to achieve a superior response.

aim to use the information available from the

front strut deflection to improve the

performance of the rear suspension.

Current Technology and Applications

Active suspension systems that have been

successfully implemented include the high

profile examples found on Formula One racing

cars. Most major motor manufacturers are

researching there own systems and some are

near to fruition. These include Jaguar,

Mercedes Benz , and Toyota to name but

three.

Formula one cars represent the extreme of

active suspension implementation, being fully

active systems using high bandwidth

aerospace specification components. For wide

spread commercial use much cheaper actuators

and control valves must be used, and so semi-

active or low bandwidth systems are the norm

here. The oleo-pneumatic actuator is a popular

choice , giving both a low frequency active

element and a high frequency passive element

in one unit.

Fig 1: Suspension system in Four-wheeler

Ancient military engineers used leaf

springs in the form of bows to power their

siege engines, with little success at first. The

use of leaf springs in catapults was later

refined and made to work years later. Springs

were not only made of metal, a sturdy tree

branch could be used as a spring, such as with

a bow.

By the early 19th century, most British

horse carriages were equipped with springs;

wooden springs in the case of light one-horse

vehicles to avoid taxation, and steel springs in

larger vehicles. These were made of low-

carbon steel and usually took the form of

multiple layer leaf springs.

The British steel springs were not well suited

for use on America's rough roads of the time,



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and could even cause coaches to collapse if

cornered too fast. In the 1820s, the Abbot

Downing Company of Concord, New

Hampshire re-discovered the antique system

whereby the bodies of stagecoaches were

supported on leather straps called

"thoroughbraces", which gave a swinging

motion instead of the jolting up and down of a

spring suspension (the stagecoach itself was

sometimes called a "thoroughbrace").

Automobiles were initially developed as self-

propelled versions of horse drawn vehicles.

However, horse drawn vehicles had been

designed for relatively slow speeds and their

suspension was not well suited to the higher

speeds permitted by the internal combustion

engine.

In 1901 Mors of Paris first fitted an

automobile with shock absorbers. With the

advantage of a dampened suspension system

on his 'Mors Machine', Henri Fournier won the

prestigious Paris-to-Berlin race on the 20th of

June 1901. Fournier's superior time was 11 hrs

46 min 10 sec, while the best competitor was

Léonce Girardot in a Panhard with a time of

12 hrs 15 min 40 sec.[3]

III.DESIGN OF SUSPENSION SYSTEM

USING CATIA:

The main modules are:

Sketcher

Part Design

Assembly

Wireframe and Surface Design

Sheet metal design

Drafting

a.MODELLING OF SUSPENSION

SYSTEM

Fig 2: 2D Modeling of Helix Spring

Fig 3: Sketching of Suspension system

Fig 4:3D Model developed using CATIA V5

Fig 5: Part Design of Suspension spring

Fig 6: Part Design of Shock Absorber



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Fig 7: Part Design of Shock Absorber

Fig 8: Part Design of Shock Absorber Bush

Fig 9: Part Assembly of Shock Absorber

Fig 10: Model of Assembled Shock Absorber

IV.ANALYSIS OF FOUR WHEELER

SUSPENSION SYSTEM USING ANSYS:

A. Material Data: Structural steel

Fig 11: Total deformation (1000N)

B. Material Data: Stainless steel


C. Material Data: Beryllium Copper


V.RESULT ANALYSIS:

a.MODEL A4:

Units



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TABLE 1

Unit System Metric (mm, kg, N, s, mV,

am) Degrees rad/s Celsius

Angle Degrees

Rotational

Velocity rad/s

Temperature Celsius

Model (A4)

Mesh

TABLE 2

Model (A4) > Mesh

Object Name Mesh

State Solved

Defaults

Physics Preference Mechanical

Relevance 0

Sizing

Use Advanced Size

Function Off

Relevance Center Coarse

Element Size Default

Initial Size Seed Active Assembly

Smoothing Medium

Transition Fast

Span Angle Center Coarse

Minimum Edge Length 0.700050 mm

Inflation

Use Automatic Inflation None

Inflation Option Smooth Transition

Transition Ratio 0.272

Maximum Layers 5

Growth Rate 1.2

Inflation Algorithm Pre

View Advanced Options No

Patch Conforming Options

Triangle Surface Mesher Program Controlled

Advanced

Shape Checking Standard

Mechanical

Element Midside Nodes Program Controlled

Straight Sided Elements No

Number of Retries Default (4)

Extra Retries For

Assembly Yes

Rigid Body Behavior Dimensionally

Reduced

Mesh Morphing Disabled

Defeaturing

Pinch Tolerance Please Define

Generate Pinch on

Refresh No

Automatic Mesh Based

Defeaturing On

Defeaturing Tolerance Default

Statistics

Nodes 23790

Elements 11580

Mesh Metric None

Static Structural (A5)

TABLE 3

Model (A4) > Static Structural (A5) > Loads

Object Name Fixed

Support Force

State Fully Defined

Scope

Scoping

Method Geometry Selection

Geometry 2 Faces

Definition

Type Fixed

Support Force

Suppressed No

Define By Components

Coordinate

System

Global Coordinate

System

X Component 0. N (ramped)

Y Component 0. N (ramped)

Z Component -1500. N (ramped)



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Model (A4) > Static Structural (A5) > Force

TABLE 4

Model (A4) > Static Structural (A5) >

Solution (A6) > Results

Object

Name

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t Stress

State Solved

Scope

Scoping


Geometry All Bodies

Definition

Type

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t (von-

Mises)

Stress

By Time

Display

Time Last

Calculate

Time

History

Yes

Identifier

Suppresse

d No

Results

Minimum 0. mm

4.1464e-

007

mm/mm

4.1744e-

002 Mpa

Maximum 21.142 mm

2.1672e-

002

mm/mm

3900.8

Mpa

Minimum

Occurs On Solid

Maximum

Occurs On Solid

Information

Time 1. s

Load Step 1

Substep 1

Iteration

Number 1

Integration Point Results

Display

Option Averaged

Material Data: Stainless Steel

TABLE 5

Stainless Steel > Constants

Density 7.75e-006 kg mm^-

3

Coefficient of Thermal

Expansion 1.7e-005 C^-1

Specific Heat 4.8e+005 Mj kg^-1

C^-1

Thermal Conductivity 1.51e-002 W mm^-

1 C^-1

Resistivity 7.7e-004 ohm mm

TABLE 6

Stainless Steel > Compressive Ultimate

Strength

Compressive Ultimate Strength Mpa

0

TABLE 7

Stainless Steel > Compressive Yield

Strength

Compressive Yield Strength Mpa

207

TABLE 8

Stainless Steel > Tensile Yield Strength

Tensile Yield Strength Mpa

207

TABLE 9

Stainless Steel > Tensile Ultimate Strength

Tensile Ultimate Strength Mpa

586



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TABLE 10

Stainless Steel > Isotropic Secant

Coefficient of Thermal Expansion

Reference Temperature C

22

TABLE 11

Stainless Steel > Isotropic Elasticity

Temperat

ure C

Young’

s

Modulu

s Mpa

Poisso

n’s

Ratio

Bulk

Modulus

Mpa

Shear

Modul

us

Mpa

1.93e+0

05 0.31

1.693e+0

05 73664

TABLE 12

Stainless Steel > Isotropic Relative

Permeability

Relative Permeability

1

b.MODEL B4:

Mesh Analysis:

TABLE 13

Model (B4) > Mesh

Object Name Mesh

State Solved

Defaults


Relevance 0

Sizing

Use Advanced Size

Function Off




Smoothing Medium

Transition Fast



Inflation




Maximum Layers 5

Growth Rate 1.2





Advanced


Mechanical




Extra Retries For

Assembly Yes


Reduced


Defeaturing


Generate Pinch on

Refresh No


Defeaturing On


Statistics

Nodes 23790

Elements 11580

Mesh Metric None

Static Structural (B5)

TABLE 14

Model (B4) > Static Structural (B5) > Loads

Object Name Fixed

Support Force

State Fully Defined

Scope

Scoping


Geometry 2 Faces

Definition

Type Fixed

Support Force

Suppressed No


Coordinate

System

Global Coordinate

System



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Model (B4) > Static Structural (B5) > Force

Solution (B6)

TABLE 15

Model (B4) > Static Structural (B5) >

Solution

Object Name Solution (B6)

State Solved

Adaptive Mesh Refinement

Max Refinement Loops 1.

Refinement Depth 2.

Information

Status Done

TABLE 16


Solution (B6) > Solution Information

Object Name Solution

Information

State Solved

Solution Information

Solution Output Solver Output

Newton-Raphson

Residuals 0

Update Interval 2.5 s

Display Points All

FE Connection Visibility

Activate Visibility Yes

Display All FE Connectors

Draw Connections

Attached To All Nodes

Line Color Connection Type

Visible on Results No

Line Thickness Single

Display Type Lines

TABLE 17


Solution (B6) > Results

Object

Name

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t Stress

State Solved

Scope

Scoping


Geometry All Bodies

Definition

Type

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t (von-

Mises)

Stress

By Time

Display

Time Last

Calculate

Time

History

Yes

Identifier

Suppresse

d No

Results

Minimum 0. mm

3.6542e-

007

mm/mm

3.4822e-

002 MPa

Maximum 85.264 mm

1.5751e-

002

mm/mm

2841.2

MPa

Minimum

Occurs On Solid

Maximum

Occurs On Solid

Information

Time 1. s

Load Step 1

Substep 1

Iteration

Number 1



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Display

Option Averaged

Material Data: Structural Steel

TABLE 18

Structural Steel > Constants

Density 7.85e-006 kg mm^-

3

Coefficient of Thermal

Expansion 1.2e-005 C^-1

Specific Heat 4.34e+005 mJ kg^-

1 C^-1

Thermal Conductivity 6.05e-002 W mm^-

1 C^-1

Resistivity 1.7e-004 ohm mm

TABLE 19

Structural Steel > Compressive Ultimate

Strength

Compressive Ultimate Strength MPa

0

TABLE 20

Structural Steel > Compressive Yield

Strength

Compressive Yield Strength MPa

250

TABLE 21

Structural Steel > Tensile Yield Strength

Tensile Yield Strength MPa

250

TABLE 22

Structural Steel > Tensile Ultimate Strength

Tensile Ultimate Strength MPa

460

TABLE 23

Structural Steel > Isotropic Secant

Coefficient of Thermal Expansion

Reference Temperature C

22

TABLE 24

Structural Steel > Alternating Stress Mean

Stress

Alternating Stress

MPa Cycles

Mean Stress

MPa

3999 10 0

2827 20 0

1896 50 0

1413 100 0

1069 200 0

441 2000 0

262 10000 0

214 20000 0

138 1.e+005 0

114 2.e+005 0

86.2 1.e+006 0

TABLE 25

Structural Steel > Strain-Life Parameters

Strengt

h

Coeffi

cient

MPa

Stren

gth

Expo

nent

Ductili

ty

Coeffi

cient

Ductil

ity

Expo

nent

Cyclic

Strengt

h

Coeffi

cient

MPa

Cyclic

Strain

Harde

ning

Expon

ent

920 -

0.106 0.213 -0.47 1000 0.2

TABLE 26

Structural Steel > Isotropic Elasticity

Temperat

ure C

Young

's

Modul

us

MPa

Poisso

n's

Ratio

Bulk

Modulus

MPa

Shear

Modul

us

MPa

2.e+00

5 0.3

1.6667e+

005 76923

TABLE 27

Structural Steel > Isotropic Relative

Permeability

Relative Permeability

10000

Material Data

o BERYLLIUM COPPER

Mesh



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TABLE 28

Model (C4) > Mesh

Object Name Mesh

State Solved

Defaults


Relevance 0

Sizing

Use Advanced Size

Function Off




Smoothing Medium

Transition Fast



Inflation




Maximum Layers 5

Growth Rate 1.2





Advanced


Mechanical




Extra Retries For

Assembly Yes


Reduced


Defeaturing


Generate Pinch on

Refresh No


Defeaturing On


Statistics

Nodes 23790

Elements 11580

Mesh Metric None

Static Structural (C5)

TABLE 29

Model (C4) > Analysis

Object Name Static Structural

(C5)

State Solved

Definition

Physics Type Structural

Analysis Type Static Structural

Solver Target Mechanical APDL

Options

Environment

Temperature 22. °C

Generate Input Only No

TABLE 30

Model (C4) > Static Structural (C5) >

Analysis Settings

Object

Name Analysis Settings

State Fully Defined

Step Controls

Number

Of Steps 1.

Current

Step

Number

1.

Step End

Time 1. s

Auto

Time

Stepping

Program Controlled

Solver Controls

Solver

Type Program Controlled

Weak

Springs Program Controlled

Large

Deflecti

on

Off

Inertia Off



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Relief

Restart Controls

Generate

Restart

Points

Program Controlled

Retain

Files

After

Full

Solve

No

Nonlinear Controls

Force

Converg

ence

Program Controlled

Moment

Converg

ence

Program Controlled

Displace

ment

Converg

ence

Program Controlled

Rotation

Converg

ence

Program Controlled

Line

Search Program Controlled

Stabiliza

tion Off

Output Controls

Stress Yes

Strain Yes

Nodal

Forces No

Contact

Miscella

neous

No

General

Miscella

neous

No

Store

Results

At

All Time Points

Max

Number

of Result

Sets

Program Controlled

Analysis Data Management

Solver

Files

Director

y

C:\Users\SANDEEP\Desktop\KRA

NTHI\SUSPENSION

SYSTEM_files\dp0\SYS-2\MECH\

Future

Analysis None

Scratch

Solver

Files

Director

y

Save

MAPDL

db

No

Delete

Unneede

d Files

Yes

Nonlinea

r

Solution

No

Solver

Units Active System

Solver

Unit

System

nmm

TABLE 31

Model (C4) > Static Structural (C5) > Loads

Object Name Fixed

Support Force

State Fully Defined

Scope

Scoping


Geometry 2 Faces

Definition

Type Fixed

Support Force

Suppressed No


Coordinate

System

Global Coordinate

System






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Model (C4) > Static Structural (C5) > Force

Solution (C6)

TABLE 32


Solution

Object Name Solution (C6)

State Solved

Adaptive Mesh Refinement

Max Refinement Loops 1.

Refinement Depth 2.

Information

Status Done

TABLE 33


Solution (C6) > Solution Information

Object Name Solution

Information

State Solved

Solution Information

Solution Output Solver Output

Newton-Raphson

Residuals 0

Update Interval 2.5 s

Display Points All

FE Connection Visibility

Activate Visibility Yes

Display All FE Connectors

Draw Connections

Attached To All Nodes

Line Color Connection Type

Visible on Results No

Line Thickness Single

Display Type Lines


Solution (C6) > Results

Object

Name

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t Stress

State Solved

Scope

Scoping


Geometry All Bodies

Definition

Type

Total

Deformatio

n

Equivalen

t Elastic

Strain

Equivalen

t (von-

Mises)

Stress

By Time

Display

Time Last

Calculate

Time

History

Yes

Identifier

Suppresse

d No

Results

Minimum 0. mm

2.4065e-

007

mm/mm

3.7954e-

002 MPa

Maximum 60.406 mm

1.127e-

002

mm/mm

2847.2

MPa

Minimum

Occurs On Solid

Maximum

Occurs On Solid

Information

Time 1. s

Load Step 1

Substep 1

Iteration

Number 1


Display

Option Averaged

Material Data: BERYLLIUM COPPEP



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TABLE 34

BERYLLIUM COPPEP > Constants

Density 1.85e-015 kg mm^-3

TABLE 35

BERYLLIUM COPPEP > Isotropic

Elasticity

Tempera

ture C

Young

's

Modul

us

MPa

Poisso

n's

Ratio

Bulk

Modulus

MPa

Shear

Modulus

MPa

2.8e+0

05 0.285

2.1705e+

005

1.0895e+

005

VI.CONCLUSION

In our project we have designed a

shock absorber uses in a car. We have

modeled the shock absorber by using 3D

parametric software CATIA. While the design

and manufacture of a new set of dampers is

technically feasible, further Design work must

first be undertaken. If a team were to

manufacture a set, I would advise the

manufacture of a piston and a test rig initially,

such that the numerical model can be

calibrated to the actual design. From here,

alterations can be made prior to manufacturing

an entire unit. Also, without dependable data

acquisition, numerical modelling of the

vehicles behaviour serves as an engineering

approximation and a starting point for vehicle

setup. Consistent driving and lap times will

provide the means of car setup from there.

Suspension design is so critical to the

performance of any racing vehicle, that its

parameters drive the design of most others.

This requires the component designs to be

finalized early in the design phase. As damper

performance is critical to the transient balance

of the car, the dampers characteristics and

quality must be known before it can be

included in the design. I would recommend

that if this were to be undertaken that

provision be made to run other dampers in the

case that problems occur, such that the

schedule of the project is not delayed.

REFERENCES

[1]. Machine design by r.s. khurmi

[2]. Psg, 2008.”design data,” kalaikathir

achchagam publishers, coimbatore, india

[3]. Intelligent Systems”: A Comparative

StudyHindawi Publishing Corporation

Applied Computational Intelligence and

Soft Computing Volume 2011, Article ID

183764, 18 pages.

[4]. Abbas Fadhel Ibraheem, Saad Kareem

Shather & Kasim A. Khalaf, “Prediction of

Cutting Forces by using Machine

Parameters in end Milling Process”,

Eng.&Tech. Vol.26.No.11, 2008.

[5]. S. Abainia, M. Bey, N. Moussaoui and

S. Gouasmia.” Prediction of Milling

Forces by Integrating a Geometric and a

Mechanistic Model”, Proceedings of the

World Congress on Engineering 2012 Vol

III WCE 2012, July 4 - 6, 2012, London,

U.K.

[6]. Md. Anayet u patwari, a.k.m. nurul

amin, waleed f. Faris, „prediction of

tangential cutting force in end milling of

Medium carbon steel by coupling design

of experiment and Response surface

methodology‟. Journal of mechanical

engineering, vol. Me 40, no. 2, December

2009 Transaction of the mech. Eng. Div.,

the institution of engineers, Bangladesh.

[7]. Smaoui, M.; Bouaziz,z. &Zghal,A.,

„Simulation of cutting forces for complex

surfaces in Ball-End milling‟, Int j simul

model 7(2008) 2,93-105.



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