CONCORDIA UNIVERSITY

Department of Mechanical, Industrial and Aerospace Engineering (MIAE)

Submitted to Project Report On

Dr. Chevy Chen, PhD
[email protected] Design and Analysis of Double
Satnam Singh Bhullar
Submitted by
Wishbone Suspension System.
Masters of Engineering, Mechanical
[email protected]
ID: 40XXXX

Davis Chidozie Benson

Masters of Engineering, Mechanical
ID: 400XXXX

Jyoti Parkash Singh

Masters of Engineering, Mechanical
ID: 40XXXX

Date Submitted
Hard Copy 12 April 2019
Soft Copy 12 April 2019
 TABLE OF CONTENTS

1. Abstract

2. Introduction

3. Design Procedure

4. Geometric Modelling of DWB Suspension

5. Design and Improvements

a. Design of Helical Spring and Damper

b. Design of Upper and Lower arms

c. Design of Rim/ Alloy Wheel

d. Design of a Tire

e. Design of a knuckle

f. Design of Disc

6. Analysis, Simulation and Improvements

a. Analysis of Helical Spring

b. Analysis of Upper and Lower Arms

c. Analysis of Alloy wheel

7. Final Design of Double Wishbone Suspension System

8. Exploded view of DWB Suspension System

9. Drawings of all parts

10. Conclusion

11. Future Scope

12. References
1. ABSTARCT uniformly and allowing relative motion between the
vehicle and its tires. The suspension systems were
With the technological progress in every part of the designed in order to separate the vehicle body from
world of physics, there are advancements in uneven and bumpy roads and to maximize the
automobile industry too which are pacing towards contact surface between wheels and the road. Better
the zenith of perfection each day. The automobiles contact of tires with the roadways ensures better
consist of many sections and one of those sections stability of the vehicle under extreme road
is a suspension system. This project is based on conditions with passengers experiencing minimal or
Double-Wishbone (DWB) suspension system which no vibrations and shocks during bumps, braking,
belongs to the independent type of suspension accelerating etc. The optimization of suspension
systems. The role of suspension system is to system involves stepping up its design
maximize the contact surface between the car and specifications until its goal is achieved. Nowadays,
the road which enhances the steering stability and automobiles can have front and rear suspension
handling of the vehicle by evenly distributing the same or different depending on the type of vehicle
weight of vehicle on the tires. The end goal of using and its application [1].
a good suspension system is to provide comfort to
its passengers by absorbing and dampening of Suspension systems are categorized into dependent
vibrations and shocks coming through uneven roads suspension and independent suspension systems.
on the vehicle and its tires.
Dependent Suspension System:
Firstly, a double-wishbone suspension system is
designed using CATIA V5 software by considering In this type of suspension, change in alignment of
a range of operating conditions on which it is going any tire is transmitted to the other wheel through the
to perform. Then, Structural analysis is carried out suspension system as it acts as a rigid beam as well
using ANSYS software by simulation of stresses as the force is also transmitted from one wheel to
and strains on this suspension system with only the other as shown in the figure 1. Mostly,
spring, only damper and spring and damper systems application of this type of suspension system is in
with a factor of safety. Then, the results obtained rear of cars but in the front of heavy trucks. For
through this analysis were used to improve the example, Leaf Spring Suspension, Panhard rod,
design and in the optimum selection of the materials Watt’s Linkage etc. [2]
for suspension system based on the factors such as
material strength, manufacturing cost, weight,
availability etc.

2. INTRODUCTION

Suspension systems have been put into use to

vehicles as early as the horse-drawn carriages were
being used with flexible leaf springs fixed at the
corners of their wheels, to the advanced automobile
world of suspension systems with very complex and
accurate designs. Suspension refers to a system
Figure 1 Schematic of Non - Independent Suspension system.
which includes tires and the air in them, any type of
springs, shock absorbers, linkages and dampers Independent Suspension System:
used which assist to connect a vehicle to its tires
and help to transfer load of its body on all the tires In this type of suspension, movement of wheel in
vertical direction is independent of the other wheel
as shown in figure 2. These suspensions find path, the vehicle body rolls resulting in positive
application mainly in passenger cars and light camber surge on the lightly loaded inner wheel,
trucks as these vehicles provide more space for whereas the heavily loaded outer wheel experience
engine and suspension system because of which a negative camber surge. The two A-arms form a
they have better resistance to steering vibrations and four-bar link mechanism which causes a variation in
shocks. For example, Swing Axle Suspension, the camber angle of the vehicle due to their unequal
Macpherson Strut Suspension, Double Wishbone length when the vehicle rolls, making sure that its
Suspension, Trailing Arm Suspension, Transverse tires have optimum contact with road surface as
Leaf Spring Suspension etc. [3] long as possible. This increases the ultimate
cornering and braking capacity of the vehicle. It
also decreases the wear and tear of the outer edge of
the tire [4].

We select to study double wishbone suspension

system and CAD/CAE packages used are CATIA
and ANSYS.

CATIA which refers to Computer Aided Three-

dimensional Interactive Application - is one of the
most powerful and extensively used CAD
(computer aided design) software worldwide.
CATIA is owned and developed by France
Figure 2 Schematic of Independent Suspension system.
company Dassault Systems.
Out of all the above-mentioned independent CATIA allows the user to create 3D parts, from 2D
suspension systems, this project is based on the sketches, sheetmetal, composites, molded, forged or
Double Wishbone (DWB) Suspension System tooling parts up to the denotation of mechanical
which is mostly used in the passenger cars and in assemblies. The software provides advanced
most of the All-Terrain Vehicles. technologies for mechanical surfacing & BIW
(Body in white) applications. It not only provides
Double Wishbone (DWB) Suspension System
tools to complete product definition, including
This suspension is favorably used in rear wheel functional tolerances but also their kinematics. It is
drive vehicles. It consists of two lateral control arms also used for variety of applications such as tooling
of usually unequal lengths; upper arm and lower design, for both generic tooling and mold & die.
arm referred to as A-arms or wishbones as the shape Especially for Aerospace engineering , an additional
of A-arm is like the wish bone of a turkey. It also module named Aerospace sheetmetal design offers
includes a coil over spring shock absorber. the user to combine the abilities of generative
Geometric and design specification of a double sheetmetal design and generative surface design.[5]
wishbone suspension system and the spring play an
CATIA is used in the aerospace, automotive,
important role in maintaining the stability of the
shipbuilding and other industries to design all types
vehicle under extreme conditions. Usually, the
of rich & complex design. Noteworthy companies
lower arm is longer than the upper arm as it
that use this CAD software of automobile &
provides a negative camber when the suspension
aerospace field are Ford, Hyundai, L&T, Honda [6],
rises and because of this arrangement, sometimes, it
Tata motor, Mahindra, ISRO, Toyota [7] etc. The
also known as Short-Long Arms suspension. So,
Boeing Company used CATIA V5 for the designing
when the vehicle is taking a turn or follows a curvy
of all the 787 series aircrafts with millions of parts 4. Defining the governing equations on which
designed through this software. Also, Canadian the system is going to perform
aircraft making company; “Bombardier Aerospace” 5. Designing Product in CATIA.
uses CATIA V5 for designing of all their aircrafts a. Metal Wire Spring
[8]. b. Wishbones (Upper and lower arms)
c. Knuckle
On the other hand, ANSYS software is owned and d. Disc and Tire
developed by Ansys Inc. which is an American 6. Testing of the system – Using ANSYS –
public company based in Canonsburg, Workbench check the feasibility of the
Pennsylvania. Ansys software is used to design, system.
analyze and simulation of mechanical and other 7. Improve according to the results obtained
type of structures under different parameters. It from the analysis to qualify the
creates simulated computer models of structures, requirements.
electronics, or mechanical components to simulate
their strength, toughness, elasticity, temperature 4. GEOMETRIC MODELLING OF DWB
distribution, electromagnetism, fluid flow etc.
without building test products or conducting crash Suspension system geometry in DWB suspension
tests.[9] system significantly effects the vehicle handling and
ride comfort compared to other systems like
Most of Ansys simulations are performed using the MacPherson and Pendulum systems. Therefore, the
Ansys Workbench software which is one of the effect of geometric parameters of DWB suspension
company's popular products.[10] Usually, in Ansys, system mostly used in off-road vehicles on handling
users break down larger parts of structures into and ride comfort were investigated as shown below
small components which are then modeled and in 𝐹𝑖𝑔𝑢𝑟𝑒 3. Here, 𝑎, 𝑏 𝑎𝑛𝑑 𝑐 are the lengths of
tested individually. It is done firstly by defining the double wishbone suspension links and 𝜃2 , 𝜃3 & 𝜃4
dimensions of an object and then adding parameters are the angular orientation of these links
like weight, pressure, temperature and other respectively. Coupler angle is denoted by α. In the
physical properties. Finally, it simulates and following figure, the suspension system is in a
analyzes movement, fatigue, fractures, fluid flow, dynamic state of equilibrium which means when the
temperature distribution, electromagnetic efficiency arms of DWB suspension system make respective
and other effects over time.[11] initial angles of 𝜃2′ , 𝜃3′ & 𝜃4′ . The camber angle (𝛾)
is defined as 𝜃3′ − 𝜃3 [12].
3. DESIGN PROCEDURE

Designing is done in below mentioned parts.

1. Requirements of the product – these are

generally captured during the market
analysis and feasibility study by the
development team. In this project, we are
capturing few basic requirements of the
suspension system in order to converge the
team to work on that system.
2. Geometric Modelling of the Double
Wishbone Suspension System. Figure 3 DWB Suspension System, geometric
parameters [13]
3. Making the design concept of the model
If the wheel displacement height is known, then, θ3 Referring to above governing equation a geometric
can be calculated as shown below: model was created using Wireframe module in
CATIA V5.
−1
−𝐸 ± √𝐸 2 − 4𝐷𝐹
𝜃3 = 2. tan ( ) , 𝑤ℎ𝑒𝑟𝑒
2𝐷

c 2 − d2 − a2 − b2 d d
D= − + (1 + ) . cos θ3
2ab a b
E = −2. sin θ2

c 2 − d2 − a2 − b2 d d
F= + − (1 − ) . cos θ3
2ab a b

Figure 5 Geometric Model designed using CATIA V5

Wireframe Module

Figure 5 shows the geometric model and the

dimensions are modified accordingly as we moved
on in the Product cycle.

Figure 4 DWB Suspension System, Front and side 5. DESIGN AND IMPROVEMENTS.
views of wheel geometry [14]
I. Helical Spring Design

Parameters and Dimensions

𝐹𝑖𝑔𝑢𝑟𝑒 4 shows the front and side views of given
suspension system for caster angle 𝜑 and steering Diameter of the wire 𝟏𝟐. 𝟓𝟓𝒎𝒎
angle deflection 𝜃. It also shows virtual elongation Mean diameter of the coil 𝟕𝟔. 𝟎𝟎𝒎𝒎
of steering axis cuts the contact surface of tyre with Pitch of coil 𝟏𝟔. 𝟎𝟎𝒎𝒎
the road at points (𝑠𝑎, 𝑠𝑏, −𝑅𝑤) as shown in the
Total number of turns 𝒏𝟏 = 𝟏𝟏
following equations.
Number of active turns 𝒏 = 𝟏𝟎
𝑐𝑜𝑠θ. sinφ Outer diameter of spring coil 𝟖𝟖. 𝟓𝟓𝒎𝒎
𝑠𝑎 =
√𝑐𝑜𝑠 2 φ + 𝑐𝑜𝑠 2 θ. 𝑠𝑖𝑛2 φ Weight of vehicle + passenger 𝟐𝟐. 𝟑𝟔𝒌𝑵
−𝑐𝑜𝑠φ. sinθ Net load (on one suspension) 𝟐. 𝟗𝟒𝟑𝒌𝑵
𝑠𝑏 =
√𝑐𝑜𝑠 2 φ + 𝑐𝑜𝑠 2 θ. 𝑠𝑖𝑛2 φ Mass on shock absorber 𝟑𝟎𝟎. 𝟎𝟎𝒌𝒈
Damping coefficient (assumed) 𝟑𝟓𝟎𝟎
𝑐𝑜𝑠θ. cosφ
𝑅𝑤 = Governing Equations and Notations [15]
√𝑐𝑜𝑠 2 φ + 𝑐𝑜𝑠 2 θ. 𝑠𝑖𝑛2 φ
𝑂𝑢𝑡𝑒𝑟 𝐷𝑖𝑎𝑚𝑒𝑡𝑒𝑟 𝑜𝑓 𝑡ℎ𝑒 𝑐𝑜𝑖𝑙: 𝑫𝟎 = 𝑫 + 𝒅
Above equations can be used to find camber angle
variations, steering angle deviation and tire nscrub 𝑇𝑜𝑡𝑎𝑙 𝑊𝑒𝑖𝑔ℎ𝑡: 𝑾
based on the geometric values of the DWB 𝑇𝑜𝑡𝑎𝑙 𝑀𝑎𝑠𝑠: 𝑴
suspension system [12].
 𝑫 𝑫
𝑆𝑝𝑟𝑖𝑛𝑔 𝐼𝑛𝑑𝑒𝑥: 𝑪 = 𝑻 = 𝑭∗
𝒅 𝟐
𝑆𝑜𝑙𝑖𝑑 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑝𝑟𝑖𝑛𝑔: 𝑳𝒔 = 𝒏𝟏 𝒅 If 𝑑 is the diameter of the spring wire then polar moment
of inertia is,
𝐹𝑟𝑒𝑒 𝑙𝑒𝑛𝑔𝑡ℎ 𝑜𝑓 𝑡ℎ𝑒 𝑠𝑝𝑟𝑖𝑛𝑔: 𝑳𝒇 = 𝒏𝟏 𝑷
𝝅𝒅𝟒
𝑾 𝑰𝒑 =
𝑆𝑝𝑟𝑖𝑛𝑔 𝑆𝑡𝑖𝑓𝑓𝑛𝑒𝑠𝑠: 𝒌 = 𝟑𝟐
𝜹
𝑫 𝒅
When a helical spring is subjected to tensile of 𝑻𝒓 𝑾 ∗ 𝟐 ∗ 𝟐
𝑁𝑜𝑤, 𝝉𝑻 = =
compressive load, shear force and torsion act on wires of 𝑰𝒑 𝝅𝒅𝟒
the spring as shown in 𝐹𝑖𝑔𝑢𝑟𝑒 5. 𝟑𝟐
𝟖𝑾𝑫
𝑆ℎ𝑒𝑎𝑟 𝑠𝑡𝑟𝑒𝑠𝑠 𝑑𝑢𝑒 𝑡𝑜 𝑡𝑜𝑟𝑠𝑖𝑜𝑛: 𝝉𝑻 =
W W 𝝅𝒅𝟑
𝟒𝑾
𝑆ℎ𝑒𝑎𝑟 𝑠𝑡𝑟𝑒𝑠𝑠 𝑖𝑛 𝑤𝑖𝑟𝑒 𝑑𝑢𝑒 𝑡𝑜 𝐿𝑜𝑎𝑑: 𝝉𝑭 =
𝝅𝒅𝟐
𝑀𝑎𝑥 𝑠ℎ𝑒𝑎𝑟 𝑠𝑡𝑟𝑒𝑠𝑠 𝑜𝑛 𝑠𝑝𝑟𝑖𝑛𝑔 𝑤𝑖𝑟𝑒: 𝝉𝒎𝒂𝒙
𝟖𝑾𝑫 𝟒𝑾 𝟖𝑾 𝟎. 𝟓
𝝉𝒎𝒂𝒙 = 𝟑
+ 𝟐
= 𝑲𝒔 𝟑
, 𝑤ℎ𝑒𝑟𝑒, 𝑲𝒔 = 𝟏 +
𝝅𝒅 𝝅𝒅 𝝅𝒅 𝑪

𝐷𝑎𝑚𝑝𝑖𝑛𝑔 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡: 𝑪

𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙 𝐷𝑎𝑚𝑝𝑖𝑛𝑔 𝐶𝑜𝑒𝑓𝑓𝑖𝑐𝑖𝑒𝑛𝑡: 𝑪𝒄 = 𝟐√𝒌 ∗ 𝒎

Figure 6 Helical spring Subjected to tensile and compressive 𝑪

𝐷𝑎𝑚𝑝𝑖𝑛𝑔𝑅𝑎𝑡𝑖𝑜: 𝜺 =
loads.[15] 𝑪𝒄
If we see the cut – sections of the spring wire, which is √𝒌
subjected to tensile and compressive loads, we will come 𝑁𝑎𝑡𝑢𝑟𝑎𝑙 𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦: 𝝎𝒏 =
up with shear stresses arising due to torsion (𝑇) and √𝒎
force (𝐹).
𝐷𝑎𝑚𝑝𝑖𝑛𝑔 𝑓𝑟𝑒𝑞𝑢𝑒𝑛𝑐𝑦: 𝝎𝒅 = 𝝎𝒏 ∗ √𝟏 − 𝜺𝟐

When axial load is applied on a spring, the coil of the

spring is deflected like a shaft. If 𝜽 is the angle of twist
along the wire and 𝜹 is the deflection of spring under the
action of load W along the axis of the coil. Therefore,

W
Figure 7 Shear stresses due to tensile load [15]

Figure 8 Shear stress due to compressive loading [15]

The radius of the spring is, 𝐷/2, where D is the mean

diameter of the spring, the torque acting on the spring is
given by: Figure 9 Schematic of Spring Deflection [15]
Applying Torsion formula: For, 𝜀 > 1: 𝑂𝑣𝑒𝑟 𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚
2 −1)𝑡 2 −1)𝑡
𝑻 𝝉 𝑮𝜽 𝑥 = 𝑒 −𝜀𝜔𝑛 𝑡 [𝐴𝑒 𝜔𝑛 (√𝜀 + 𝐵𝑒 −𝜔𝑛 (√𝜀 ]
= =
𝑱 𝒓 𝒍
Using these governing equations, we will be calculate
𝑫 𝑫 the same for ASTM A227 Spring Steel [16] and
𝑻𝒅𝒔 𝑭 ∗ 𝟐 ∗ 𝟐 ∗ 𝒅𝜷 Beryllium Copper ASTM B 197 [17]. All the
𝒅𝝋 = =
𝑮𝑰𝒑 𝝅𝒅𝟒 calculations are tabulated in Table 1. If we see the
𝑮 ∗ 𝟑𝟐
damping ratio for all the four cases, is below one, which
As shown in above figure the rotation 𝑑𝜑 will cause end signifies that the system design is underdamped and the
of spring 𝑂 to rotate to 𝑂′ oscillations will decrement logarithmically. Logarithmic
decrement is given by below equation and for schematic
𝑂𝑂′ = 𝐼𝑑𝜑, 𝑓𝑟𝑜𝑚 𝑔𝑒𝑜𝑚𝑒𝑡𝑟𝑦
refer figure:
The vertical component of 𝑂𝑂′ is 𝑑𝛿. Therefore,
1 𝑥𝑛
𝐷 𝜗= ln ( )
𝑑𝛿 = 𝐼𝑑𝜑 sin 𝛾 = 𝐼𝑑𝜑 𝑛 𝑥𝑛+1
2𝑙
8𝑊𝐷 2 (𝑑𝛽) 𝐷
𝑑𝛿 =
𝐺𝜋𝑑4 2
2𝜋𝑛
4𝑊𝐷 3 (𝑑𝛽)
𝛿=∫
𝐺𝜋𝑑4
0

𝟖𝑾𝑫𝟑 𝒏
𝑆𝑝𝑟𝑖𝑛𝑔 𝑑𝑒𝑓𝑙𝑒𝑐𝑡𝑖𝑜𝑛: 𝜹 =
𝑮𝒅𝟒

Figure 11 Logarithmic decrement in Underdamped

system

In equation,

𝑥 = 𝐴𝑒 −𝜀𝜔𝑛 𝑡 sin(𝜔𝑑 𝑡 + 𝜙)

Figure 10 Spring Mass Damping System 𝐴𝑒 −𝜀𝜔𝑛 𝑡 , is the amplitude, which decay away
exponentially as shown in above figure.

Now, if we look at the spring mass damping system We can also find out the damped period which is
together the equation of motion is given by. difference between the two adjacent crests on time axis.
Mathematically,
𝑪 𝒌
𝒙̈ + 𝒙̇ + 𝒙 = 𝟎
𝒎 𝒎 1
𝑇𝑑 = 𝑎𝑛𝑑
𝒙̈ + 𝟐𝜺𝝎𝒏 𝒙̇ + 𝝎𝒏 𝟐 𝒙 = 𝟎 𝑓𝑑
𝜀 < 1: 𝑈𝑛𝑑𝑒𝑟𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚 𝝎𝒅 = 2𝜋𝑓𝑑
𝜀 = 1: 𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙𝑙𝑦 𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚
Final Design of Helical spring
𝜀 > 1: 𝑂𝑣𝑒𝑟𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚
For, 𝜀 < 1: 𝑈𝑛𝑑𝑒𝑟 𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚 Considering all the parameters assumed and calculated
in as shown in 𝑇𝑎𝑏𝑙𝑒 1 the helical spring is designed
𝑥 = 𝐴𝑒 −𝜀𝜔𝑛 𝑡 sin(𝜔𝑑 𝑡 + 𝜙) along with five sub assembly components. The Helix in
For, 𝜀 = 1: 𝐶𝑟𝑖𝑡𝑖𝑐𝑎𝑙𝑙𝑦 𝐷𝑎𝑚𝑝𝑒𝑑 𝑠𝑦𝑠𝑡𝑒𝑚 the helical spring is designed using the parametric
𝑥 = 𝑒 −𝜔𝑛 𝑡 (𝐴 + 𝐵𝑡) equation of helix. Figure 11 shows the final design of the
helical spring which will be used as a subassembly in Frictional Force 𝑭𝒇
suspension system.
Coefficient of friction 𝑪𝒇

Force Upright 𝑭𝒖

Horizontal distance between tire &joint 𝒉

Track width 𝒘

Vertical load due to cornering 𝑳𝒄𝒐𝒓𝒏𝒆𝒓𝒊𝒏𝒈

Lateral load transfer 𝑾𝒕𝒍𝒂𝒕

Moment 𝑴

Force on Upper arm 𝑭𝒖𝒂

Force on Lower arm 𝑭𝒍𝒐

Figure 12 Final Design of the helical spring Centrifugal Force 𝑭𝒄

II. Upper – Arm and Lower – Arm Bump Force on Lower arm 𝑩𝒍

Determination of Loading Conditions. Bump Force on Upper arm 𝑩𝒖

In order to perform an analysis on the A arm of our Distance from roll center to wheel center 𝒅
wishbone suspension system, we must first determine Governing Equations
the possible forces that will act on it during its time of
use. These forces include: 1. Braking Force
a ∗ Hcg ∗ m
1. Braking force generated when the brake pedal is Wt long =
applied. 2 ∗ wb
2. Cornering force induced by the angular acceleration of m ∗ Wx
LBraking = ∗ Wt long ∗ g
the vehicle when maneuvering through bends. 2
3. Upright Force i.e. determines the maximum vertical
Ff = LBraking ∗ Cf
force that it can carry.
4. Frictional force Ff
Fu =
5. Bump Force i.e. the force that acts on the A arm due 2
to vibration because of road topography.
M = Fu ∗ h
Parameters and Nomenclature
2. Cornering Force
Length of A – arm upper 𝟎. 𝟑𝟑𝟓𝒎 a ∗ Hcg ∗ m ∗ Wx
Wt lateral =
Length of A – arm lower 𝟎. 𝟒𝟑𝟓𝒎 g∗w
m ∗ Wx
Acceleration 𝒂 Lcornering = ∗ Wt lat ∗ g
2
Centre of gravity height 𝑯𝒄𝒈
Ff = Lcornering ∗ Cf
Wheel Base 𝒘𝒃
Moment due to friction
Fua =
Weight Distribution 𝑾𝒙 Length of A – arm upper

Longitudinal weight transfer 𝑾𝒕𝒍𝒐𝒏𝒈 Moment due to friction

Flo =
Length of A – arm lower
Vertical Load due to braking 𝑳𝑩𝒓𝒂𝒌𝒊𝒏𝒈
3. Centrifugal Force improved from the concept design by comparing it with
the standard tires in the market and has been modified as
m ∗ Wx per the requirement of the system and chosen
Fc = ( ) ∗ velocity 2
2. br parameters.
4. Bump Force

(Fc + LBraking + Lcornering ) ∗ 𝑑

𝑩𝒖 =
Length of A – arm upper

(Fc + LBraking + Lcornering ) ∗ 𝑑

𝑩𝒍 =
Length of A – arm lower

Only 60 % of Bump force is transferred on the upper A –

arm due to the damping designed for our suspension
system. These equations will help us in our analysis and
simulation using ANSYS workbench.
Figure 15 Final Design of Tire for DWB Suspension

Figure 13 Upper Arm of DWB Suspension System

Figure 16 Final Design of Alloy wheel in DWB Suspension
System

V. Design of Knuckle

Knuckle is generally a subassembly part used as a joint

to connect the upper and lower arms of suspension with
tire and chassis. Knuckle also responsible for
transferring of steering direction and loads. This sub
assembly part has been created using sketch based and
dress up features and Boolean operations in Part
Modelling.
Figure 14 Lower Arm of DWB Suspension System

III. Design of a Rim/Alloy Wheel

Tire, is designed using Sketch based features, surface-

based features, Dress up and Transformation features
both in Part modelling and Generative Shape design.

IV. Design of Tire

Tire, is designed using reference of an alloy wheel and

by Top down approach in CATIA. Sketch based
features, surface-based features, dress up and
Transformation features both in Part modelling and Figure 17 Final Design of knuckle
Generative Shape design were used. Design has been
 Chrome Vanadium ASTM A227 Spring Structural Steel Beryllium Copper
Spring Material
Springs Steel Springs Alloy
Modulus of Rigidity 79.30 Gpa 72.00 Gpa 76.92 Gpa 86.00 Gpa

Spring Index 6.06 6.06 6.06 6.06

Deflection of Spring 52.538 mm 57.865 mm 54.164 mm 48.445 mm

Spring Stiffness 56.017 N/mm 50.860 N/mm 54.335 N/mm 60.749 N/mm

Maximum shear stress 312.08 N/mm2 312.08 N/mm2 312.08 N/mm2 312.08 N/mm2

Natural Frequency 13.66 Hz 13.02 Hz 13.46 Hz 14.23 Hz

Critical Damping
8198.78 N-s/m 7812.30 N-s/m 8074.81 N-s/m 8538.11 N-s/m
coefficient
Damping Ratio 0.42689 0.44801 0.43345 0.40993

Damping frequency 12.36 Hz 11.64 Hz 12.13 Hz 12.98 Hz

Table 1 Calculations of Spring Parameters

6. ANALYSIS, SIMULATIONS AND IMPROVEMENTS:

For the Analysis of the components, all the boundary conditions are calculated using the governing equation discussed in
previous sections. In Helical Spring the Bearing load is acting on the end connected to the lower arm and because of the
viscous damping the pressure is acting on the opposite direction to that of bearing load. Similarly, for Upper and Lower
arms the Bump and Corner forces are applied in order to do the simulation.

I. Analysis of Helical Spring

Simulation Results with ASTM 227 Spring Steel: We first carried out the combined simulation of Equivalent strain
distribution, Deflection/ Deformation and Equivalent von Mises stress distribution using ASTM 227 spring steel material.
The results are shown below:

Figure 18 Simulation results for ASTM 227 Spring Steel

Simulation Results with Chrome Vanadium spring: Next, we ran simulation of Equivalent strain distribution,
Deflection/ Deformation and Equivalent von Mises stress distribution using Chrome Vanadium spring material. The
results are shown below:

Figure 19 Simulation results of Chrome vanadium Springs

Simulation Results with Beryllium Copper Alloy spring: Next, we ran simulation of Equivalent strain distribution,
Deflection/ Deformation and Equivalent von Mises stress distribution using Beryllium Copper Alloy spring material. The
results are shown below:

Figure 20 Simulation of Beryllium Copper Alloys

Simulation Results with Structural Steel: Next, we ran simulation of Equivalent strain distribution, Deflection/
Deformation and Equivalent von Mises stress distribution using Structural Steel. The results are shown below:

Figure 21 Simulation Results of Structural Steel

II. Analysis of Upper and Lower Arm

Simulation Result with AISI 1018: We first carried out the combined simulation of Equivalent strain distribution,
Deflection/ Deformation and Equivalent Von Mises stress distribution using AISI 1018 material. The results are shown
below:

Figure 22 Simulation results using AISI 1018 - Upper Arm

 Figure 23 Simulations results using AIS 1018 - Lower Arm

Simulation Result with AISI 1040: We first carried out the combined simulation of Equivalent strain distribution,
Deflection/ Deformation and Equivalent Von Mises stress distribution using AISI 1040 material. The results are shown
below:

Figure 24 Simulation using AISI 1040 - Upper Arm

Figure 25 Simulation results using AISI 1040 - Lower Arm

Simulation Result with Structural Steel: We first carried out the combined simulation of Equivalent strain distribution,
Deflection/ Deformation and Equivalent von Mises stress distribution using AISI 1040 material. The results are shown
below:

Figure 26 Simulation using Structural Steel - Upper Arm

Figure 27 Simulation results using Structural steel - Lower Arm

Helical Spring Material Analysis

Material Total Deformation Equivalent Strain Equivalent Stresses Conclusion
ASTM 227 Spring 0.0296 𝑚 0.0040366 6.879 ∗ 108 𝑃𝑎 Chrome Vanadium is
Chrome Vanadium 0.0026766 𝑚 0.00034846 6.526 ∗ 108 𝑃𝑎 selected because of
Beryllium Copper 0.024786 𝑚 0.0033573 6.828 ∗ 108 𝑃𝑎 least deformation and
Structural Steel 0.027701 𝑚 0.0037374 6.853 ∗ 108 𝑃𝑎 strain
Upper Arm Material Analysis
AISI – 1018 0.032057 𝑚 0.0059988 1.226 ∗ 109 𝑃𝑎 AISI-1040 is selected
AISI – 1040 0.031370 𝑚 0.0058628 1.228 ∗ 109 𝑃𝑎 because of least
Structural Steel 0.032816 𝑚 0.0061446 1.225 ∗ 109 𝑃𝑎 deformation & strain
Lower Arm Material Analysis
AISI – 1018 0.062554 𝑚 0.0070674 1.448 ∗ 109 𝑃𝑎 AISI-1040 is selected
AISI – 1040 0.061137 𝑚 0.0069054 1.450 ∗ 109 𝑃𝑎 because of least
Structural Steel 0.064077 𝑚 0.0072405 1.448 ∗ 109 𝑃𝑎 deformation & strain
III. Analysis of Alloy Wheel

Simulation Result with Magnesium Alloy: We first carried out the combined simulation of Equivalent strain
distribution, Deflection/ Deformation and Equivalent Von Mises stress distribution using Magnesium alloy. The results
are shown below:

Figure 28 Simulation results of alloy wheel without ribs - Material Magnesium alloy – Design 1

Figure 29 Simulation results of Alloy wheel after adding ribs - Material Magnesium Alloy – Design 2

Alloy Wheel Design Analysis

Total Deformation Equivalent Strain Equivalent Stresses Conclusion
−5 0.0004013 7
Design 1 1.0705 ∗ 10 𝑚 1.3201 ∗ 10 𝑃𝑎 Design is improved by
−6 0.0002484 6
Design 2 7.1282 ∗ 10 𝑚 7.6443 ∗ 10 𝑃𝑎 adding ribs
During the simulation, it was observed that deformation in alloy wheel be reduced by providing ribs to rim in designing
and that way the load will be uniformly distributed and consequently, we will have less deformation than previous design.
7. FINAL DESIGN DWB SUSPENSION SYSTEM

8. EXPLODED OF DWB SUSPENSION SYSTEM

9. DRAWINGS OF ALL PARTS AND PRODUCTS
10. CONCLUSIONS 5. Mecanica Solutions Inc. (2018). CATIA |
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6. "Honda using CATIA" (PDF). 3ds.com.
learned how various products; can be optimized in
Retrieved 9 March, 2019.
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