NOVATEUR PUBLICATIONS

International Journal of Research Publications in Engineering and Technology [IJRPET]

ISSN: 2454-7875
VOLUME 3, ISSUE 3, March-2017
DESIGN ANALYSIS OF LOWER CONTROL ARM OF MAC PHERSON
SUSPENSION SYSTEM
MR.SWAPNIL S. KHODE
Student Dept. of Mechanical, Dr. D. Y. Patil School of Engineering, Lohagaon Pune, India, [email protected]

PROF. AMOL B. GAIKWAD

Dept. of Mechanical, Dr. D. Y. Patil School of Engineering, Lohagaon Pune, India, [email protected]

ABSTRACT: surface irregularities .Semi rigid suspensions system

The most important component in vehicle is shows intermediate characteristics between the other
suspension system, which directly affects the safety, two categories [2].
performance and noise level. Suspension arm is one
of the most important components in the suspension
system. It is fitted in various types of the suspensions
like Macpherson, wishbone or double wishbone
suspensions. The lower control arm is a wishbone-
shaped metal strut that attaches the wheel to the
vehicle's frame. In order to determine the
deformation and stress distribution in the current
design, the finite element analysis is carried out. The
baseline model of the lower control arm is created
by using solid modeling software viz. CATIA. ANSYS
Workbench is used for Finite Element Analysis This
study deals with Finite Element Analysis of the
Lower control arm of Mac-pherson suspension
system.
KEYWORDS: LCA, FEA, Mac-pherson.

INTRODUCTION: Fig. 1 Classification of Wheeled Suspension

Vehicle suspension system fulfils various
purposes. It provides a vertical obedient element A. PROBLEM DEFINITION:
between un-sprung and sprung mass in order to The design of a suspension system is very
maintain contact between ground and wheel, by important. When the vehicle passes on road, it exhibits
reducing the sprung mass motion. It maintain proper the impact loads. We experience the sudden motion
attitude of the vehicle during various operating along with the vehicle; it is very uncomforted to the
conditions like braking, cornering, accelerating. It also passengers. The design of a suspension system comes
road holding and steering characteristics. Overall into the picture under this scenario’s.
performance of suspension system is limits on maximum There is absence of balance rod in recent
suspension travel, transmissibility of forces, road modified Indian light commercial vehicle, which is part
holding, minimum weight and cost[1]. There are three of suspension system. Balance rod act as a supportive
different types of suspensions namely: Dependent (Rigid member for lower control arm of suspension system.
Axle), independent and semi-independent suspensions. Due to absence of balance rod maximum stresses are
In the independent suspension system, there are no transferred to lower control arm.
linkages between two hubs of same axle and it allows
each wheel to move vertically without affecting the B. OBJECTIVE:
opposite wheel. This system has inherent advantages In order to solve above mentioned problem,
over dependent system such as more space for engine, main aim of the project is summarize below:
better roll resistance, lesser un-sprung weight and better  To carry out strength evaluation of lower control arm
resistance to steering vibration. Dependent suspension of one of the Indian light commercial vehicle.
or rigid axles provide a solid connection between two
 To carry out reverse engineering on existing model
wheels of the same axle. Therefore motion of one wheel
and prepare 3D model using CATIA software.
is transferred to the other wheel while travelling along

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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 3, March-2017
 To carry out static structural analysis of existing W =13243.5 N
model using FEA based software ANSYS It is assumed that 52% of weight taken by front
workbench. axle, due to mounting of engine on front side and
 remaining 48% weight taken by rear axle. Therefore,
C. METHODOLOGY: Weight on Front axle = 0.52*13243.5 N
F1= 6886.62 N
Weight on Rear axle = 0.48*13243.5 N
F2 = 6356.88 N
Reaction at each front wheel
Rw= Weight on Front axle/2
Rw = 6886.62/2
Rw =3443.31 N
This load is constituted by spring, axle and lower control
arm.
While stub axle of the wheel takes 50% of the total load
acting on each wheel.
Therefore, force acting on the front axle of wheel is given
II. THEOROTICAL ANALYSIS:
by,
A. DIMENSION OF LOWER CONTROL ARM:
F= 1721.6 N
Following line diagram is a representation of the spring,
axle, and lower arm.

Fig. 2. Dimension of Lower Control Arm

Dimension of Lower Control Arm is as follows: Fig.3. Line diagram for force distribution
Length:463mm Where,
Height:241.9mm R1=Reaction for spring in Newton.
R2=Reaction for lower arm in Newton.
B. MATERIAL PROPERTIES: F = Force acting on stub axle in Newton
Lower control arms have to withstand high load Therefore, from equilibrium condition, taking moment at
carrying capacity. This material is in existing A is equal to zero.
component. The Material should have higher the yield ∑MA = 0
point, elasticity, buckling strength, etc. The material is F2 *100- R2*225 = 0…………………………..(1)
AISI 1040, which is having all these characters. 1721.6 *100 =R2*225
TABLE I. MATERIAL PROPERTIES
R2 = (1721.6*100)/225
Sr.No. Description Values
R2 =765.15 N
1 Modulus of Elasticity, MPa 2e5
2 Poisson’s Ratio 0.3
This is vertical load acting on the lower control arm.
3 Yield Strength, MPa 800 Now, R1 + R2 =F2
4 Density, Kg/m3 7850 R1 = F2 – F1....................................(2)
R1 =1721.6-765.15
C. STATIC LOAD CALCULATION OF LOWER CONTROL R1 =956.45 N
ARM: This reaction is acting vertically upward at spring.
Gross Weight of Wagon R =1350 Kg Therefore, the Reaction R2 = 765.15 N
(considering passengers and accessories weight) Approximately taken as R2 ≈ 765 N, which is acting in
Total Weight in Newton = 1350*9.81 vertically downward direction on lower control arm.
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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 3, March-2017
III. MODELING OF LOWER CONTROL ARM: A. MESHING OF BASELINE GEOMETRY:
CAD software like CATIA is higher end software The conventional model which was developed in
which is feature based solid modelling systems. CATIA CATIA software has to be meshed for analysis. For this
V5R22 is used for modelling of Lower Control. ANSYS workbench software is used. It is a high-
A. “2DMODELING” OF EXISTING LOWER CONTROL performance finite element pre-processor that provides
ARM: a highly interactive and visual environment to analyze
product design performance. With the broadest set of
direct interfaces to commercial CAD and CAE systems.
The solid tetrahedron elements are used to generate the
meshing of the control Arm.

Fig.4. ‘2D’ Views of Lower Control Arm

B. “3DMODELING” OF EXISTING LOWER CONTROL

ARM:
Fig. 8. Meshing of Lower Control Arm

TABLE II. DETAILS OF MESHING

Sr. No. Description Values
1 Number of Nodes 53002
2 Number of Elements 26694
3 Element Size Max. 5 mm,
Min. 3 mm
Fig. 5.Top View 3D of Lower Control Arm
B. DESIGN PARAMETERS:
In case of vehicle in actual running conditions
forces acting on it are of dynamic in nature and changes
as per driving conditions. Various longitudinal forces are
acting due to braking and acceleration while lateral
forces acting due to cornering of vehicle. In order to
make preliminary analysis steady state operating
conditions are assumed. The assumptions made are
smooth road conditions, steady state cornering and
constant grade.
Fig. 6. Back View 3D of Lower Control Arm
C. BOUNDARY CONDITIONS OF BASELINE
IV. FINITE ELEMENT ANALYSIS: GEOMETRY:
ANSYS software is used to mesh the solid model. Cad Wheel is mounted on stub axle which is
model which is in IGES format is imported to ANSYS. connected to steering knuckle. This steering knuckle has
three arms let say upper arm, lateral arm and lower arm.
Upper arm is connected vertical helical coil spring strut ,
lateral arm is connected to tie rod of steering mechanism
and lower arm is connected to wishbone or lower
control arm by a ball joint. Other two end are connected
to chassis frame, out of which one is fixed and other end
turn about a pivot.

Fig. 7. Baseline Lower Control Arm for FEA

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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 3, March-2017

Fig. 9. Connection of Lower Control Arm Fig.12(a). Equivalent Stress Plot

Fig. 10. Boundary conditions of lower control arm. Fig.12 (b). Equivalent Stress Plot

D. ANALYSIS RESULT OF BASELINE MODEL: V. RESULT AND DISCUSSION:

After Finite Element analysis on ANSYS workbench 14.5 It is observed from the results that maximum
following results have been find out. The displacement stresses are developed at sharp corners and hole of the
contour plots are shown in the below figure. The lower control arm.
maximum displacement shown by the control arm is TABLE III. RESULTS
10.74 mm. As per distortion energy theory, the Sr. Method Description Baseline Design
No.
maximum equivalent stress observed in the lower arm
1 Deflection, mm 10.74
model 677 MPa. The yield strength of the material is 800 FEA
2 Von-Mises 677
MPa. According to results, the von-Mises stress 677 MPa Method stress, MPa
is greater than yield strength of the material. The factor 3 Mass, Kg 1.20
of safety of the baseline lower Arm is 1.18.
ACKNOWLEDGMENT:
I am thankful to Prof. A. B. Gaikwad and Prof.
Amol Patil in Mechanical Engineering Dept., DYPSOE,
Pune for his encouragement and support to carry out
this work .

REFERENCES:
1) Himanshu Deshwal, Rahul Jangid, “Finite Element
Analysis and Geometric Optimization of Double
Wishbone Pushrod Actuation Suspension System of
“SUPRA SAEINDIA” Vehicle” SSRG International
Journal of Mechanical Engineering (SSRG-IJME) –
volume 3 Issue 5 – May 2016
Fig. 11.Maximum deformation Plot 2) Mr. Prashanthasamy et al. “Design and Modal
Analysis of Lower Wishbone Suspension Arm Using FE
The following figure shows contour plot of the von- Approach” Imperial Journal of Interdisciplinary
Mises stress. Research (IJIR) Vol-2, Issue-9, 2016

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 NOVATEUR PUBLICATIONS
International Journal of Research Publications in Engineering and Technology [IJRPET]
ISSN: 2454-7875
VOLUME 3, ISSUE 3, March-2017
3) Sagar Darge, S.C. Shilwant, S. R. Patil “Finite Element
Analysis and Topography Optimization of Lower Arm
of Double Wishbone Suspension Using Abacus and
Optistruct” Sagar Darge et al Int. Journal of
Engineering Research and Applications.
4) Roslan Abd Rahman, Mohd Nasir Tamin, Ojo Kurdi
“Stress analysis of heavy duty truck chassis as a
preliminary data for its fatigue life prediction using
FEM” Jurnal Mekanikal December 2008, No. 26, 76 –
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