International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
Quarter Model Analysis of Wagon-R car’s Rear Suspension using ADAMS
Gadhia Utsav D. #, Prof. Sumant P. Patel*,
Assistant Professor, SVBIT, Vasan, G’nagar, Gujarat
#
*Assistant Professor, U.V. Patel Engg. College, Ganpat University
There are two approaches to modeling
Abstract shock absorbers: analytical (or physical)
modeling based on physical and geometrical
An ADAMS is multi-body dynamic simulation data, and parametric modeling based on
software, for doing analysis in ADAMS first 3-d experimental data. An exhaustive review of
modelling is done in Pro-e and importing the model physical models to date is presented by Duym,
to ADAMS. For quarter model analysis of et. al [3].
suspension system material and joints have to be
applied to the imported parts and then wheel Suspension system analysis is done with
movements are given. The results are obtained in the help of Automatic Dynamic Analysis of
the form of time history plot for force and Mechanical Systems (ADAMS). For analysis we
displacement of the spring. Simulation results are have imported part from Pro-e. And that assembled
same as obtained by analytical procedure. using appropriate joints.
Here in this paper we represent the
procedure for quarter model analysis of wagon-R 2. Analysis procedure in ADAMS
car’s rear suspension system using ADAMS and
some interesting results. In ADAMS we have Some physical parameters in the equation of
perform force and deformation analysis for quarter motion can be calculated directly while other
model of Wagon-R car’s Rear suspension. parameters must be identified from experiments
[4]. One of these parameters is force exert on the
spring while deflection for that analysis of the
1. Introduction mechanism in ADAMS we have to follow some
standard procedure. Step to follow for the analysis
Suspension system is a very essential part of the is as shown in fig 1. The detailed procedure is as
automobile vehicle. Suspension system basically below
has two main components. Spring and shock For analysis of the suspension system as
absorber, both have their own function. Spring shown in Fig 2 first we have to import the model
gives vertical motion to the wheel and provides from pro-e (in this tool we have created solid
allowance to work for shock absorber. Shock models of suspension system). We have import
absorber as name suggests absorb the shock that solid parts of the suspension system in Para solid
may be transmitted to the body if not provided. format (.x_t).
The suspension system must provide
proper steering control and ride quality. Performing
these functions is extremely important to maintain
vehicle safety and customer satisfaction.[1] The
suspension system significantly affects ride and
handling of the vehicle that is 'vibrational' behavior
including ride comfort, directional stability,
steering characteristics and road holding. The
factors which primarily affect the choice of
suspension type at the front or rear of the vehicle
are the engine location and whether the front
wheels are driven /undriven and /or steered/un
steered. [2] So it is important to analysis the
suspension system.
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International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
suspension parts are as below. As shown in figure 4
first we have to select the part and then a window
pop up having information about the part in that
select mass properties. In that select geometry and
material type and in that select material as shown in
figure 4
Figure 3
Young’s
Density Position’s
Material modulus
(Kg/mm3) ratio
(N/mm2)
Automobile
7.801 x 10-6 2.07 x 105 0.29
steel
Table 1
Fig 1 Steps for the analysis in ADAMS
Fig. 2 importing part in Para solid model
Fig.4 Material selection in ADAMS
After importing the solid models connect the
suspension parts by using appropriate joints in the After connection of the suspension parts
ADAMS as shown figure 3. and applying material to the suspension system we
have to perform an equilibrium test to for the
In the third step materials have to be applied connected parts. This equilibrium test checks that
to the solid parts so that all the parts behave like all parts which are connected to each other is
applied material the material applied to the having some DOF or not, and if DOF is there then
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International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
mechanism is in working condition or it collapse Now before applying a wheel deflection
when motion is given to the mechanism. we have to point a marker at which point we want
to measure force and deflection. We want to
measure a force at a spring end because spring is in
connection with the car body and also we want a
deformation of the body due to the wheel
deflection.
Deflection
Description
(in mm)
rambling strip, (small continuous
50 bumps), height diff. while transferring
from one to another road surface
Fig. 5 Equilibrium completions in ADAMS 100 Normal bumps
150 Heighted bumps (speed breaker)
If equilibrium test is successful then one
window will pop up as shown in fig 6.5 and then Table 2 Analysis deflection detail and description
only we can go for further analysis. For further
analysis part weight and body weight is an
For comparison of the suspensions deflection of
important criteria. So we apply part and body
both suspension systems should be same, for that
weight first before proceeding to the further force
deflection of the wheel should be same. So we have
deformation analysis. Also measure an initial
decided to perform the analysis for following bump
deflection for the suspension system due to body
height. Bump heights are having some identical
weight.
reasons to be chosen.
3. DOF in for various link connection of
wagon-R car’s suspension in ADAMS
Analysis of quarter model of existing
suspension system is done using a same procedure
mentioned above. Existing suspension’s component
is first imported and then assembled in ADAMS
using appropriate joints.
Links connected with Type of joints DOF
kinematic joints
Car body- ground Transitional 1
Car body- body Fixed 0
support
Body support- lower Revolute joint 1
support arm
Lower support arm – Fixed 0
Fig. 6 Bump heights as a Design Variable in lower support connect
ADAMS Lower support Revolute 1
connect- wheel rod
Now for giving a wheel a deflection first a
Table 3 Joint type and DOF for existing suspension
design variable has to be made in ADAMS. This
system
design variable will work as an input data of wheel
deflection and gives movement to whole
For quarter model analysis only quarter
suspension mechanism.
part of the suspension system is analyzed. As the
To build a Design variable go to the body is not in stable position without four wheels
design variable in build tool and then select new, body must be connect with transitional joint for
one pop up window open in that fill necessary data first analysis and ground for further analysis.
as shown in figure 6 Connection detail of existing suspension is given in
table 3.
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International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
4. Assembled quarter model of Wagon-R
car’s rear suspension in ADAMS
For the quarter car analysis of existing
suspension system is assembled using joints
mentioned in the table 3 Assembled model is first
check for the initial deflection and force and
deflection analysis has been performed.
In Adams Model of spring and shock
absorber cannot be imported; it is having an inbuilt
function to create spring and shock absorber. So in
this quarter model of existing suspension system as Fig. 8 Initial deflection of spring and damper of
shown in the figure 7 springs and shock absorber existing suspension system
are not like model in Pro-e.
Fig. 9 Deflection of spring and damper in full load
condition of existing suspension system.
5.2. Results for analysis done for various
bump heights
Figure 7 existing suspension models in ADAMS
For 50 mm deflection
5. Analysis Results of Quarter model
suspension system.
In ADAMS Force and deformation
analysis has been done and for both the cases we
have graphs in the form of time. Analysis is also
done for various heights of 50, 100and 150
deflections. Analysis result here presented by bump
height variations. And then self-comparison is
done. Means comparison of force and deflection is
presented for different bump height.
5.1. Result of kerb weight on quarter model Fig. 10 Force V/s Time graph of spring and damper
of existing suspension for 50 mm deflection
Due to kerb (self) weight of the car spring
of the suspension is initially compressed at some
extent. This when we find analytically we found it
was 70 mm and here it is also about 72 mm. as
shown in figure 8. Both answers are nearly similar.
In a full load condition out 104 mm initial
compression is done. As we seen in figure 9
deflection calculated by the software is also near to
the answer of analytical calculation.
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International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
Fig. 11 Deflection V/s Time graph of spring and Fig 14 Force V/s Time graph of spring and damper
damper for 50 mm deflection for 150 mm deflection
For 100 mm deflection
Fig. 15 Deflection V/s Time graph of spring and
Fig. 12 Force V/s Time graph of spring and damper damper for 100 mm deflection
for 100 mm deflection
5.3. Self-comparison result of existing
suspension
Force required to compress existing
suspension system that we compare for different
deflection of spring.
Existing suspension force comparision
5000
4000
Fig. 13 Deflection V/s Time graph of spring and 3000
Force(newton)
damper for 100 mm deflection
2000
For 150 mm deflection
1000
In existing suspension system after analysis we
come to know that suspension system is not 0
capable of taking such a high amount of deflection
by itself. The system collapses at 0.39 sec. 0.0 0.2 0.4 0.6 0.8 1.0 1.2
Time (second)
It means the system is barely capable of taking 50 mm deflation
100 mm deflaction
a deformation of 115 mm. and above that 150 mm deflaction
comparison of damper is not possible and system
Fig 16 self-comparison of force of existing
fails.
suspension system
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International Journal of Engineering Research & Technology (IJERT)
ISSN: 2278-0181
Vol. 1 Issue 5, July - 2012
6. Conclusions
As we have seen a results of quarter model
of wagon-R car’s rear suspension system. From
these results we can say that the system is not
capable of taking load more than 2700N.Means
system is only capable of taking load of 1100kg at
spring’s full deflection. Means car is only design
for 3.5 persons. If the car is having more person
than discomforting is sure. And excessive load
decreases stability and ride handling.
7. References
[1] Mohammad zakaria & Mohammad Nassir represents
“ANALYSIS OF DOUBLE WISHBONE SUSPENSION
SYSTEM COMPONENTS “in Coventry University
school of engineering.
[2] Don Knowels “AUTOMOTIVE SUSPENSION
AND STEERING SYSTEM” published by Delmar
Cengage Learning Chapter 1. ISBN-13: 978-1-4354-
8115-2,
[3] Mohan D. Rao and Scott Gruenberg
“Measurement of Equivalent Stiffness and Damping of
Shock Absorbers” Michigan Technological
University, Houghton, USA
[4] W. Schiehlen, B.Hu, "Spectral Simulation
and Shock Absorber Identification",
International Journal of Non-Linear Mechanics
38, 2003, pp. 161-171
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