Journal of Physics:
Conference Series
PAPER • OPEN ACCESS You may also like
- Visual cortex responses to suprachoroidal
Strength Analysis of Torsion Beam of a MPV electrical stimulation of the retina: effects
of electrode return configuration
vehicle Based on ADAMS Rosemary Cicione, Mohit N Shivdasani,
James B Fallon et al.
- Platelet size and density affect shear-
To cite this article: Nver Ren et al 2020 J. Phys.: Conf. Ser. 1634 012135 induced thrombus formation in tortuous
arterioles
Jennifer K W Chesnutt and Hai-Chao Han
- Calibration of the DAMPE Plastic
Scintillator Detector and its on-orbit
View the article online for updates and enhancements. performance
Meng Ding, Ya-Peng Zhang, Yong-Jie
Zhang et al.
This content was downloaded from IP address 171.225.184.114 on 08/08/2025 at 07:51
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
Strength Analysis of Torsion Beam of a MPV vehicle Based on
ADAMS
Nver Ren, Qingting Meng* and Junyu Mei
China Automotive Technology and Research Center Co.,Ltd. , TianJin, 300300, China
*
Corresponding author’s e-mail:
[email protected] Abstract.This paper is based on HyperMesh and MotionView to establish a flexible body file
of the rear torsion beam of a MPV vehicle, and then according to the vehicle parameters,
bushing, shock absorber and spring and other parts properties and hard point information,the
flexible file of torsion beam is input into ADAMS to establish the vehicle dynamic suspension
model after rigid and flexible coupling; according to the load transfer, the ADAMS software is
used to calculate the force at each connecting point of torsion beam under different working
conditions, and the force at each point is added to the finite element model of torsion beam to
analyze the stress distribution of torsion beam under each working condition.According to the
post-processing cloud diagram, the risk points of torsion beam under various working
conditions are found, which provides the direction and train of thought for the structural
optimization of torsion beam in the later stage.
1. Introduction
As an important part of vechile chassis, suspension plays an important role in driving comfort and
handling stability. Torsion beam suspension is widely used in rear suspension system because of its
simple structure, easy disassembly, less space and less mass under the spring.The rear torsion beam is
an important bearing part in the rear suspension system, which needs to bear the force and torque
transmitted by the road surface through the wheel, spring, limit block and shock absorber, and is easily
broken. It is necessary to analyze and verify the strength of the back torsion beam in the design stage
to ensure that the torsion beam has enough strength.
Traditional strength analysis and evaluation method of automobile parts is bench test. Although this
method is the most direct and effective one, it has a long test cycle and high cost[1]. In case of strength
failure, it is necessary to re-design changes and re-perform bench test.Therefore, domestic and foreign
automobile manufacturing enterprises adopt the method of computer virtual simulation to analyze the
strength of parts, the strength analysis of the key lies in the parts of the accuracy of the join point load,
but the torsion beam stress distribution is complex,it is difficult to get the joint load directly from the
experiment, so the connection point load of the beam can only be extracted by the method based on
multi-body dynamics.The accuracy of the multibody dynamics model directly affects the accuracy of
the results, so the establishment of a precise multibody dynamics model of torsion beam becomes the
key factor[2].
2. Establishment of Finite Element Model of Torsion Beam
Three-dimensional CATIA digital model is introduced into the finite element analysis software
HyperMesh, and the torsion beam is divided into tetrahedral meshes according to the specified grid
quality standard. The weld seam is simulated by the thick grid between the components. The torsion
Content from this work may be used under the terms of the Creative Commons Attribution 3.0 licence. Any further distribution
of this work must maintain attribution to the author(s) and the title of the work, journal citation and DOI.
Published under licence by IOP Publishing Ltd 1
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
beam is connected with other components by RBE2 rigid connection unit,and the plate-shell Shell
element is used to mesh the main parts of the torsion beam, and 29239 elements are obtained; Each
component is given material properties (as shown in Figure 2) and the finite element model of the
torsion beam is shown in Figure 1.It includes components such as cross member, longitudinal arm,
longitudinal arm reinforcement, spring tray, cushion block support, shock absorber support, flange
support, flange, bushing, wire harness support, etc.
Fig .1.Finite Element Model of Fig .2.Material Information of
Torsion Beam Torsion Beam
3. Dynamics Model Building
The precision of dynamic model is the main factor affecting load extraction. To establish an accurate
vehicle dynamic model, it is necessary to consider that the highly deformed components can not
simplify the rigid body in the dynamic model, and that the flexible body is used instead of the rigid
body to do the rigid-flexible coupling vehicle dynamic model[3].
3.1. Flexible body file for torsion beam
The torsion beam not only has anti roll, but also anti braking nod. In the actual motion, the torsion
beam has a large amount of deformation, so the torsion beam can not be simply reduced to rigid body,
so it is necessary to improve the accuracy of the dynamic model by flexible torsion beam, and the
analysis results are more in line with the reality.
This paper uses the finite element analysis software to discretize the torsion beam into small
meshes (the finite element model generated in chapter 2). MotionView software is used for modal
calculation to generate the first 15 order modal neutral file MNF (modal neutral file), which is directly
read into the ADAMS to build the flexible body, as shown in figure 3.
Figure 3. Generates flexible body files in MotionView
2
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
3.2. Dynamic model of torsion beam in Adams/Car
The dynamic model of the torsion beam of a MPV vechile is built in the Adams/Car based on the hard
point, the suspension system parameters of the rear torsion beam, the distribution information of the
axle load, the connection relation of each component and so on, and will be generated. mnf file
importAdams/car software instead of rigid body torsion beams,And at each connection point to
establish interface part as a rigid body and flexible body transition parts, and finally after assembly
and debugging into rigid flexible coupling after the torsion beam suspension system, as shown in
figure 4.
Figure 4.Rigid-flexible CouplingBeam suspensionSystem
Multibody Dynamics Model
4. Load determination
static load analysis of suspension system ADAMS simulate the force situation of suspension system
under specific working conditions, and provide boundary conditions for component strength analysis.
In order to simulate the actual working conditions of the vehicle, considering the comprehensiveness
of the analysis, combined with the actual working conditions of the whole vehicle, the analytical
working conditions are formulated.
4.1. Development of analytical working conditions
In the process of acceleration, deceleration and steering, the axle load will be transferred, so it is
necessary to solve the input load at the tire according to the axle load transfer in the course of vehicle
motion.
4.1.1 Bumpy conditions.
Simulation of vehicle bumps: when bumps occur, the wheels are impacted by the vertical load of the
road surface, and the vertical force of the left and right tire joints can be obtained by the formula of the
force on the ground point of the tire:
Fz = (W / 2) 3G (1)
4.1.2 Braking conditions.
Simulated vehicle braking: when braking occurs, the tire is subjected to the longitudinal resistance of
the ground, under the action of inertial force, the axle load is suspended and transferred forward, and
the tire ground point force has the formula (2) to obtain the longitudinal force and the vertical force of
3
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
the left and right tire connection place:
Fx = -(W / 2 − W / 2) a x
Fz = (W / 2 − W / 2) G （2）
ax
W = ( M H ) / T
G
4.1.3 Acceleration conditions.
Simulation of vehicle acceleration: when acceleration occurs, the tire is driven by the ground
longitudinal force, under the action of inertia force, the axle load is suspended backward, the tire
grounding point force formula (3) can be obtained left and right tire wheel center position force:
Fx = -(W / 2 + W / 2) a x
Fz = (W / 2 + W / 2) G （3）
ax
W = ( M H ) / T
G
4.1.4 Right turn.
Simulation of vehicle steering: when the steering occurs, the tire is subjected to the lateral force of the
ground to the left, and under the action of inertial force, the axial load is transferred to the left wheel,
and the force on the ground point of the tire is obtained by formula (4),(5):
Location of left tyre
Flefty = (W / 2 + W ) a y
Fleftz = (W / 2 + W ) G （4）
ay
W = ( M H ) / L
G
Right tire ground
Frighty = (W / 2 - W ) a y
Frightz = (W / 2 - W ) G （5）
ay
W = ( M H ) / L
G
In the formula: W full load quality of vehicle,ΔW axle load transfer, ax For longitudinal
acceleration,ay to the lateral acceleration, H vehicle full load center of mass height, the T is
wheelbase, and the L is wheeltrack.
The dynamic analysis is shown in Table 1 below.
Table 1. Dynamics analysis
Serial Acceleration
Dynamic analysis
number X Y Z
1 Bumpy conditions 0 0 3g
2 Brake conditions -1g 0 0
4
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
3 Accelerated conditions 0.5g 0 0
4 Right turn 0 0.7g 0
4.2. Output load
The established vehicle dynamic model is used to analyze the above conditions, and the loads at each
stressed point of the torsion beam (as shown in Fig. 5) are extracted as boundary constraints of the
finite element analysis model.The load at each connection point of the torsion beam (body to torsion
beam mounting point, hub to torsion beam mounting point, shock absorber to torsion beam mounting
point, spring to torsion beam mounting point, eight points in total due to left-right symmetry) is
simulated and analyzed and output.
Figure 5. Schematic diagram of load extraction from
torsion beam
5. Finite Element Simulation Analysis
The loads extracted under typical limit conditions are input into the HyperMesh finite element model
as boundary conditions of the finite element model[4], as shown in Figure 6.
Figure 6.Load boundary conditions of finite element
model
The force values extracted from the dynamic analysis are loaded into the finite element model and
the stress of the torsion beam under each condition is calculated by using Nastran solver. The stress
cloud diagram is shown in Fig. 7 to Fig. 10.
5
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
Fig 7.Bump Conditions Fig 8.Brake Conditions
Fig 9.Acceleration Conditions Fig10.Steering Conditions
As can be seen in the cloud diagram of the calculation results, the bumpy conditions Maximum
stress 529.5 MPa ；maximum stress 238.8 MPa during braking condition; maximum stress 168.8 MPa
during acceleration condition; maximum stress 335.9 MPa at steering condition.It can be found from
the yield strength table that the maximum stress of the cross member under rough conditions does not
satisfy the yield strength of the material. It is recommended to select the appropriate cross member
material or increase the thickness of the cross member[5].
The maximum stress is 495.9MPa when the thickness of the cross member is optimized to 3mm
and then the torsion beam is simulated under the bump condition, which is obviously better than the
simulation results before optimization; as shown in Figure 11.
Figure 11.Optimized bumpy conditions
6. Results and discussion
Taking the rear torsion beam of a MPV vehicle as an example, the strength analysis of the torsion
beam is carried out by using ADAMS、HyperWorks and MotionView to simulate the four typical
6
CISAT 2020 IOP Publishing
Journal of Physics: Conference Series 1634 (2020) 012135 doi:10.1088/1742-6596/1634/1/012135
working condition limits of the whole vehicle, and the strength analysis is carried out. The concrete
conclusions are as follows:
1）Under the condition of bumping, the maximum stress appears at the beam, and the risk point
under the condition of torsion beam is found, which plays an important reference value for the
optimization and development of torsion beam.
2）The flexible torsion beam in ADAMS is established by HyperWorks and Motion View, which
makes the model more accurate and the simulation results more credible.
3）It is of great significance to shorten the development cycle, reduce the development cost,
reduce the number of tests and ensure the quality of products by using simulation software analysis.
References
[1] Zhang J.L.,Ma B,zhang Y.F. (2011) Simulation study on starting of dual clutch
transmission for tracked vehicles.Journal of Beijing Institute of
Technology,20(01):77-83.
[2] Zhao L.H., Zheng S.L., Feng J.Z. (2014) Failure mode analysis of torsion beam rear
suspension under service conditions.Enginee-ring Failure Analysis,36:39-48.
[3] Song Y.W,Huang Y.Y. (2017) Dynamic load analysis of automobile chassis based on
multi-body dynamic model.Automotive Technology,3:12-18.
[4] Pan Y.,Deng S.,Heng Y.F. (2014) Strength analysis of torsion beam rear
suspension.Equipment manufacturing technology,03:173-175.
[5] Pan W.W.,Jia H.W. (2016) Simulation analysis of the structural optimization design of the
rear torsion beam of a vehicle.Light Vehicles,06:27-29.
