Arnish Engineering Axles Presentation 2021

Arnish Engineering Services
Front Suspension Layout
Modularity across vehicle range

Hard point definition
Suspension set-up
Components characteristics
Vehicle set-up
Elasto-kinematic analysis
3D CAD design
2D CAD design
CAE structural analysis
www.parasonmachinery.com www.arnishengg.com
Front Suspension set-up
SUV : 5P + 35 kg
PK : 3P + 300 kg
SUV 4X4 - 4X2 / PICK UP 4X4 FRONT SUSPENSION DESIGN LOAD SET UP
FRONT SUSPENSION BUMP TRAVEL 82 [mm]
FRONT SUSPENSION REBOUND TRAVEL -93 [mm]
CAMBER ANGLE -0.4 [deg]
TOE ANGLE 0 [deg]
ANTI-DIVE ANGLE 8 [deg]
RACK TRAVEL + / - 72 [mm]
SUV WHEELBASE 2750 [mm]
PICK UP 4X4 WHEELBASE 3085 [mm]
LOADED RADIUS @ DESIGN LOAD (average value) 366 [mm]
TYRE SIZE (base size) 265/70 R16 [-]
TYRE SIZE (SUV optional size) 265/65 R17 [-]
Front Suspension architecture: SUV 4x4 & PK 4x4
PT_10 PT_6
PT_7
PT_19
PT_22
PT_17
PT_18 LH
PT_2
PT_11 PT_5
Front Suspension assembly & components
Component / Vehicle development

– Component feasibility
– 3D & 2D design
– Virtual analysis
– Supplier management
Z
Y
X
Front Suspension Parameters & Specs
Spring geometry parameter

FRONT SUSPENSION SPRING K= 107 N/mm:
• STATIC LENGHT: 257 mm
• REBOUND LENGHT*: 306 mm
• BUMP LENGHT*: 213 mm
• FREE LENGHT**: 353 mm
• MINIMUM LENGHT: 155.4 mm
• EXTERNAL DIAMETER: 95 mm
• WIRE DIAMETER: 15 mm
• NO. OF ACTIVE TURN: 9.1
• NO. OF EFFECTIVE TURNS: 10.4
• MAX TORSIONAL STRESS VALUE***:1166 N/mm2
* defined with a front suspension travel of + 82 / - 93 mm

** defined with SUV 4X4 DIESEL design load @ each front wheel
*** defined @ BUMP LENGHT
Front Suspension Handling analysis & validation
Steering wheel angle [deg]
 t2
Right
Left
 t1
0 2 4 6 8
Time [s]
Front Suspension Structural validation
Point 1 Point 5 Point 7

Bump stop x g Curve RE
Mission Profile Fx' Fy' Fz' Fx' Fy' Fz' Fx' Fy' Fz'
Bump 2.5 Std C 395,738 -138,15 240,12 25,2581 467,121 752,567 26,0426 367,919 323,691
Bump 3.5 Std C 581,52 -184,82 339,294 23,4635 663,039 1058,32 28,2854 518,999 442,248
Brake d = 9.81 m/s**2 381,268 -127,3 176,673 -243,37 227,517 -162,55 36,3886 6,16371 458,873
Acceleration mu = 1 -453,06 129,445 203,297 616,559 -177,82 89,0069 102,801 698,094 471,678
Right curve R.E. sx (mu=1) 310,228 164,354 232,553 85,4998 -525,86 615,402 -13,985 -411,32 347,606
Right curve R.I. sx (mu=0.5) 112,662 -93,143 36,4807 28,5076 197,208 185,323 21,8438 202,922 77,7165
Acceleration Braking
Rear Suspension architecture: SUV 4x4 & 4x2
PT_19
PT_6 PT_7
PT_44
PT_9
PT_15
PT_1
PT_16 PT_4
Rear Suspension set-up
SUV : 5P + 35 kg
SUV 4X4 - 4X2 REAR SUSPENSION SET UP

REAR SUSPENSION BUMP TRAVEL 75 [mm]
REAR SUSPENSION REBOUND TRAVEL 110 [mm]
CAMBER ANGLE 0 [deg]
TOE ANGLE 0 [deg]

ANTI-SQUAT ANGLE 12 [deg]
WHEELBASE 2750 [mm]
LOADED RADIUS (average value) 366 [mm]
Rear Suspension Leaf spring architecture
PT_9_RH
PT_4_RH
PT_9_LH
PT_4_LH
PT_3
PT_1 PT_2
PT_16
Rear Suspension Elasto-kinematic
Z(PT_16) @ BUMP: 490 mm
BUMP STOP LOAD @ 3.5g: 27000 N
Z(PT_16) @ St. A: 426 mm BUMP STOP STARTING ACTION
COMPOSITE VERTICAL STIFFNESS (average value):

0.0116 mm/N (11.4 mm/100 kg)
86 N/mm
REAR WHEEL
TOTAL TRAVEL:
MAIN VERTICAL STIFFNESS (average value): 180 mm
0.0263 mm/N (25.8 mm/100 kg)
38 N/mm
Z(PT_16) @ REBOUND: 310 mm
Concept & Architecture
Archetype definition
– Architecture and typical section analysis
– 3D models definition
– Number of components optimization
– Technology / material identification
Design to functionality
Floor family definition
– Structural improvement
– Assembly optimization
– Optimization for manufacturing
CHASSIS - Design to cost
Optimization analysis
– Number of components optimization
– Weight optimization
– Manufacturing optimization / tooling simplification
Bus- Suspension Architecture
Tractor Rear Axles
Project name : FT6065 ACTIVITY RESPONSIBILITY
Year : 2011 Ergonomic analysis Customer
Vehicle type : Tractor Engineering feasibility Customer
Scope of work : Ergonomic and Engineering design Engineering design Customer
F.E. Model
Rear Axel
Materiale: Steel
Bracket σy = xxx MPa
th = 3.2 mm Arot% = xxx
Reinforcement plate
th = 4.6 mm
Spring mount plate

Crossbeam th = 2.6 mm
th = 2.9 mm
Bushing
th = 3 mm
Plate wheel
th = 6 mm
Software: MSC Marc 2008 r1
F.E. Model : Seem Weld
Welding Modelling
By taking precaution, the seams were modeled using lower thickness among those surrounding components, the material being in
linear field is the same as the components of the Rear Axel.
F.E. Model details
NB: We do not have the Wheel and shock absorber modelling
coordinate of this point
P10 As visible in the pictures the wheel attachment plate is modeled with shell elements.
With reference to the left (in blue) have 200 mm diameter bars and steel (it’s like to
P11 have a stiff bars). node 11 is connected to 4 bars (steel) diameter 30 mm connected in
turn to the plate with rigid connections constraint on 6 d.o.f (rbe2). Also the point 17
P17 and point 10 (shock absorber) are connected through a Cbush with XYZ rotations and
translations in XY locked. with the possibility of moving in the Z direction.
P16
P1 P8
ID Geometric
Componente Diametro [mm] Materiale
Property
Mock Wheel beam200 200 STEEL
Wheel Axel beam200 200 STEEL
Axel Plate beam30 30 STEEL
Bushing Rigid/Bush 46221 3
Coil cbush
Boundary conditions and Constraints
D.o.f. 1-2-3
Bushing
Shock Absorber
K= 25 N/mm in Z direction P2
Cbush
D.o.f. 123456
P1
Direction Loadcases
P1,P2 – Wheel Center
P3 – point 8 Lateral
P5 P3 P5 – Point 8 longitudinal
Bushing and Constraints Rear Axel modelling :

Each bushing has been shaped by connecting the two circles of outer nodes to each end (left and right of each bushing) to the
central node due to rigid connections (rbe2).The central node is bound "on the ground" through links Cbush simulating the
deformation of the bushing.
EF Simulations of K frame and front axles
Loadcase : Roll Stiffness
COIL K= 25 N/mm
Case1 – 58M/68L/71L = 201.9mm

Spring Height in 2
Load conditions Case2 – 58M/68L/74L = 217.2mm
Method Direction Condition Suspension
P216
Roll Stiffness P1/P2 Bush No Coil
P208 FO RC E
CASE 1 : TORSION N ode
Fx [N] Fy [N] Fz [N]
8 1000
Roll Stiffnesses
208 - 1000
Fz
P16
P8
Fz P5 P3
Roll Stiffness Calculation
Roll Stiffness calculation
M= Fa*l/2+Fb*l/2= F*l
Kt= F*l/a
Fa= 1000N
Sa/sina=l/2/cosa
Sa
Sa/l/2=tga
a=arctg(Sa/l/2)
Sa
Results – Current Solution
CASE1: Roll Stiffness
Amplified displacement
P5 P3
ITEM TEST METHOD & CRITERIA SIMULATION
CONDITION VALUE
1 ROLL LOAD DIRECTION P1.P2 0.46 - 0.5 0.465 KNm/deg
STIFFNESS
BUSH 46221 KNm/deg
ON TARGET
WITHOUT COIL AND
ABSORBER
CASE1: Von Mises Stress
Crossbeam
Welding have been omitted to avoid

localised stress concentrations Max Stress = 366.2 Mpa
Results – Current Solution
CASE1: Von Mises Stress single component
Max Stress = 66.55 MPa Max Stress= 43.23 MPa
Max Stress = 34.53 MPa
Max Stress = 29.91 MPa Max Stress = 196.1 MPa Max Stress = 25.83 MPa
Hypothesis on sound source identification
Beam profile section
Internal wall part
Gap – 0.5mm max.
VIEW C
During running of vehicle it gives

Sound Due to walls contact. External wall part
Currently JBML is using grease
But desired results are not coming
Hypothesis on sound source identification
1) The internal and the external wall part are coupled along a curve surface, so during the vertical
wheel travel each parts (internal and external) are sliding in opposite direction, but due to the
curvature this movement it’s not free to happen. So increasing and changing the rear axle
beam twist it will happen .
Unique contact point when the rear axle has been twisted, changing the twist versus the internal part due to
the friction will slide only when the friction load is higher than the pressure multiply by the friction, and
thisprobably will happen very fastly. Due to this phenomenon between the two wall there is an impact.
Solution Increase the gap between the internal and external wall part.
Headquarter- Asia Headquarter- Europe
Vaidehi Enclave, off NDA Pashan Parque Cientifico y Tecnológico de Gipuzkoa,
Road, Near Chandani Chowk, Paseo de Miramón, 170, 3ª planta, 20014
Bavdhan Pune, (India) 411 021 Donostia-San Sebastian, Spain
www.parasonmachinery.com www.arnishengg.com 29

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Arnish Engineering Services

Front Suspension Layout

Modularity across vehicle range

FRONT SUSPENSION BUMP TRAVEL 82 [mm]

FRONT SUSPENSION REBOUND TRAVEL -93 [mm]

CAMBER ANGLE -0.4 [deg]

TOE ANGLE 0 [deg]

ANTI-DIVE ANGLE 8 [deg]

RACK TRAVEL + / - 72 [mm]

SUV WHEELBASE 2750 [mm]

PICK UP 4X4 WHEELBASE 3085 [mm]

LOADED RADIUS @ DESIGN LOAD (average value) 366 [mm]

TYRE SIZE (base size) 265/70 R16 [-]

TYRE SIZE (SUV optional size) 265/65 R17 [-]

Component / Vehicle development

Spring geometry parameter

* defined with a front suspension travel of + 82 / - 93 mm

Point 1 Point 5 Point 7

SUV 4X4 - 4X2 REAR SUSPENSION SET UP

CAMBER ANGLE 0 [deg]

TOE ANGLE 0 [deg]

Z(PT_16) @ BUMP: 490 mm

BUMP STOP LOAD @ 3.5g: 27000 N

Z(PT_16) @ St. A: 426 mm BUMP STOP STARTING ACTION

COMPOSITE VERTICAL STIFFNESS (average value):

Z(PT_16) @ REBOUND: 310 mm

Spring mount plate

Bushing Rigid/Bush 46221 3

Bushing and Constraints Rear Axel modelling :

Case1 – 58M/68L/71L = 201.9mm

Method Direction Condition Suspension

Welding have been omitted to avoid

Max Stress = 66.55 MPa Max Stress= 43.23 MPa

Max Stress = 34.53 MPa

Beam profile section

Internal wall part

Gap – 0.5mm max.

During running of vehicle it gives

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