DYNAMIC ANALYSIS OF DOUBLE

WISHBONE, DAMPER TO LOWER WISHBONE

A project report

Submitted in partial fulfillment of the requirements

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

BY

MOHAMMED ATIF UDDIN (1604-15-736-048)

Under the guidance of Mr. V. Suvarna Kumar

Assistant professor MED

Department of Mechanical Engineering

Muffakham Jah College of Engineering and Technology

(Affiliated to Osmania University)

(2018-2019)
 DYNAMIC ANALYSIS OF DOUBLE

WISHBONE, DAMPER TO LOWER WISHBONE

A project report

Submitted in partial fulfillment of the requirements

BACHELOR OF ENGINEERING

IN

MECHANICAL ENGINEERING

BY

MOHAMMED ATIF UDDIN (1604-15-736-048)

Under the guidance of Mr. V. Suvarna Kumar

Assistant professor MED

Department of Mechanical Engineering

Muffakham Jah College of Engineering and Technology

(Affiliated to Osmania University)

(2018-2019)
 MUFFAKHAM JAH
COLLEGE OF ENGINEERING & TECHNOLOGY
(Estd. by Sultan-Ul-Uloom Education Society in 1980)
(Affiliated to Osmania University, Hyderabad)
(Approved by the AICTE & Accreditated by NBA)

CERTIFICATE

This is to certify that the project work entitled “DYNAMIC ANALYSIS OF DOUBLE
WISHBONE, DAMPER TO LOWER WISHBONE” is bonafide work carried out by

MOHAMMED ATIF UDDIN (1604-15-736-048)

in partial fulfillment of the requirements for the award of degree of BACHELOR OF

ENGINEERING IN MECHANICAL ENGINEERING by the OSMANIA UNIVERSITY,
Hyderabad under the guidance and supervision.
The result embodied in this report has not been submitted to any other university or institute for the
award of any degree or diploma.

Internal guide Head of the Department

V.SUVARNA KUMAR Dr.N.SEETHARAMIAH
Assistant Professor Principal (HOD)
Department of Mechanical Mechanical Department
MJCET, Hyderabad MJCET, Hyderabad

8-2-249, “Mount Pleasant” Road No.3, Banjara Hills, Post Box No.14, Hyderabad - 500 034
Phone: 040-23350523, 23352084, Fax: 040-2335 3428
Website: www.mjcollege.ac.in. e-mail: principal@mjcollege.ac.in; principal.mjcet@gmail.com
 ACKNOWLEDGEMENT

I would like to express our gratitude to our guide, V.Suvarna Kumar, assistant professor in
Mechanical Engineering department for his encouragement, advice, mentoring and research
support throughout our project. His technical and editorial advice was essential for the
completion of this dissertation. His ability to achieve perfection will always be our
inspiration. My sincere thanks to Dr.N.Seetharamiah, Head of the Department of Mechanical
Engineering,
Muffakham Jah college of Engineering and technology, for his advice and necessary facility
for our work. I also thank our batch mates, who have directly and indirectly helped us in our
project work and in the completion of the report.
I am also thankful to the entire staff of mechanical engineering department, dor their kind of
help and moral support throughout the duration of the project.
Finally, I am grateful to our parents for their love, support and guidance. They have always
been supportive for our academic pursuit.

Mohammed Atif uddin

 DECLARATION

This is to certify that the work reported in the major project entitled “DYNAMIC
ANALYSIS OF DOUBLE WISHBONE, DAMPER TO LOWER WISHBONE” is a
record work done by me in the Department of Mechanical Engineering, Muffakham Jah
College of Engineering and Technology, Osmania University. The reports are based on the
project work done entirely by me and not copied from any other source.

MOHAMMED ATIF UDDIN 1604-15-736-048

 ABSRACT

Suspension is one of the most vital sub-systems of an automobile. The basic function is to
isolate the driver from the road shocks. Secondary function includes load transfer, lateral
stability and providing adequate wheel travel ensuring ergonomics and driver comforts. The
study describes design, analysis and optimization of a suspension system for an off-road
buggy. The aim is to compete in SAE INDIA Baja competition. The suspension is designed
for a rough terrain giving optimum camber, caster, toe, anti-dive, Roll Centre and
Ackermann geometry variations. Compliance studies, effect on suspension bushings,
transmissibility of different forces, vibration analysis, quarter car modeling has been carried
out. Shock absorber, spring design and mounting considerations are also put forward. The
geometry of the suspension has been modelled in commercial software package Lotus Shark.
 List of Figures

LSA co-ordinate system 1.1

Double wishbone 1.2
Star-up splash screen 3.1
Layout of application 3.2
New Model Dialogue Box 3.3
Default hard points 3.4
Parameter data listing 3.5
Screen shot of new front suspension 3.6
Pictorial view of front suspension 3.8
Sample formatted SDF Display 3.10
Sample spline results Display 3.11
Displaying the file toolbar 3.12
Articulation Type icons ringed 3.13
Parameters Data Display 3.14
Okay to overwrite 3.15
Hard points 3.1 & 3.2
Front RHS 3.3
Camber angle vs Bump 4.1.1 & 4.1.2
Toe angle vs Bump 4.1.3 & 4.1.4
Castor angle vs Bump 4.1.5
Result front suspension 4.1.6
Camber angle vs Bump 4.2.1
Castor angle vs Bump 4.2.2
Kingpin vs Bump 4.2.3
Toe angle vs Bump 4.2.4
Result rear suspension 4.2.5
 List of Tables

Suspension Specification 3.1

Suspension hard points that require modifications 3.2
Rear suspension hard points 3.3
Mapping of PO’s and PSO’s 7.1
Certification

Acknowledgement

Declaration

Abstract

List of figures

List of tables

Table of Content

1 INTRODUCTION

1.1 What is Lotus Suspension Analysis? ............................................................. 1

1.2 Normal Uses of Lotus Suspension Analysis. ................................................. 1

1.3 Overall Concepts ........................................................................................ 1-2

1.4 Co-ordinate system ........................................................................................ 3

1.5 Sign convention. ............................................................................................ 4

2 Literature survey............................................................................................... 5-10

3 Methodology

3.1 Starting the Application .......................................................................... 11-14

3.2 Creating a New Model ............................................................................ 15-19

3.3 Manipulating the Graphical View .......................................................... 20-24

3.4 Displaying Graphical Results ................................................................. 25-26

3.5 Displaying Text Results .......................................................................... 27-28

3.6 Bump, Steer and Roll Kinematics........................................................... 29-34

3.7 Animation Suspension Kinematics .............................................................. 35

 3.8 Saving Data Files ......................................................................................... 36

3.9 Closing the Application ............................................................................. 36

FULL SUSPENSION MODEL

3.10 Target suspension design ........................................................................ 37-38

3.11 Front suspension ..................................................................................... 39-46

3.12 Rear suspension ...................................................................................... 46-51

4 Results

4.1 Report on Front suspension .................................................................... 52-56

4.2 Report on Rear suspension ..................................................................... 56-61

5 Conclusions .......................................................................................................... 62

6 References ........................................................................................................... 63

7 Annexure .............................................................................................................. 64

Mapping of Project w.r.t PO’s and

PSO’s………………………………………………66

8 Project management details ............................................................................. 67-68

 CHAPTER 1

1.1 What is Lotus Suspension Analysis

LSA is a design and analysis tool that can be used for both the initial layout of a vehicle

suspensions hard points, and also the design and orientation of suspension bushes for the

tuning of the complaint behaviour.

Models are created and modified through a 3d-viewing environment. This allows hard points

and bushes to be ‘dragged’ on screen and graphical/numerical results updated in ‘real time’.

A template-based approach to the modelling allows users to create their own suspension

models, supplementing the ‘standard’ suspension templates provided.

1.2 Normal Uses of Lotus Suspension Analysis

LSA is used by both designers and analysts alike for the layout of the suspension hard point

positions, in order that the required kinematic behaviour is achieved. Any number of results

can be displayed graphically, (e.g. Camber angle, Toe angle), against bump motion, roll

motion or steering motion. These results are updated in ‘real time’ as the suspension hard

points are moved. The inclusion of compliant bushes to the kinematic model allows the tuning

of bush properties to be carried out, to achieve required compliant response for items such as

lateral force steer.

1.3 Overall Concepts

LSA has two main display and analysis modes, 2D and 3D, and it is possible to import a 2D

model into 3D.

1
Suspensions can be articulated in bump/rebound, roll, steering and combined bump and

steering (3D only) modes.

LSA uses templates to identify specific 3D suspension types. These templates define the

number of parts, the number of points and connectivity of the parts. A large number of

‘standard’ templates are include with the installation, whilst users can create their own or

modify existing ones to model kinematic suspension types not catered for.

3D models can be built as corner, axle or full vehicle suspension models.

LSA can be used just in Kinematic mode, (i.e. rigid bodies with ball joints), or in compliant

mode where the deflection due to bushes is added to the kinematic results on an incremental

basis, (note that the compliant module is licensed additionally to the kinematic module). The

compliant mode includes modal analysis and forced damped capability

2
 1.4 Co-ordinate system

The LSA co-ordinate system is a right-handed system the origin of which must be in front

of the car and coincide with the vehicle longitudinal centre line.

Y-axis is across the car track, and the +ve direction being towards the right side when

sitting in the car.

X-axis is along the vehicle wheel base and positive toward the rear of the car.

Z-axis is the vertical height and positive upwards.

When inputting suspension hard point data you must ensure that all co-ordinates are constant

with the origin you have selected and be aware that all suspension hard point output generated

by LSA will be relative to that origin. The only restrictions are that the X-Z plane must pass

through the centre of the car and the origin must be in front of the car. The co-ordinate system

origin need not be coincident with the ground plane.

Figure 1.1 LSA co-ordinate System

3
1.5 Sign convention.

Camber - Inclination of the wheel plane to the vertical, negative when the wheel leans in at

the top

King Pin Angle - The front view angle between the steering axis and the vertical. Positive

when the steering axis leans inwards at the top.

Toe - Angle between the plane of the wheel and the forward direction, positive if the front of

the wheel is “toed in” toward the centre of the car.

Castor - The angle in side view between the steering axis and vertical. Positive when the top

of the steering axis is inclined toward the rear.

Steering Lock - Linear Y-axis displacement of the steering rack. Positive steering lock can

produce negative or positive toe depending if the steering rack is in front or behind the

steering axis.

Roll - Right hand rule applied to the vehicle positive x-axis. When sitting in the car roll to

the

4
 CHAPTER 2

Literature survey

In automobiles, a double wishbone suspension is an independent suspension design using two

(occasionally parallel) wishbone-shaped arms to locate the wheel. Each wishbone or arm has

two mounting points to the chassis and one joint at the knuckle. The shock absorber and coil

spring mount to the wishbones to control vertical movement. Double wishbone designs allow

the engineer to carefully control the motion of the wheel throughout suspension travel,

controlling such parameters as camber angle, caster angle, toe pattern, roll

center height, scrub radius, scuff and more.

1.2 Double Wishbone

The double-wishbone suspension can also be referred to as "double A-arms", though the arms

themselves can be A-shaped, L-shaped, or even a single bar linkage. A single wishbone or A-

arm can also be used in various other suspension types, such as variations of the MacPherson

strut. The upper arm is usually shorter to induce negative camber as the suspension jounces

(rises), and often this arrangement is titled an "SLA" or "short long arms" suspension. When

the vehicle is in a turn, body roll results in positive camber gain on the lightly loaded inside

5
wheel, while the heavily loaded outer wheel gains negative camber.

Between the outboard end of the arms is a knuckle. The knuckle contains a kingpin for

horizontal radial movement in older designs, and rubber or trunion bushings for vertical

hinged movement. In newer designs, a ball joint at each end allow for all movement. Attached

to the knuckle at its center is a bearing hub, or in many older designs, a spindle to which the

wheel bearings are mounted

At the knuckle end, single ball joints are typically used, in which case the steering loads have

to be taken via a steering arm, and the wishbones look A- or L-shaped. An L-shaped arm is

generally preferred on passenger vehicles because it allows a better compromise of handling

and comfort to be tuned in. The bushing in line with the wheel can be kept relatively stiff to

effectively handle cornering loads while the off-line joint can be softer to allow the wheel to

recess under fore-aft impact loads. For a rear suspension, a pair of joints can be used at both

ends of the arm, making them more H-shaped in plan view. Alternatively, a fixed-

length driveshaft can perform the function of a wishbone as long as the shape of the other

wishbone provides control of the upright. This arrangement has been successfully used in

the Jaguar IRS. In elevation view, the suspension is a 4-bar link, and it is easy to work out the

camber gain (see camber angle) and other parameters for a given set of bushing or ball-joint

locations. The various bushings or ball joints do not have to be on horizontal axes, parallel to

the vehicle centre line. If they are set at an angle, then anti-dive and anti-squat geometry can

be dialled in.

In many racing cars, the springs and dampers are relocated inside the bodywork. The

suspension uses a bellcrank to transfer the forces at the knuckle end of the suspension to the

6
internal spring and damper. This is then known as a "push rod" if bump travel "pushes" on the

rod (and subsequently the rod must be joined to the bottom of the upright and angled upward).

As the wheel rises, the push rod compresses the internal spring via a pivot or pivoting system.

The opposite arrangement, a "pull rod", will pull on the rod during bump travel, and the rod

must be attached to the top of the upright, angled downward. Locating the spring

and damper inboard increases the total mass of the suspension, but reduces the unsprung

mass, and also allows the designer to make the suspension more aerodynamic.

Short long arms suspension

A short long arms suspension (SLA) is also known as an unequal length double wishbone

suspension. The upper arm is typically an A-arm, and is shorter than the lower link, which is

an A-arm or an L-arm, or sometimes a pair of tension/compression arms. In the latter case the

suspension can be called a multi-link, or dual ball joint suspension.

The four-bar linkage mechanism formed by the unequal arm lengths causes a change in the

camber of the vehicle as it rolls, which helps to keep the contact patch square on the ground,

increasing the ultimate cornering capacity of the vehicle. It also reduces the wear of the outer

edge of the tire.

SLAs can be classified as short spindle, in which the upper ball joint on the spindle is inside

the wheel, or long spindle, in which the spindle tucks around the tire and the upper ball joint

sits above the tire.

7
Drawbacks

Short spindle SLAs tend to require stiffer bushings at the body, as the braking and cornering

forces are higher. Also they tend to have poorer kingpin geometry, due to the difficulty of

packaging the upper ball joint and the brakes inside the wheel.

Long spindle SLAs tend to have better kingpin geometry, but the proximity of the spindle to

the tyre restricts fitting oversized tyres, or snowchains. The location of the upper balljoint

may have styling implications in the design of the sheetmetal above it.

SLAs require some care when setting up their bump steer characteristic, as it is easy to end

up with excessive, or curved, bump steer curves.

History

The double wishbone suspension was introduced in the 1930s. French car

maker Citroën began using it in their 1934 Rosalie and Traction Avant models. Packard

Motor Car Company of Detroit, Michigan used it on the Packard One-Twenty from

1935,[1] and advertised it as a safety feature. During that time MacPherson strut was still in

the area of aviation technology and was derived from aircraft landing mechanism. Later on,

until 1951, Ford Company decided to use the MacPherson strut on small production cars, the

English Ford Consul and Ford Zephyr.[2] Thus, the double wishbone was applied early in

automobiles history and there are no genetic relationship between MacPherson strut and

double wishbone suspension.

Double wishbones are usually considered to have superior dynamic characteristics as well as

load-handling capabilities, and are therefore commonly found on sports cars and racing cars

throughout automotive history. Examples of makes in which double wishbones can be found

include Alfa Romeo, Lancia, Maserati, Mercedes-

8
Benz, MG, Saab, Honda, Toyota[3]and Pontiac vehicles. The Aston Martin DB7, the Rover

600, the Honda NSX, Honda S2000 and the Honda Prelude use a rare double wishbone

suspension set-up both at the front and rear, informed by Honda's experience in Formula One.

Short long arms suspension, a type of double wishbone suspension, is very common on front

suspensions for medium-to-large cars such as the Honda Accord (replaced by the less

complex and expensive MacPherson struts in 2013+ models), Peugeot 407, Citroen C5,

Peugeot 508 GT or Mazda 6/Atenza (equally replaced by MacPherson struts in 2014+

models). The Honda Civic used double wishbone suspension design until 2000 (replaced by

MacPherson struts in 2001+ models). It also provides least camber change at bump and

rebound condition.

Advantages

The double wishbone suspension provides the engineer more design choices than some other

types do. It is fairly easy to work out the effect of moving each joint, so the kinematicsof the

suspension can be tuned easily and wheel motion can be optimized. It is also easy to work out

the loads that different parts will be subjected to which allows more optimised lightweight

parts to be designed. They also provide increasing negative camber gain all the way to full

jounce travel, unlike the MacPherson strut, which provides negative camber gain only at the

beginning of jounce travel and then reverses into positive camber gain at high jounce amounts.

Disadvantages

Double wishbone suspensions may take up more space and are more complex, and thus more

expensive, than other systems like a MacPherson strut. Due to the increased number of

9
components within the suspension setup, it takes much longer to service and is heavier than

an equivalent MacPherson design.

10
 CHAPTER 3

3.1 Starting the Application

To start Lotus Suspension Analysis from the main Start menu point to Programs and

then Lotus Engineering Software and then Lotus Suspension Analysis. If the program

fails to start or the menu item is missing from your start menu, firstly confirm that

the software has been installed correctly. You can browse for the application directly,

the executable file name is Shark.exe. As the program starts the start up ‘splash’

screen will be displayed, before the main application window is opened.

Start LSA from windows start menu

 Start -> Programs -> Lotus Engineering Software -> Lotus Suspension Analysis

Figure 3.1 Start-up Splash Screen

On start-up the application will open with an empty 3D display window. A number

of the menus and icons are disabled until either a new model has been started or an

11
existing model has been loaded.

The settings of both the display and analysis modes is initially set either by the

defaults, (if not previously run), or by the settings saved to the ‘ini’ file from the

previous run.

12
 Figure 3.2 Layout of application

Additional context specific menu items are used throughout the application and can be

accessed by clicking the right mouse on the window/graph of interest

13
 3.1 Creating a New Model

To create a new model select the File / New menu option from the main menu bar, (note that

we are in 3D module and will thus be creating a new 3D model creating a new model in the

2D module works in exactly the same way). The ‘new model’ dialogue box is then displayed.

 File -> New

Figure 3.3 New Model Dialogue Box

The dialogue box allows you to pick the required suspension type for the front or rear or both.

For our example we will consider a model with only the front. Suspensions are modelled in

LSA based on specific template types. Depending whether the template has been built with

14
provision for a steering attachment point will dictate if it appears in the list of available front

suspension types, (all defined templates are listed in the rear suspension list).

 Check ‘Front Suspension- PickType’

 From the front suspension drop down box select ‘Type 1: Double Wishbone, damper to

lower wishbone’

 From steering type drop down box select ‘steering rack’

15
Once you have selected the front suspension type the ‘View/Edit Front Co-ordinates’ icon

becomes enabled, allowing you to change the default hard point co-ordinate values.

 Click ‘View/Edit Front Co-ordinates’ to inspect the front suspension co-ordinate.

Once done click OK to accept defaults

Figure 3.4 Type 1 Default hard points display

For a front suspension you can choose between a conventional steering rack or a steering box,

(a steering box requires additional hard point data to be defined). We will stick with the more

normal steering rack.

16
From the ‘new’ dialogue box we can also view/change the ‘Parameter’ data associated with

the model, (such as wheelbase, c of g height, bump travel, brake split etc and geometric data

associated with the tyre). All of the model properties can also be modified at a later stage as

required.

Figure 3.5 Parameter Data Lisiting

17
To complete the creation of a new front suspension model, select ‘Done’. This will now

enable all the previously ‘greyed-out’ menus and icons. The created model is now displayed

in the ‘3d display’ window.

 Click ‘Done’ to open the model.

Now that we have a model we will set up the 3D display. The first time LSA is opened the

default view settings will be applied. Subsequently each time that LSA is closed, the current

view setting are saved and will be used the next time LSA is opened (the default settings can

only be restored by deleting the LSA initiation file ’SHARK.INI’ from the ‘WINNT

directory).

 ‘Graphics -> Screen Display -> Static Only’

 ‘Graphics -> Point Limits’, ensure neither ‘visible’ nor ‘use’ have a tick mark next to

them.

 Display both sides of the suspension by left clicking on the ‘Display Both Sides’ tool

 Auto scale the view with ‘Autoscale Display .

18
Figure 3.6 Screen shot of new front suspension model.

19
3.3 Manipulating the Graphical View

Use the Setup menu from the menu bar to display only the ‘View’ toolbar.

 From the ‘SetUp’ menu setup the toolbars so that only ‘View Toolbar Visibilities’ is

displayed, as shown in the Figure 3.7.

Figure 3.7 Selecting View Toolbar Visibilities from SetUp menu

The suspension 3D display interface has two modes, ‘Dynamic viewing’ for manipulating the

view and ‘Edit’ mode for modifying the suspension geometry. The left mouse button is

clicked on the dynamic view icon to toggle between ‘Viewing’ and ‘editing’ mode. In

viewing mode markers are displayed in each corner of the 3D suspension display window

20
 Toggle the ‘dynamic view icon’ so that viewing mode is selected, ie markers

displayed in each corner of the suspension 3D display window.

The graphical display is manipulated through the mouse cursor and buttons. It allows you to

rotate, translate and zoom in/out by the combination of holding the left mouse button down

whilst moving the mouse. Specific menu options exist for ‘autoscale’, pick centre and setting

the view to orthogonal projections.

If you are in the ‘edit’ mode selecting any one of the dynamic viewing options will change

the mode to dynamic viewing. Alternatively selecting the dynamic view icon will cycle

between edit and view modes.

21
 Change to ‘Translate view’ . Select a point on the 3D-suspension window with the

left mouse button, hold down and drag.

 Change to ‘Scale view’. Select with left mouse button, hold down and move down

to zoom in, up to zoom out.

 Change to ‘Rotate view’ . Select with left mouse button, hold down and move to

rotate view. Picking towards the centre rotates the eye point around the object, picking

towards the edge rotates around the object axis.

(when in dynamic view mode, the Right Mouse button will cycle through the three

dynamic view types, zoom, translate, rotate)

In some situations it is desirable to make frequent use of a particular user defined view. To

achieve this LSA can save user define views for latter use.

 Use the rotate view tool to set a non-orthogonal view similar to figure 3.8.

22
Figure 3.8 ‘Pictorial’ view of front suspension.

23
 Select the ‘Save Current View Settings’ tool and enter a name for the

view, click ok

 Restore the front view by selecting the front view icon , then the ‘Autoscale

display’ icon ’

 The saved view can be used via the ‘View’ main menu . ‘View - > Saved

Views -> Recall Saved’ and select the saved view from the list

 To proceed re-set the suspension display to front view and ensure the view is fitted to

the display window.

24
3.4 Displaying Graphical Results

Graphs are used to display analysis results for any of the calculated results. To open a graph

select Graphs / New/Open. The created window will show the current model results for a

particular parameter, e.g. camber angle. To change the displayed parameter for a particular

graph select the graph with the right mouse button and pick the required parameter from the

displayed list. The right mouse menu also contains options for setting axis scales and general

viewing options such as zoom and autoscale.

25
Any number of graphs can be open at the same time, the positions and sizes of which can be

modified and saved by the user for future use, (see SetUp / Save Window Settings To…).

Figure 3.9 Graph showing right mouse menu

 From the menu bar select ‘Graphs -> New/Open’

 Set the graph to display camber angle by placing the cursor over the new graph then

‘Right Click -> Y-Variable -> camber Angle’.

 Open two more graphs for Toe Angle and Castor Angle and arrange the windows so you

can view the suspension 3d display and each graph simultaneously.

26
3.5 Displaying Text Results

The text results for the currently defined suspension model can be displayed in a scrollable

text window, Results / List Formatted SDF File… This lists an echo of the input data and

tabulated/headed suspension derivatives. This provides a convenient reporting medium for

numerically summarising the suspension properties.

 From the main menu select ‘Results -> List SDF File’. When done

inspecting results close the text results window

Figure 3.10 Sample Formatted SDF Display

27
The text results can also be listed as a series of spline fits rather than tabulated data. The user

having control of which splines to list and the power of the spline fits. This provides a method

of exporting suspension properties to external spline based full vehicle handling applications.

Figure 3.11 Sample Spline Results Display

28
3.6 Bump, Steer and Roll Kinematics

 Display the File Toolbar from the SetUp menu by selecting ‘SetUp -> File Toolbar

Visibility’

Figure 3.12 Displaying the File Toolbar

The suspension articulation type can be bump/rebound, roll or steering. Steering articulation

is applicable to 3D front suspension models only. The articulation type can be changed via

the relevant toolbar icons or the Module / Shark pull down menu options.

Figure 3.13 3D articulation type icons ringed

29
Changing the articulation type will change any displayed result graphs to show the same

variables but over the new articulation motion range (roll, bump, steer). Graph axis scales

may need to be re-set to show the new results.

 In turn select each of the ‘3D bump’ ‘3D Roll, and ‘3D Steer’ articulation Icons on the

File Toolbar and note how the results displayed on each graph change for each motion

type.

An additional combined bump and steering mode is available. Users define each point

separately through an interactive display.

Each articulation type range is controlled by user defined limits. These can be changed via

the ‘Data -> Parameters’ main menu. The bump/rebound travel can also be set for specific

positions.

30
 Figure 3.14 Parameters Data Display

Now we can move the suspension hard points and see the effect on the suspension kinematics.

Suspension hard points can be modified by one of three ways, using input edit boxes,

using the keyboard arrow keys or by dragging hard points with the mouse

 Select the ‘Change to 3D bump Module’ icon from the file toolbar.

 Click the ‘Set to Joggle Mode’ icon on the File Toolbar and left click on one of the

left inboard suspension ball joints.

31
 Left Click on the ‘Toggle Tracking Setting’ icon on the ‘View’ toolbar until both

up/down and left/right arrows are displayed over the suspension point you have selected.

 Manipulate the suspension hard point by holding down the ‘Ctrl’ key then pressing the

arrows on the keyboard.

32
As the suspension point is moved the suspension geometry graphs will be continuously

updated and the position of the suspension roll centre will move on the 3D display. The roll

centre is displayed as a blue circular dot on the display. Toggling between 3D bump, steer

and roll using the ‘File’ Toolbar icons will update the graphs for each of the kinematic motion

types.

 Select the ‘Set To Drag Mode’ icon

 From the main menu select ‘Tracking -> Length’ and set the ‘3D Drag Line Length’ to

50 mm.

 Now left click and hold a suspension hard point. This can now be dragged around the

screen and the results will be continuously updated on the graphs as you move the

suspension.

The suspension hard point can each be moved in the front, plan and side views. The

suspension is modelled symmetrically, any change to one side is mirrored on the opposite

hard point.

 Select the ‘Set to Edit’ icon on the File toolbar and left click on a lower inboard

suspension point.

 In the edit box add 5 mm to the ‘y’ co-ordinate and click ‘OK’.

The suspension will now have moved to the new location.

33
When in edit mode ‘tracking lines’ are drawn to indicate the current ‘tracking’ direction(s).

This is not relevant to the hard point-editing mode as tracking only applies to the dragging

and joggle edit modes. To change the current tracking direction the right mouse button will

cycle through the available tracking direction options. A similar action is achieved by

selecting the mouse icon from the ‘view’ toolbar.

Hard point joggling operates in a similar way to dragging with regard to available directions.

The drawn joggle symbol indicates the number of joggle directions available. To use joggle

select either Ctrl + Arrow Key for coarse joggle or Shift + Arrow Key for fine joggle. The

joggle fine size is a tenth of the coarse size, the coarse size can be set via SetUp / Gen

Defaults…

For a full description of the suspension hard point editing options refer to the help file,

‘Overview – Hard Point Editing’ and ‘Overview – Hard Point Dragging’.

LSA can also be set up to retain the length of suspension parts when modifying the

suspension. In this mode the whole suspension moves to satisfy the new hard point location

without changing any suspension part lengths.

 From the menu bar select ‘Edit -> Change mode -> Retain Part Length’. Now try

dragging suspension hard points with the mouse.

 Return ‘Change mode’ to ‘Change part lengths’

34
3.7 Animation Suspension Kinematics

The suspension can now be animated to give a movie of the suspension movement in bump,

roll and steer. The movement of the roll centre is also displayed in the animation and the

suspension hard points can be edited during the animation.

 Display the graphics tool bar by using the SetUp menu ‘SetUp -> Graphics Toolbar

Visibility’

 Left click the ‘Animate mechanism’ icon on the graphics toolbar.

 Whilst the animation is displayed switch between bump, roll and steer modes.

 As the suspension is animating try dragging suspension hard points and see the effect on

the roll centre location in roll, bump and steer.

35
3.8 Saving Data Files

Models can be saved in the conventional way using File / Save or File / SaveAs menu items.

You will always be warned about overwriting existing model files. Data files will include all

suspension hard point data, compliant bush properties and model parameters. What it does

not necessarily include is the template definition. A data file can in refer to the template via

an entry number if the 'include User Templates in Data File' option is not checked. For further

information on the definition and storing of suspension templates see the template sections in

this document.

Figure 3.15 Okay to Overwrite dialogue

36
3.10 Target suspension design

Front suspension: Type 1: double wish bone

Steering: Steering rack

Rear suspension: Type 1: double wish bone

Table 3.1 Suspension specifications.

Settings
Front Rear
Toe 0 0
Camber -1.5 -1.5
Castor 3 0
KPI 5 5
Anti-dive 40 -
Anti-squat - 44
Ackerman 80% -
% braking 60% 40%
Roll centre height 75 100
Suspension travel
Front Rear
Bump 40 40
Rebound 40 40
Roll 3.5 3.5
Steering 30 -
Tire
Front Rear
Rolling radius 225 225
Width 150 150

37
Goals:

Minimise roll and bump steer.

Minimise movement of roll centre.

Keep roll centre above ground at maximum bump.

Camber less than zero at maximum body roll angle.

Minimise tire scrub with bump

38
3.11 Open new front suspension model

 From the file main menu select ‘File -> New’ to bring up the new model dialog box.

 Select front suspension only with Type 1: double wishbone suspension and steering

rack.

 On the ‘New Model’ dialog left click on the ‘View/Edit parameter data’ icon

 Go through the list of parameters and modify: Bump travel, Rebound travel, Roll angle

and Steer travel to match the data in table 3.1

 Left click ‘Ok’ to close parameter dialog box then ‘Done’ to generate the new

model.

 To set the static toe and camber angles from the main menu select ‘Data -> Set Static

Angles…’ and input 0.0 for toe and –1.5 for camber, then click ‘ok’.

 Check that all of the 4 toolbars are displayed. If any are missing they can be displayed

39
 from ‘setup’ on the main menu.

The model parameter and static settings have now been set up. We will now proceed to set

up graphs to display the results as we manipulate the suspension geometry. Our goal is to

manipulate the hard points to give kinematic motion in bump/rebound, steer and roll that

gives the best compromise compared with our design goals. The static toe angle has been set

to zero for now to avoid confusion when analysing the steering Ackerman geometry. If the

toe angle is non-zero then the % Ackerman steering is ill-defined and the LSA Ackerman

output cannot be used.

Open Graphs

 Left click on the ‘open new results graph’ icon on the graphics+data toolbar to

open a new results graph.

 Right click on the new graph and select ‘Y-Variable -> Camber angle’

 Open another 5 graphs for toe angle(deg) {SAE}, castor angle (deg), King Pin Angle

(deg), Roll Centre Height {To Grnd} (mm) and Half Track change. Once all the graphs

are open arrange the 3d display window and the graphs so they can all be viewed

simultaneously.

40
 Select 3D Bump mode by left clicking the icon .

 Right click on each graph in turn and select ‘AutoScale to Y increment’ to auto scale each

graph. (The axis scale and y increment size can be set to your own custom values by right

clicking on the graph and selecting ‘Axes Scales’).

The castor angle and KPI will be modified first to achieve the specified values. For this

tutorial we will modify the upper ball joint on the suspension upright.

 Turn off display of the wheels by clicking on the ‘Toggle Enhanced Wheel Vis’ icon

 Select joggle mode and left click on the top upright ball joint. You can now move the ball

joint in the y direction. As you move the hardpoint (keyboard keys ‘ctrl’ + ‘->’) the KPI

graph will be updated. Move the ball joint to give 5 degrees KPI at zero bump as shown

on the KPI graph.

With the ball joint selected the mouse right click will toggle through the available

joggle directions in that view

 Right click on the KPI graph and select ’List data line(s)’ to verify angle. Close the dialog

when done.

 Change the view to z-x

41
 Move the top upright ball joint in the x-direction to give 3 degrees castor angle.

The castor and KPI are now set and you can manipulate the views to visually verify that

the top of the king pin axis is inclined inwards towards the centre line of the car and

backwards toward the rear. The castor and KPI are also listed in the SDF output

file available in the ‘results menu’. Return to front view and 3d roll mode when done.

Next we will manipulate the inboard suspension hard points to achieve desired suspension

kinematics in bump and roll.

To achieve these characteristics we will move the inboard suspension hard points on the upper

and lower suspension wishbones and the inner and outer steering ball joints. Before

proceeding experiment with moving these 6 suspension hard points and see if you can achieve

a compromise between the target suspension kinematic characteristics. As movement of any

one hard point can effect all of the characteristics we are interested in you will need to

iteratively move and adjust each hard point in front and side view until you have reached a

best compromise. Figures

3.1 and 3.2 give an indication of one hard point configuration that satisfies this

42
condition. Once you have finished experimenting continue with the tutorial to input the

suspension hard points manually.

Figure 3.1

Figure 3.2

43
 Set viewing mode to front view y-z

 Turn hard point numbering on by toggling the ‘Point Nos Visibility’ tool.

44
 Select the ‘Set to Edit Mode ’ icon and select the lower front inboard pivot: ‘Point

1’ and type in the hard point location shown in Figure 3.3

Figure 3.3

 Now go through each of the hard points listed in table 3.2 and use the same method to set

the hard point locations listed in the table.

Table 3.2 Suspension hard points that require modification.

Point Name X (mm) Y(mm) Z(mm)

1 Lower wishbone front pivot 3819 91 181

2 Lower wishbone rear pivot 4179 92 197

5 Upper wishbone front pivot 4092 308 385

6 Upper wishbone rear pivot 4332 308 369

11 Outer track rod ball joint 4214 668 233

12 Inner track rod ball joint 4245 197 230

45
With the suspension now located toggle between 3D bump roll and steer modes and verify

that the design criteria are satisfied. Note that the calculation for Ackerman is based on having

zero static toe. If the static toe is non-zero the output for % Ackerman is not properly defined

and cannot be used.

 You can now verify yourself from the graphs and animating the suspension in steering,

bump and roll that a compromise solution to the targets set out in section 3.2 has been

achieved.

 From the main menu select ‘File -> Save As’ and save the model as ‘Tutorial 2a’.

46
Now we have setup the graphs we can also save window setting which will save which output

graphs are displayed. The next time you use the model you can load the windows setting file

to reset the graphs.

 From the main menu select ‘SetUp -> Save Window settings To…’. Enter ‘Tutorial 2a’

as the file name and save the widows settings file.

This completes tutorial one. The solution obtained is a compromise between all the desired

and sometimes conflicting requirements of the suspension. You may want to experiment to

see if you can improve the design. Also notice that the camber and castor angles achieved are

not an exact match to the targets.

3.12 Open New Rear Suspension Model

 From LSA menu select ‘File -> New’.

 Check the rear suspension tick box and select Type 1 Double wishbone, damper to

lower wishbone (we will add the front suspension later).

 Check that the parameter data and tyre data are correct (you may need to modify Bump

travel, Rebound travel, Roll angle and Steer travel to match the data in table 3.1) then

click done on the ‘New Model’ dialog to open the new rear suspension model.

Now we have a new rear suspension model open we will setup a new graph to display

47
% anti-squat for the rear suspension.

 From the main menu select ‘Setup -> Load Windows settings From….’. Select the

settings file ‘Tutorial 2a’ that we saved earlier and open.

 Add another graph by clicking on the ‘Open New Results Graph’ tool and

position the graph so it does not obstruct any of the other graphs.

 Right click on the new graph and select ‘Y-Variable -> Anti-Squat (%)’.

 Auto scale the Y-axis. Right click on graph and select ‘Autoscale To Y

Increment’.

The new graph settings can be now saved to the windows settings file.

 From the main menu select ‘SetUp -> Save Window settings To…’. Enter ‘Tutorial 2b’

as the file name and save the widows settings file.

Setup of the rear suspension follows the same procedure as the front therefore we will omit

manipulating the suspension hard points and edit the rear suspension co- ordinates table

directly. At this point you can experiment for yourself to see if you

48
can meet the suspension characteristic targets then continue from this point once you are done

(you may want to save your own model before you proceed).

 Click on the ‘View/Edit rear co-ordinates’ icon to bring up the rear suspension

co-ordinates table.

 Now you can manually edit each of the suspension hard point locations by directly editing

the (X,Y,Z) co-ordinates of each hard point. Use table 3.3 for input data. Click ‘OK’ when

finished.

Table 3.3 Rear suspenion hardpoints co-ordinate table.

49
You can check for yourself that the new rear suspension co-ordinates give a ‘good’

compromise solution compared to the targets set out in Section 3.2. To complete the full

suspension model we will now proceed to add the front suspension from tutorial 2.a.

50
 From the main menu select ‘File -> Add End From File’ and select the front suspension

model developed in tutorial 2a.

You now have a full vehicle suspension kinematic model with satisfies the target kinematic

characteristics.

When working with full suspensions, displaying both the front and rear suspensions can be

visually confusing. LSA allows you to display only the front or rear suspension and also only

one side of the suspension.

Displays only the front suspension.

Displays only the rear suspension.

Displays both front and rear suspension.

Toggles between displaying one side and both sides.

In this tutorial you have learnt all the basic operations for setting up, manipulating and

analysing suspension kinematics. To complete this tutorial save your file and quit LSA.

 Save model as ’Tutorial 2b’ and close Lotus Suspension Analysis to end tutorial 2.

51
 CHAPTER 4

Results

4.1 Front suspension

4.1.1 Graph 4.1.2 CAMBER ANGLE VS BUMP

52
4.1.3TOE ANGLE VS BUMP

53
4.1.4 CASTOR ANGLE VS BUMP

54
4.1.5 KINGPIN VS BUMP

55
 4.1.6 RESULT FRONT SUSPENSION

4.2 REAR SUSPENSION

56
4.2.1 CAMBER ANGLE VS BUMP

57
4.2.2 CASTOR ANGLE VS BUMP

58
4.2.3 KINGPIN VS BUMP

59
4.2.4 TOE ANGLE VS BUMP

60
4.2.5 RESULT REAR SUSPENSION

61
 CHAPTER 5

CONCLUSION

The camber angle ranges between 0.449 to -3.322 degrees for front suspension and 0.197 to -0.496

for the rear suspension with respect to wheel travel. The toe angle ranges between -0.259 to -0.201 for

front suspension and 0.33 to -0.99 for rear suspension with respect to wheel travel. The second

iteration spring values were chosen for manufacturing due to its good factor of safety and active coils.

While the other important values that are obtained from the above calculations are mentioned in below

table.

62
 CHAPTER 6

References

[1] William F. Milliken, Douglas Milliken, 1994.“Race Car Vehicle Dynamics,” SAE

International.

[2] Reza, N. Jazar, “Vehicle Dynamics,” Springer publications, 2nd edition.

3] Optimum.com,” Optimum Kinematics Help files,” Vehicle dynamics solutions.

[4] Thomas D. Gillespie, 1992. “Fundamentals of Vehicle Dynamics,” SAE International.

[5] Carroll Smith, 1978. “Tune to win: The art and science of race car development and

tuning.”

[6] Lotus Cars Ltd. “Getting Started with Lotus Suspension Analysis,” Version 4.03

[7] Steering Dynamics.

[8] RagnarLedesma, Shan Shih, “Heavy and medium duty vehicle suspension-related

performance issues and effective analytical models for system design guide”, SAE

international, published in 15-11-1999.

[9] A.G.Thompson, C.E.M. Pearce, “An optimal suspension for an automobile on a random

road”, published in 01-02-1979.

[10] William F. Milliken, Fred Dell’Amico, Roy S. Rice, “The static Directional stability

and control of the automobile”, published in 01-02-1976.

[11] Race car vehicle dynamics by William F. Milliken and Douglas L. Milliken, 1995,

Chapter-16, Ride and Roll rides, page no. 579-600.

[12] Thomas D. Gillespie, Fundamental of vehicle dynamics (Society of automotive

engineers).International Journal of Scientific & Engineering Research Volume 9, Issue 2,

February-2018

63
 CHAPTER 7

ANNEXURE

Title Roll No . Project Guide Cost Type of Project

DYNAMIC 1604-15-736-
ANALYSIS OF 014
DOUBLE 1604-15-736-
WISHBONE 031 Mr. V Suvarna Rs 4300/- ANALYSIS
DAMPER TO 1604-15-736- Kumar
LOWER 032
WISHBONE 1604-15-736-
048

MAPPING WITH PO’s AND PSO’s

PO1: Engineering Knowledge: Apply the knowledge of mathematics, science,

engineering fundamentals, and an engineering specialization to the solution of complex
engineering problems.

PO2: Problem Analysis: Identify, formulate, research literature, and analyse complex
engineering problems reaching substantiated conclusions using first principles of
mathematics, natural sciences, and engineering sciences.

PO3: Design/ Development of solutions: Design solutions for complex engineering

problems and design system components or processes that meet the specified needs with
appropriate consideration for public health and safety and the cultural, societal and
environmental considerations.

PO4: Conduct Investigations of Complex Problems: Use research based knowledge and
research methods including design of experiments, Analysis and interpretation of data, and
synthesis of the information to provide valid conclusions.

PO5: Modern Tool Usage: Create, select and apply appropriate techniques, resources and
modern engineering and IT tools including prediction and modelling to complex
engineering activities with an understanding to the limitations.

PO6: The Engineer and Society : Apply reasoning informed by the contextual
knowledge to assess societal , health, safety , legal and cultural issues and the consequent
responsibilities relevant to the professional engineering practice.

PO7: Individual and Team work: Function effectively as an individual and as a member
or leader in diverse teams , and in multi disciplinary settings.

PO10: Communication: Communicate effectively on complex engineering activities

with the engineering community and with the society at large, as such as being able to

64
comprehend and write effective reports and design documentation.

PO12: Life Long Learning: Recognize the need for and have the preparation and ability
to engage in independent and life long learning in the broadest context of technological
change.

PROGRAM SPECIFIC OUTCOMES

PSO1: Function in the software industry in the area of design and development of
software tools

PS02: Work in power plants and manufacturing industry in the sphere of operation and
management.

MAPPING WITH PO's AND PSO's

3*- Highly relevant
2*- Moderately relevant
1*- Less relevant

65
DETAILED RELEVANCE DYNAMIC ANALYSIS OF A DOUBLE
WISHBONE
PO1 3* We are able to apply our Engineering knowledge in
calculating the Camber Angle,Caster Angle,King pin
inclination.
PO2 2* The day by day increase in demand for efficient
suspension.
PO3 3* We have analyzed this problem with and have come
up with a simple,but effective solution.
PO4 2* Our team has done a brief literature survey on Double
Wishbone Suspension and methods to improve the
efficiency.
PO5 2* We have used Lotus Shark ver.4.0.3 to Dynamically
analyse the Double Wishbone Suspension.
PO6 2* By using our Dynamic Analysis we can improve
stability.
PO7 3* Every individual of our team has given his best
towards the project right from the start and have
achieved great results as a team.
PO8 2* We were able to produce effective project reviews,
project seminars and reports through the project.
PO9 2* We have recognised the need for and have the
preparation and ability to engage in independent and
lifelong learning in the broadest context of
technological change.
PSO1 2* We can work in the industry as a design and
development engineer as we got a good command on a
analysing tool through this project.
PSO2 3* Our project has a great scope in the automobile and
manufacturing industry as the future always strives for
development our project would become a perspective
for automobiles as it enhances performance and
increases the stability.

66