Solidworks Simulation Project

Alper Kutluyuva
00072694
Simulation of Rear
Wishbone Suspension
System
Date: Wednesday, 27. June 2016
Designer: Alper Kutluyuva
Study name: Simulation of Rear Wishbone
Suspension System
Analysis type: Frequency, Static, and Dynamic
Table of Contents
Description ............................................ 2
Assumptions .......................................... 2
Simplification ......................................... 2
Rear Wishbone Suspension System without Tire
Theoretical Background ............................ 4

1. Static Analysis of Rear Wishbone Suspension
System ................................................. 6
1.1. Study Results of Static Analysis with Coarse
Mesh .................................................. 14
1.2. Study Results of Static Analysis with Normal
Mesh .................................................. 16
1.3. Study Results of Static Analysis with Fine
Mesh .................................................. 18
1.4. Results of Static Analysis ................... 20
2. Frequency Dynamic Analysis of Rear Wishbone
Suspension System ................................. 23
2.1.
Frequency Analysis ....................... 27
2.1.1. Study Results of Frequency Analysis ... 30

2.1.2. Result of Frequency Analysis ............ 32
2.2. Dynamic Analysis of Rear Wishbone
Suspension System with Tire..................... 34
2.2.1. Study Results of Dynamic Analysis with
Normal and Fine Mesh ............................ 39
Rear Wishbone Suspension System with Tire
2.2.2. Result of Dynamic Analysis with Tire .. 45

3. Dynamic Analysis of Rear Wishbone
Suspension System without Tire ................ 46
3.1. Study Results of Dynamic Analysis ........ 47
3.2. Result of Dynamic Analysis without Tire . 49
4. Conclusion ....................................... 50
Simulation of Rear Wishbone Suspension System
Alper Kutluyuva
00072694
Description
The report consists of three main analyses which are Static Analyses, Frequency and Linear Dynamic Analysis
and 7 dfferent analyses. The purpose of this report is simulation and analysis of rear wishbone suspension
system on Solidworks Simulation Software in order to find natural frequency in frequency analyses as well as
determine the maximum stress, maximum deflection and factor of safety in static analysis. Furthermore, we
will make dynamic analysis to find acceleration, velocity, displacement and stress under random excitation.
Both static and dynamic analysis will be investigated with different mesh size to compare results.
Assumptions
It is taken into consideration only one rear wheel so 1/4 car body mass is applied only on wheel. There is no
rotational motion in wheel and body. The behavior of spring and damper are linear. The material has a
constant stress strain relationship (Hookes law). The tire is always in contact with the road surface and
effect of friction is neglected. In static analysis, we neglected the tire and rim and apply the force onto the
nuts of the hub. The product loading is static (ignores inertia) and constant over time. Besides, the velocity
and acceleration of each particle of the model is assumed to be zero so we neglect inertial and damping
forces in static study.
Simplification
Figure 1: Rear wishbone suspension system 3D model on solidworks without simplification
Alper Kutluyuva
00072694
The rear wishbone suspension system was downloaded from grapcad.com as seen above Figure 1. However,
excessive number of mesh poses problems in solidworks simulation. Excessive number of mesh increases the
solution time of analysis; therefore, we must simplify the model.
Firstly, we removed some part of rear wishbone suspension system 3D model such as spring, differential box,
axle, caliper, brake disk and supporter of suspension. Instead of supporter of suspension part, model fixed
by hinge with the help of solidworks simulation features. Additionally instead of spring part, we defined
spring constant on solidworks.
Secondly, for the purpose of simulation and analysis of a suspension system, a quarter car model was taken
into consideration. This was done to simplify the calculations involved in the modeling. The results obtained
can then be scaled up and adjusted accordingly for the entire car. A quarter car as the name suggests, the
quarter car model suspension system consists of one-fourth of the body mass, suspension components and
one wheel.
Third simplification is getting rid of screw thread on hub, tread on wheel and some complex design on rim
The tire and rim are taken into consideration in dynamic analysis while they are not used in static analysis
as seen Figure 2 below. For that reason in static analysis, force is applied to the nuts of hub instead of
surface of tire.
Figure 2: Rear wishbone suspension system without tire and with tire
Alper Kutluyuva
00072694
Theoretical Background
Suspension is the system of tires, tire air, springs, shock absorbers and linkages that connects a vehicle to its
wheels and allows relative motion between the two. Suspension systems have two purposes.
Contributing to the vehicle's road holding, handling and braking for good active safety and driving
pleasure,
Keeping vehicle occupants comfortable and a ride quality reasonably well isolated from road noise,
bumps, vibration.
Generally, the suspension system is classified into two main types
Dependent Suspension System

Independent Suspension System
In this project, we analyze double wishbone suspension system. A double wishbone suspension is an
independent suspension design using two parallel wishbone-shaped arms to locate the wheel. Each wishbone
(or arm) has two mounting positions to the chassis and one joint at the knuckle. The shock absorber and coil
spring mount to the wishbones to control vertical movement.
Material consideration for the wishbone becomes the most primary need for design and fabrication. The
strength of the material should be well enough to withstand all the loads acting on it in dynamic conditions.
Therefore, the material of double wishbone suspension system is selected alloy steel.
The vehicle model considered in this study is quarter car model. The quarter car model suspension system
consists of one-fourth of the body mass, suspension components and one wheel as shown in Figure 3.
Figure 3: Quarter car suspension model

Alper Kutluyuva
00072694
MS
MUS
KS
KUS
CS
CUS
1/4 car body mass

Suspension mass
Spring constant of suspension system
Spring constant of wheel and tire
Damping constant of suspension system
Damping constant of wheel and tire
In our project:
MS
MUS
KS
KUS
CS
CUS
255 kg
36,065 kg
6300 N/m
140000 N/m
300 Ns/m
1500 Ns/m
Table 1: Values of quarter car suspension models

The following formulas gives equivalent spring coefficient in series,
1
1
1
= +

1
1
1
=
+
6300 140000
Equivalent spring coefficient is calculated keq = 6000 N/m.
Natural frequency is the frequency at which a system tends to oscillate in the absence of any driving or
damping force. The following equation gives natural frequency. In this equation mass MUS = 255kg and
equivalent spring coefficient K= 6000 N/m.
1
2
K
1
=
M 2
6000
= 0,773 Hz
255
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00072694
1. Static Analysis of Rear Wishbone Suspension System

Structural analysis consists of linear and nonlinear models. Linear models use simple parameters and assume
that the material is not plastically deformed. When loads are applied to a body, the body deforms and the
effect of loads is transmitted throughout the body. The external loads induce internal forces and reactions
to render the body into a state of equilibrium. Linear Static analysis calculates displacements, strains,
stresses, and factor of safety distribution under the effect of applied loads.
Static studies can help you avoid failure due to high stresses. Material fails at locations where stresses
exceed a certain level. Factor of safety calculations are based on a failure criterion. A factor of safety less
than unity indicates material failure.
In this chapter, three different static analyses are simulated and calculated for Rear Wishbone Suspension
System with Coarse, Normal and Fine Mesh respectively in order to compare the results and obtain accurate
result.
Model Information
Model name: Rear Wishbone Suspension System without Tire

Current Configuration: Default
Alper Kutluyuva
00072694
Solid Bodies
Document Name and
Reference
Lower Arm
Treated As
Solid Body
Wheel Hub
Solid Body
Lower Shock
Solid Body
Upper Shock
Solid Body
Upper Arm
Solid Body
Volumetric Properties
Document Path/Date
Modified
Mass:14.9138 kg
Volume:0.00193691 m^3
Density:7699.79 kg/m^3
Weight:146.155 N
P:\alper1\static\rear right
lower arm.SLDPRT
Jun 20 14:12:16 2016
Mass:8.08554 kg
Volume:0.00105007 m^3
Weight:79.2383 N
P:\alper1\static\rear right
wheel hub.SLDPRT
Jun 20 14:05:30 2016
Mass:1.18276 kg
Volume:0.000153606 m^3
Density:7700 kg/m^3
Weight:11.5911 N
P:\alper1\static\rear
shock bottom2.SLDPRT
Jun 20 14:04:48 2016
Mass:3.7585 kg
Volume:0.000488117 m^3
Density:7700 kg/m^3
Weight:36.8333 N
shock.SLDPRT
Jun 20 14:04:20 2016
Mass:8.12417 kg
Volume:0.00105509 m^3
Weight:79.6169 N
upper arm.SLDPRT
Jun 20 14:03:36 2016
Alper Kutluyuva
00072694
Material Properties
Model Reference
Properties
Name:
Model type:
Default failure
criterion:
Yield strength:
Tensile strength:
Mass density:
Elastic modulus:
Poisson's ratio:
Thermal expansion
coefficient:
Components
Alloy Steel
Linear Elastic Isotropic
Max von Mises Stress
Lower Arm
Wheel Hub
LowerShock
Upper Shock
Upper Arm
6.20422e+008 N/m^2
7.23826e+008 N/m^2
7700 kg/m^3
2.1e+011 N/m^2
0.28
1.3e-005 /Kelvin
Curve Data:N/A
Loads and Fixtures

Fixture name
Fixture Image
Fixture Details
Entities:
Type:
5 face(s)
Fixed Hinge
Fixed Hinge
Resultant Forces
Components
Reaction force(N)
Reaction Moment(N.m)
X
-1672.93
0
Y
-1456.48
0
Z
1244.06
0
Entities:
Reference:
Type:
Translation:
Units:
Reference
Geometry
Resultant
2543.17
0
1 face(s)
Face< 1 >
Use reference geometry
0, 0 rad., --in
Resultant Forces
Components
Reaction force(N)
X
355.641
0
Y
47.7169
0
Z
346.604
0
Resultant
498.89
0
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00072694
Load name
Load Image
Load Details
Entities:
Reference:
Type:
Values:
Force
5 face(s)
Edge< 1 >
Apply force
---, ---, -500 N
In static analysis, as you can see above, 5 Fixed Hinge, which is used, specifies that a cylindrical face can
only rotate about its own axis. The radius and the length of the cylindrical face remain constant under
loading. Moreover, applying load is unnecessary in frequency analysis.
Reference Geometry which is used in order to define that damper is moving vertically.
Force is taking into consideration according to a quarter car model; therefore, 500N force is applied on
surface of each nut. There are 5 nuts on wheel hub. Totally, 2500N are obtained for one wheel.
Connector Definitions
Connector name
Connector Details
Entities:
Type:
Spring Connector
Normal stiffness
value:
Tangential Stiffness:
Pre-compression
value:
Connector Image
2 face(s)
Spring(Flat
parallel
faces)(Compressi
on & Extension)
6000 N/m
0 N/m
2500 N
Spring Connector
We defined a spring connector for shock absorbers in an automotive suspension. Without spring connectors,
you must model the actual geometry of the spring, mesh it, and impose necessary contact conditions. By
using spring connectors, we reduce the number of elements and analysis time while incorporating the
behavior of the shock absorber.
Pin Connector
Model Reference
Connector Details
Entities:
Type:
Connection type:
Pin Connector-1
Rotational stiffness
value:
Units:
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
Strength Details
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00072694
Entities:
Type:
Connection type:
Pin Connector-2
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-3
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-4
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-5
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-6
value:
Units:
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
A Pin connects a solid or a shell body to another solid or shell body. The selection entities can be cylindrical
faces or circular edges from the same body or two different bodies. We defined With Retaining Ring (No
Translation) which prevents relative axial translation between the two cylindrical faces
10
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00072694
Contact Information
Contact
Contact Image
Contact Properties
Type:
Contact Set-1
Entites:
Type:
Contact Set-2
Entites:
Type:
Components:
Options:
Global Contact
In order to avoid interference, contact type is selected bonded in component contact.
11
Bonded contact
pair
2 face(s)
Bonded contact
pair
2 face(s)
Bonded
1 component(s)
Compatible
mesh
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00072694
Study Properties of Static Analyses

Study name
Analysis type
Rear Suspension Static Analysis with Coarse-NormalFine Mesh

Static
Mesh type
Solid Mesh
Thermal Effect:
On
Thermal option
Include temperature loads
Zero strain temperature
298 Kelvin
Include fluid pressure effects from SolidWorks

Flow Simulation
Solver type
Off
Inplane Effect:
Off
Soft Spring:
Off
Inertial Relief:
Off
Incompatible bonding options
Automatic
Large displacement
On
Compute free body forces
Off
Friction
Off
Use Adaptive Method:
Off
Result folder
SolidWorks document (P:\static)
Automatic
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00072694
Mesh Information of Coarse-Normal-Fine Mesh

Coarse Mesh
Normal Mesh
Fine Mesh
Solid Mesh
Solid Mesh
Solid Mesh
Curvature based
mesh
Curvature based
mesh
Curvature based
mesh
4 Points
4 Points
4 Points
Maximum element size
11.7134 mm
8.43365 mm
7.53004 mm
Minimum element size
2.34268 mm
1.68673 mm
1.50601 mm
Mesh Quality
Draft Quality
Mesh
High
High
On
On
On
Coarse Mesh
Normal Mesh
Fine Mesh
Total Nodes
14255
153463
193150
Total Elements
56074
95054
121513
Maximum Aspect Ratio
505.28
484.59
319.28
% of elements with Aspect Ratio < 3
98.1
98.8
99.1
% of elements with Aspect Ratio > 10
0.164
0.112
0.0757
Time to complete mesh(hh;mm;ss):
00:00:03
00:00:05
00:00:05
Computer name:
G310-15
G310-15
G310-15
Mesh type
Mesher Used:
Jacobian points
Remesh failed parts with incompatible mesh
Mesh Information Details of Coarse-Normal-Fine Mesh
% of distorted elements(Jacobian)
13
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00072694
1.1. Study Results of Static Analysis with Coarse Mesh

Name
Type
Stress (Coarse)
Min
VON: von Mises Stress
Max
0.0155334 N/mm^2
(MPa)
Node: 18
56.9085 N/mm^2
(MPa)
Node: 7322
Rear Wishbone Suspension System without Tire Stress with Coarse Mesh
Name
Type
Displacement (Coarse)
Min
URES: Resultant Displacement
Max
6.32356e-008 mm
Node: 10287
Rear Wishbone Suspension System without Tire Displacement with Coarse Mesh
14
0.427442 mm
Node: 3910
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00072694
-Name
Type
Strain (Coarse)
Min
Max
1.07499e-007
Element: 24438
ESTRN: Equivalent Strain
0.000269433
Element: 34402
Rear Wishbone Suspension System without Tire Strain with Coarse Mesh
Name
Type
Min
Max
Factor of Safety (Coarse)
Automatic
10.9021
Node: 7322
39941.1
Node: 18
Rear Wishbone Suspension System without Tire Factor of Safety with Coarse Mesh
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00072694
1.2. Study Results of Static Analysis with Normal Mesh

Name
Type
Stress (Normal)
Min
Max
0.000354261 N/mm^2
(MPa)
Node: 110281
80.9702 N/mm^2
(MPa)
Node: 89770
Rear Wishbone Suspension System without Tire Stress with Normal Mesh
Name
Type
Displacement (Normal)
Min
Max
1.94799e-007 mm
Node: 112587
Rear Wishbone Suspension System without Tire Displacement with Normal Mesh
16
0.51545 mm
Node: 57936
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00072694
Name
Type
Strain (Normal)
Min
Max
1.02188e-009
Element: 74371
0.000290561
Element: 64470
Rear Wishbone Suspension System without Tire Strain with Normal Mesh
Name
Type
Factor of Safety
(Normal)
Min
Max
7.66235
Node: 89770
Automatic
1.75131e+006
Node: 110281
Rear Wishbone Suspension System without Tire Factor of Safety with Normal Mesh
17
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1.3. Study Results of Static Analysis with Fine Mesh

Name
Type
Stress (Fine)
Min
Max
3.96699e-005 N/mm^2
(MPa)
Node: 139138
84.9551 N/mm^2
(MPa)
Node: 118283
Rear Wishbone Suspension System without Tire Stress with Fine Mesh
Name
Type
Displacement (Fine)
Min
Max
2.58584e-007 mm
Node: 141453
Rear Wishbone Suspension System without Tire Displacement with Fine Mesh
18
0.518166 mm
Node: 79988
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00072694
Name
Type
Strain (Fine)
Min
Max
6.08498e-011
Element: 90405
0.000310597
Element: 83284
Rear Wishbone Suspension System without Tire Strain with Fine Mesh
Name
Type
Factor of Safety (Fine)
Min
Max
7.30294
Node: 118283
Automatic
Rear Wishbone Suspension System without Tire Factor of Safety with Fine Mesh
19
1.56396e+007
Node: 139138
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00072694
1.4. Results of Static Analysis

In stress analysis, lower shock part is subjected to high stress shown in Figure 4. According to the
methodology to safer the design stress should be less than the yield strength of the material. The stress
found from the analysis is 56.9085 MPa with coarse mesh, 80.9702 MPa with normal mesh and 84.9551 MPa
with fine mesh. The difference between two stress data in same simulation takes place due to mesh size
difference. The yield strength is 620.422 MPa so all analyses are safe for this load.
Figure 4: Maximum stress

Total deformation shows that at what stage the component will deflect from its original position. Total
deformation should be within the limits. Total deformation found 0.427442 mm with coarse mesh, 0.51545
with normal mesh 0.51545 mm and 0.518166 mm with fine mesh. Maximum deformation is detected on nuts
of wheel hubs as shown in Figure 5.
Figure 5: Maximum deformation
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Suspension system is required to have adequate factor of safety even in worst case scenarios. Minimum
safety factor is 10.9021 in coarse mesh study, 7.66235 in normal mesh study and 7.30294 in fine mesh study.
All results are adequate and show the component is safe.
Furthermore, all results are gathered in Table 2 in order to compare the result in terms of dependence of
mesh quality. Stress, Displacement, Strain and Factor of Safety are drawn as you can see from Figure 6 to
Figure 9.
Table 2: Study results of static analyses according to different element number
Total Elements
56074
95054
121513
Stress (Mpa)
56.9085
80.9702
84.9551
Displacement (mm)
0.427442
0.51545
0.518166
Strain
0.000269433
0.000290561
0.000310597
Figure 6: Stress distribution based on element number
Figure 7: Displacement distribution based on element Number
21
Factor of Safety
10.9021
7.66235
7.30294
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Figure 8: Strain distribution based on element number
Figure 9: Factor of safety distribution based on element number

As you can see above, three different values were calculated from one suspension system model to
determine stress, displacement, strain and factor of safety. However, we observed different results based
on number of elements. This problem occurs because of mesh-dependency. For that reason the problem
should be checked for mesh dependency, it is a technique in which you keep reducing the size of elements
in a localized region unless you start getting similar results for lower mesh size.
The formal method of establishing mesh convergence requires a curve of a critical result parameter in a
specific location, to be plotted against some measure of mesh density. At least three convergence runs will
be required to plot a curve which can then be used to indicate when convergence is achieved or, how far
away the most refined mesh is from full convergence. Therefore, we decided to make three different
analyses for same suspension system model. Mesh size was decreased gradually to determine the accurate
result. After we got close values for same results, we stopped.
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2. Frequency and Dynamic Analysis of Rear Wishbone Suspension System

In this chapter, we will make frequency and dynamic analysis with same model that additionally includes
tire and rim unlike static analysis.
Model Information
Model name: Rear Wishbone Suspension System with Tire

Current Configuration: Default
Solid Bodies
Document Name and
Reference
Lower Arm
Treated As
Solid Body
Wheel Hub
Solid Body
Lower Shock
Solid Body
Volumetric Properties
Document Path/Date
Modified
Mass:14.914 kg
Volume:0.00193691 m^3
Weight:146.157 N
P:\alper\dynamic\rear
right lower arm.SLDPRT
Jun 22 08:26:37 2016
Mass:8.08554 kg
Volume:0.00105007 m^3
Weight:79.2383 N
right wheel hub.SLDPRT
Jun 22 08:26:29 2016
Mass:1.18276 kg
Volume:0.000153606 m^3
Density:7700 kg/m^3
Weight:11.5911 N
shock bottom2.SLDPRT
Jun 22 08:26:32 2016
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Upper Shock
Solid Body
Upper Arm
Solid Body
Tire
Rim
Solid Body
Solid Body
Mass:3.7585 kg
Volume:0.000488117 m^3
Density:7700 kg/m^3
Weight:36.8333 N
shock.SLDPRT
Jun 22 08:26:32 2016
Mass:8.12428 kg
Volume:0.00105509 m^3
Weight:79.618 N
upper arm.SLDPRT
Jun 22 08:26:45 2016
Mass:8.50945 kg
Volume:0.00886401 m^3
Density:960 kg/m^3
Weight:83.3926 N
P:\alper\dynamic\tire.SLD
PRT
Jun 22 08:26:40 2016
Mass:38.2153 kg
Volume:0.00496302 m^3
Density:7700 kg/m^3
Weight:374.509 N
P:\alper\dynamic\wheel.S
LDPRT
Jun 22 08:26:30 2016
Unit
Unit system:
SI (MKS)
Length/Displacement
mm
Temperature
Kelvin
Angular velocity
Rad/sec
Pressure/Stress
N/m^2
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Material Properties
Model Reference
Properties
Name:
Model type:
Default failure
criterion:
Yield strength:
Tensile strength:
Mass density:
Elastic modulus:
Poisson's ratio:
Thermal expansion
coefficient:
Alloy Steel
Max von Mises Stress
Name:
Model type:
Default failure
criterion:
Tensile strength:
Mass density:
Elastic modulus:
Poisson's ratio:
Natural Rubber
Unknown
6.20422e+008 N/m^2
7.23826e+008 N/m^2
7700 kg/m^3
2.1e+011 N/m^2
0.28
1.3e-005 /Kelvin
Components
Lower Arm
Wheel Hub
LowerShock
Upper Shock
Upper Arm
Rim
Curve Data:N/A
2e+007 N/m^2
960 kg/m^3
10000 N/m^2
0.45
Tire
Curve Data:N/A
Connector Definitions
Pin Connector
Model Reference
Connector Details
Entities:
Type:
Connection type:
Pin Connector-5
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-6
value:
Units:
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
25
Strength Details
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00072694
Entities:
Type:
Connection type:
Pin Connector-7
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-8
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-9
value:
Units:
Entities:
Type:
Connection type:
Pin Connector-10
value:
Units:
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
2 face(s)
Pin
With retaining
ring (No
translation)
1
SI
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Contact Information
Contact
Contact Image
Contact Properties
Type:
Contact Set-1
Entites:
Type:
Contact Set-2
Entites:
Type:
Components:
Options:
Global Contact
Bonded contact
pair
2 face(s)
Bonded contact
pair
2 face(s)
Bonded
1 component(s)
Compatible
mesh
2.1. Frequency Analysis

A body disturbed from its rest position tends to vibrate at certain frequencies called natural or resonant
frequencies. The lowest natural frequency is called the fundamental frequency. For each natural frequency,
the body takes a certain shape called mode shape. Frequency analysis calculates the natural frequencies
and the associated mode shapes.
Excessive response occurs if a body is subjected to a dynamic load operating at one of its natural
frequencies. This phenomenon is called resonance. For example, a car with an out-of-balance tire shakes
violently at a certain speed due to resonance. The shaking decreases or disappears at other speeds.
Frequency analysis can help you avoid failure due to excessive stresses caused by resonance. It also provides
information to solve Dynamic Response Problems.
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Study Properties
Study name
Frequency
Analysis type
Frequency
Mesh type
Solid Mesh
Number of frequencies
15
Solver type
Automatic
Soft Spring:
Off
Automatic
Thermal option
298 Kelvin

Flow Simulation
Result folder
Off
SolidWorks document (P:\alper\dynamic)
Loads and Fixtures

Fixture name
Fixture Image
Fixture Details
Entities:
Type:
5 face(s)
Fixed Hinge
Fixed Hinge
In frequency analysis, loads affect the modal characteristics of a body. In general, compressive loads
decrease resonant frequencies and tensile loads increase them; therefore, we dont need to define any
loads for a frequency study.
Mesh Information
Mesh type
Solid Mesh
Mesher Used:
Curvature based mesh
Jacobian points
4 Points
132.508 mm
26.5015 mm
Mesh Quality
High
On
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Mesh Information Details

Total Nodes
67953
Total Elements
40307
100.34
76.5
2.03
00:00:04
Computer name:
G111-11
Mesh Control Information:

Mesh Control Name
Mesh Control Image
Mesh Control Details

Entities:
Units:
Size:
Ratio:
Control
29
1 component(s)
mm
7.9662
1.5
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2.1.1. Study Results of Frequency Analysis

Name
Type
Amplitude 1
Min
AMPRES: Resultant Amplitude Plot

for Mode Shape: 1
(Value = 0.96629 Hz)
Max
6.90895e-008
Node: 2946
0.502109
Node: 50747
Frequency Analysis with Tire Amplitude1
Name
Type
Amplitude 2
Min

for Mode Shape: 2
(Value = 1.19516 Hz)
Max
1.23177e-008
Node: 45756
30
0.642748
Node: 48792
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Name
Type
Amplitude 3
Min

for Mode Shape: 3
(Value = 1.21483 Hz)
Max
1.23361e-007
Node: 1318
0.642883
Node: 48768
Name
Type
Amplitude 4
Min

for Mode Shape: 4
(Value = 1.31335 Hz)
Max
1.55726e-007
Node: 3050
Frequency Analysis with Tire Amplitude 4
31
1.18454
Node: 48753
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Name
Type
Amplitude 5
Min

for Mode Shape: 5
(Value = 1.3452 Hz)
Max
1.75532e-008
Node: 687
1.18486
Node: 52267
Frequency Analysis with Tire Amplitude 5
2.1.2. Result of Frequency Analysis

Mode List
Frequency Number
Rad/sec
Hertz
Seconds
6.0714
0.96629
1.0349
7.5094
1.1952
0.83671
7.633
1.2148
0.82316
8.252
1.3133
0.76141
8.4522
1.3452
0.74338
8.5012
1.353
0.73909
8.6694
1.3798
0.72475
8.9449
1.4236
0.70243
9.2679
1.475
0.67795
10
9.727
1.5481
0.64595
11
9.9355
1.5813
0.6324
12
10.983
1.748
0.57207
13
11.13
1.7714
0.56452
14
11.158
1.7758
0.56312
15
11.301
1.7986
0.556
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Mass Participation (Normalized)

Mode Number
Frequency(Hertz)
X direction
Y direction
Z direction
0.96629
0.011408
0.048384
0.011149
1.1952
8.3795e-005
3.7472e-005
7.829e-006
1.2148
0.00011938
1.7257e-005
6.2322e-006
1.3133
9.191e-007
0.00025263
3.4164e-006
1.3452
0.000442
2.7039e-006
8.9277e-005
1.353
5.1609e-005
9.3621e-007
0.00021349
1.3798
4.3986e-006
8.5142e-005
8.6307e-005
1.4236
0.00022277
0.00012613
0.0001787
1.475
7.2728e-005
0.0001684
0.00063109
10
1.5481
0.022115
0.014494
0.0087556
11
1.5813
0.014357
0.00036275
0.029576
12
1.748
0.00056222
1.5672e-006
0.00048872
13
1.7714
0.00049592
4.6176e-007
0.00046259
14
1.7758
7.9243e-006
4.4091e-005
1.4619e-005
15
1.7986
0.00025917
1.3021e-006
4.4288e-006
Sum X = 0.050203
Sum Y = 0.063979
Sum Z = 0.051667
Mode Number
Frequency (Hertz)
X direction
Y direction
Z direction
Sum X
Sum Y
Sum Z
:
:
:
:
:
:
:
:
Displays a list of mode numbers.

Lists the resonant frequencies in Hertz.
Lists the mass participation ratios in the global X direction for each mode.
Lists the mass participation ratios in the global Y direction for each mode.
Lists the mass participation ratios in the global Z direction for each mode.
Sum of all mass participation ratios in the X direction.
Sum of all mass participation ratios in the Y direction.
Sum of all mass participation ratios in the Z direction.
Each natural frequency is associated with a certain shape, called mode shape that the model tends to
assume when vibrating at that frequency.
Natural frequency is calculated according to theoretical formula in Theoretical Background chapter.
Calculation was 0.773 Hz which is almost similar result of first natural frequency of Solidworks frequency
analysis.
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2.2. Dynamic Analysis of Rear Wishbone Suspension System with Tire

Static studies assume that loads are constant or applied very slowly until they reach their full values. The
velocity and acceleration of each particle of the model is assumed to be zero. As a result, static studies
neglect inertial and damping forces.
For many practical cases, loads are not applied slowly or they change with time or frequency. For such
cases, use a dynamic study.
Frequency analysis calculates the resonant frequencies and corresponding mode shapes only. Linear dynamic
studies use the information to calculate the dynamic response of your structure to dynamic environments.
We used a random vibration analysis to calculate the response due to non-deterministic load which is
generated on a wheel of a car traveling on a rough road.
Until now, we didnt use damping forces. A damping ratio greater than 1.0 means over-damping, a value of
exactly 1.0 is critically-damped, and a value less than 1.0 is under-damped (bouncy suspension). Values for
realistic vehicles are in the range of 0.2 and 0.6. For the random vibration analysis, modal damping is
selected according to data below. It is taken 0.35.
The data above are taken from: Vince Adams and Abraham Askenazi, Building Better Products with Finite
Element Analysis, OnWord Press, Santa Fe, NM.
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Study Properties
Study name
Dynamic
Analysis type
Dynamic Analysis (Random Vibration)
Mesh type
Solid Mesh
Number of frequencies
15
Solver type
FFEPlus
Soft Spring:
Off
Automatic
Thermal option
298 Kelvin

Flow Simulation
Lower frequency limit
Off
Upper frequency limit
0 Hz
Number of output frequencies
10
Correlation
Fully correlated
Result folder
SolidWorks document (P:\alper\dynamic)
0 Hz
Unit
Unit system:
SI (MKS)
Length/Displacement
mm
Temperature
Kelvin
Angular velocity
Rad/sec
Pressure/Stress
N/m^2
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Loads and Fixtures

Fixture name
Fixture Image
Fixture Details
Entities:
Type:
5 face(s)
Fixed Hinge
Fixed Hinge
Resultant Forces
Components
Reaction force(N)
X
432099
0
Y
594387
0
Z
130834
0
Entities:
Reference:
Type:
Translation:
Units:
Reference
Geometry
Resultant
746407
0
1 face(s)
Face< 1 >
Use reference geometry
0, 0 rad., --mm
Resultant Forces
Components
Reaction force(N)
Load name
X
107832
0
Y
242168
0
Load Image
Z
118440
0
Resultant
290347
0
Load Details
Entities:
Reference:
Type:
Values:
Force
36
5 face(s)
Edge< 1 >
Apply force
---, ---, -500 N
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Mesh Information for Normal Mesh
Mesh Information for Fine Mesh
Mesh type
Solid Mesh
Mesh type
Solid Mesh
Mesher Used:
Curvature based
mesh
4 Points
Mesher Used:
Curvature based
mesh
4 Points
Maximum element
size
Minimum element
size
Mesh Quality
138.187 mm
Maximum element
size
Minimum element
size
Mesh Quality
55.8425 mm
Remesh failed parts

with incompatible
mesh
On
Remesh failed parts

with incompatible
mesh
On
Jacobian points
Jacobian points
27.6373 mm
High
Mesh Information - Details

Total Nodes
68853
11.1685 mm
High

Total Nodes
103141
Total Elements
41178
Total Elements
60792
Maximum Aspect
Ratio
% of elements with
Aspect Ratio < 3
% of elements with
Aspect Ratio > 10
% of distorted
elements(Jacobian)
Time to complete
mesh(hh;mm;ss):
Computer name:
230.24
Maximum Aspect
Ratio
% of elements with
Aspect Ratio < 3
% of elements with
Aspect Ratio > 10
% of distorted
elements(Jacobian)
Time to complete
mesh(hh;mm;ss):
Computer name:
147.05
74.7
2.41
0
00:00:05
G111-11
37
83.9
0.508
0
00:00:08
G111-11
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Mesh Control Information:

Mesh Control Name
Mesh Control Image
Mesh Control Details

Entities:
Units:
Size:
Ratio:
Control
1 component(s)
mm
7.9662
1.5
Mesh control refers to specifying different element sizes at different regions in the model. A smaller
element size in a region improves the accuracy of results in that region. We are using mesh control for the
wheel hub which has a complex design.
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2.2.1. Study Results of Dynamic Analysis with Normal and Fine Mesh
Name
Type
Stress
Min
Max
1.54139e-007 N/mm^2
(MPa)
Node: 55164
1341.4 N/mm^2 (MPa)

Node: 148
Dynamic Analysis with Normal Mesh - Stress
Name
Type
Stress
Min
1.56353e-007 N/mm^2
(MPa)
Node: 75214
Dynamic Analysis with Fine Mesh Stress
39
Max
2660.89 N/mm^2
(MPa)
Node: 184
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Name
Displacement
Type
Min
Max
7.7071e-008 mm
Node: 43406
0.779246 mm
Node: 50574
Dynamic Analysis with Normal Mesh - Displacement
Name
Displacement
Type
Min
3.06647e-007 mm
Node: 52153
Dynamic Analysis with Fine Mesh Displacement

40
Max
1.70347 mm
Node: 63579
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Name
Type
Velocity
Min
VRES: Resultant Velocity
6.26055e-007 mm/sec
Node: 43406
Max
5.58374 mm/sec
Node: 50574
Dynamic Analysis with Normal Mesh - Velocity
Name
Type
Velocity
Min
2.01402e-006 mm/sec
Node: 52153
Dynamic Analysis with Fine Mesh Velocity
41
Max
9.78246 mm/sec
Node: 63579
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Name
Acceleration 1
Type
Min
ARES: Resultant Acceleration
0.00173322 mm/s^2
Node: 43406
Max
12825 mm/s^2
Node: 52736
Dynamic Analysis with Normal Mesh Acceleration 1
Name
Acceleration 1
Type
Min
0.00287997 mm/s^2
Node: 5749
Dynamic Analysis with Fine Mesh Acceleration 1
42
Max
22565.7 mm/s^2
Node: 63579
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Name
Acceleration 2
Type
Min
0.00173322 mm/s^2
Node: 43406
Max
12825 mm/s^2
Node: 52736
Dynamic Analysis with Normal Mesh Acceleration 2
Name
Acceleration 2
Type
Min
0.00287997 mm/s^2
Node: 5749
Dynamic Analysis with Fine Mesh Acceleration 2
43
Max
22565.7 mm/s^2
Node: 63579
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Mass Participation (Normalized) with Normal Mesh
Mode Number
Frequency(Hertz)
X direction
Y direction
Z direction
1.0288
0.010482
0.049955
0.011623
1.2052
0.00040111
0.00078832
5.1901e-005
1.2765
5.9764e-008
1.3135e-005
4.3539e-005
1.355
0.00022429
2.3393e-005
5.8324e-007
1.3747
8.8029e-005
0.0001252
1.2699e-005
1.3822
0.00016197
2.3417e-007
1.5882e-005
1.4225
0.0021727
0.00072234
0.00025664
1.5306
0.0022555
0.00064075
0.00018571
1.5676
0.030869
0.0085823
0.00032735
10
1.5952
0.00394
0.0015673
0.017242
11
1.6131
0.00051492
0.0028899
0.024219
12
1.7929
0.00011864
5.667e-005
3.5812e-007
13
1.8107
2.2948e-005
0.00011553
2.231e-009
14
1.832
2.0216e-005
7.4715e-005
0.00025563
15
1.931
7.7842e-006
4.0782e-005
0.00028831
Sum X = 0.051279
Sum Y = 0.065596
Sum Z = 0.054522
Mass Participation (Normalized) with Fine Mesh

Mode Number
Frequency(Hertz)
X direction
Y direction
Z direction
0.83769
0.010052
0.049351
0.012344
1.0393
0.00048572
0.00088944
0.00011984
1.0882
1.8576e-005
9.3947e-005
0.00017849
1.1034
2.238e-005
1.2932e-005
0.00020428
1.1063
3.9488e-008
5.9381e-005
1.0554e-005
1.1099
0.00010534
0.00031952
0.00012046
1.1503
2.5473e-005
2.2427e-005
8.8623e-005
1.1834
7.0534e-006
7.218e-006
0.00029945
1.2141
8.6775e-006
4.2016e-005
4.3175e-006
10
1.2376
1.8859e-005
2.7784e-005
3.8805e-006
11
1.2556
0.00083505
2.5579e-005
2.9167e-005
12
1.3401
0.00036128
1.6297e-006
1.984e-007
13
1.4018
9.671e-005
6.4568e-006
5.112e-005
14
1.4604
0.016535
0.013674
0.012682
15
1.4833
0.020088
0.00012516
0.022458
Sum X = 0.048661
Sum Y = 0.064659
Sum Z = 0.048594
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2.2.2. Result of Dynamic Analysis with Tire

All data are gathered from study results of dynamic analysis as seen Table 3 below.
Table 3: Study results of dynamic analyses according to different element number
Element Number
41178
60792
Stress (Mpa)
1341.4
Displacement (mm)
Velocity (mm/s)
Acceleration (mm/s2)
0.779246
5.58374
12825
2660.89
1.70347
9.78246
22565
From this result, it appears that the stresses are getting larger, regardless of how fine we made the mesh.
The stresses at the sharp corner are non-convergent with respect to mesh refinement because we have a
singularity in the model. This is actually accurate stresses in sharp corners are theoretically infinite.
Whenever you see this kind of non-convergent behavior, it is likely that you are looking at the manifestation
of a singularity in your model and this problem occurs due to our 3D model as seen in Figure 10.
Figure 10: Non-uniform stress distribution

Sharp inside corners are something to avoid. One way of preventing this problem is to round off the sharp
corners of the model where these singularities appear.
Besides of this excessive stress, all part is seen blue which means that stress is not over than approximately
400 Mpa.
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3. Dynamic Analysis of Rear Wishbone Suspension System without Tire

In this chapter, the same dynamic analysis will be performed as before, but we will suppress tire and rim
because software calculated only tire mode shape due to softness of tire. We will also decrease the mesh
size in order to obtain more accurate result.
Mesh Information
Mesh type
Solid Mesh
Mesher Used:
Curvature based mesh
Jacobian points
4 Points
7.96831 mm
1.59366 mm
Mesh Quality
High
On

Total Nodes
163376
Total Elements
102162
76.194
99
0.0763
00:00:04
Computer name:
G310-16
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3.1. Study Results of Dynamic Analysis

Name
Type
Stress
Min
0.106972 N/mm^2
(MPa)
Node: 66296
Max
11051.4 N/mm^2
(MPa)
Node: 330
Dynamic Analysis without Tire - Stress
Name
Displacement
Type
Min
3.96807e-005 mm
Node: 113510
Dynamic Analysis without Tire - Displacement
47
Max
0.922993 mm
Node: 8980
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Name
Type
Velocity
Min
0.104423 mm/sec
Node: 115873
Max
2464.35 mm/sec
Node: 61113
Dynamic Analysis without Tire - Velocity
Name
Type
Acceleration
Min
697.876 mm/s^2
Node: 115878
Dynamic Analysis without Tire - Acceleration
48
Max
1.17239e+008 mm/s^2
Node: 61113
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Mass Participation (Normalized)

Mode Number
Frequency(Hertz)
X direction
Y direction
Z direction
104.68
0.27292
0.1861
0.0093884
296.54
0.039984
0.019671
0.036899
312
0.13471
0.015565
0.32789
462.59
0.11827
0.025132
0.099375
487.19
0.016861
0.026422
0.037068
524.24
0.02199
0.0064911
0.0033653
597.95
0.032796
0.016612
0.026324
734.22
0.013619
0.0032012
0.021025
887.78
0.0033279
0.010695
0.00080331
10
942.65
5.0993e-005
0.018255
0.00066325
11
958.21
0.0055641
0.051454
0.0067982
12
1077.4
1.5076e-005
0.03093
0.00091668
13
1128.7
4.4448e-005
0.0051658
0.0093474
14
1175.1
0.0050748
0.023239
1.4846e-005
15
1254
0.00029851
6.2891e-008
0.0077165
Sum X = 0.66553
Sum Y = 0.43893
Sum Z = 0.58759
3.2. Result of Dynamic Analysis without Tire

After the dynamic analysis, results can be seen in Table 4.
Table 4: Study results of dynamic analyses according to different element number
Max Stress
(MPa)
11051.4
Max Displacement
(mm)
0.922993
Velocity
(mm/s)
2464.35
Acceleration
mm/s2)
697.876
Refinement of mesh size and suppressing tire and rim give more reasonable displacement, velocity and
acceleration results. Distribution of displacement, velocity and acceleration are clearly seen in study results
above. Predictably, maximum displacement, velocity and acceleration occur on nuts of wheel hub where the
force is applied.
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However, we encountered with the same problem in stress result as before. Although we increased the
element number from 60792 to 102162, the stress distribution is not homogenous in study result. Overall
color distribution is blue but excessive stress value is observed in one specific region unlike the rest of the
model as you can see Figure 11. Stress singularities occur at the locations of concentrated forces and sharp
corners. Due to sharp corners we have singularity.
Figure 11: Excessive stress observation due to singularity
4. Conclusion
In conclusion, before we started to simulate suspension system, we simplified our 3D model because
excessive element number created enormous analysis-time in Solidworks. Simplification was getting rid of
unnecessary parts of rear suspension system and redrawing some complex design as well as taking into
consideration only one rear wishbone suspension system which is called a quarter car model methods.
We made seven different analyses in Solidworks. First three static analyses were performed in order to
calculate displacements, strains, stresses, and factor of safety distribution under the effect of applied loads
and to understand mesh dependency. In this study we got rid of tire and wheel part in order to make the
analysis faster. Additionally, we neglected the damper coefficient because of executing static analysis.
50
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In static analysis, the stresses of material for the given loading condition fall in within the yield stress .The
yield strength is 620.422 MPa and detected maximum stress is 84.9551 MPa. All analyses are safe for this
load. The total deformation due to the force applied on the suspension system was 0.518166 mm which is
maximum displacement. The minimum safety factor was 7.30294 which shows the component is safe.
In static analysis, the reason of performing three different static analyses was obtaining accurate results.
Therefore, we made mesh refinement gradually from coarse mesh to fine mesh. After three different static
analyses for the different mesh size, we observed that our results are mesh-dependent. There is
considerable result difference between coarse mesh and fine mesh static analysis. However, in comparison
with normal mesh and fine mesh results, we achieved similar results which demonstrate that we reached
convergence result as you can see detailed results in chapter 1.4. Results of Static Analysis.
In frequency analysis, we assembled tire and rim to rear wishbone suspension system in order to calculate
natural or resonant frequency. We calculated resonant frequency 0.773 Hz in chapter Theoretical
Background to compare the results of Solidworks study with the result of theoretical formula. In frequency
analysis and dynamic analysis of solidworks study gave a little bit different frequency results which are
0.96629 Hz and 0.83769 Hz respectively. 0.83769 Hz is approximately same with theoretical results because
this result was obtained from fine mesh analysis.
In dynamic analysis, we used a random vibration analysis to calculate the response due to non-deterministic
load. First dynamic analysis was executed with two different mesh sizes to determine stress, displacement,
velocity and acceleration and was added the rim and tire to rear wishbone suspension system. The results
were very different from each other as you can see detailed in chapter 2.2.2. Result of Dynamic Analysis
with Tire. We observed that the stresses are getting larger and larger, regardless of how fine we made the
mesh. The stresses at the sharp corner were non-convergent because we have a singularity in the model as
shown in Figure 10.
In second dynamic analysis, the same dynamic analysis was executed as before, but we got rid of the tire
and rim because software calculated only tire mode shape due to softness of tire. We decreased the mesh
size in order to obtain more accurate result than first dynamic analysis. Finally, displacement, velocity,
acceleration were found 0.922993 mm ,2464.35 mm/s and 697.876 mm/s2 respectively. In this study we
solved the problem. However, we met with the same problem in stress result as first dynamic analysis as you
can see figure 11. This problem occurred because of singularity. To sort this problem out, we need to
redesign lower arm without any sharp edges. Besides, this singularity region, all parts were seen blue which
means that stress result was lower than 1000 MPa.
51

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Alper Kutluyuva

Rear Wishbone Suspension System without Tire

Theoretical Background ............................ 4

Frequency Analysis ....................... 27

2.1.1. Study Results of Frequency Analysis ... 30

Rear Wishbone Suspension System with Tire

2.2.2. Result of Dynamic Analysis with Tire .. 45

Simulation of Rear Wishbone Suspension System

Figure 1: Rear wishbone suspension system 3D model on solidworks without simplification

Simulation of Rear Wishbone Suspension System

Simulation of Rear Wishbone Suspension System

Generally, the suspension system is classified into two main types

Dependent Suspension System

Figure 3: Quarter car suspension model

1/4 car body mass

Table 1: Values of quarter car suspension models

Simulation of Rear Wishbone Suspension System

1. Static Analysis of Rear Wishbone Suspension System

Model name: Rear Wishbone Suspension System without Tire

Simulation of Rear Wishbone Suspension System

Simulation of Rear Wishbone Suspension System

Loads and Fixtures

Simulation of Rear Wishbone Suspension System

Simulation of Rear Wishbone Suspension System

Simulation of Rear Wishbone Suspension System

In order to avoid interference, contact type is selected bonded in component contact.

Simulation of Rear Wishbone Suspension System

Study Properties of Static Analyses

Rear Suspension Static Analysis with Coarse-NormalFine Mesh

Include temperature loads

Zero strain temperature

Include fluid pressure effects from SolidWorks

Incompatible bonding options

Compute free body forces

Use Adaptive Method:

SolidWorks document (P:\static)

Simulation of Rear Wishbone Suspension System

Mesh Information of Coarse-Normal-Fine Mesh

Maximum element size

Minimum element size

Maximum Aspect Ratio

% of elements with Aspect Ratio < 3

% of elements with Aspect Ratio > 10

Time to complete mesh(hh;mm;ss):

Remesh failed parts with incompatible mesh

Mesh Information Details of Coarse-Normal-Fine Mesh

Simulation of Rear Wishbone Suspension System

1.1. Study Results of Static Analysis with Coarse Mesh

URES: Resultant Displacement

Simulation of Rear Wishbone Suspension System

ESTRN: Equivalent Strain

Factor of Safety (Coarse)

Simulation of Rear Wishbone Suspension System

1.2. Study Results of Static Analysis with Normal Mesh

VON: von Mises Stress

URES: Resultant Displacement

Simulation of Rear Wishbone Suspension System

ESTRN: Equivalent Strain

Simulation of Rear Wishbone Suspension System