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Design and analysis of lower control arm of suspension system

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DOI: 10.1016/j.matpr.2021.05.035

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Design and analysis of lower control arm of suspension system

M. Sadiq A. Pachapuri ⇑, Ravi G. Lingannavar, Nagaraj K. Kelageri, Kritesh K. Phadate
Department of Mechanical Engineering, KLE Dr. M. S. Sheshgiri College of Engineering and Technology, Belagavi 590008, India

a r t i c l e i n f o a b s t r a c t

Article history: In automotive suspension, a control arm is a hinged suspension link between the chassis and the suspen-
Available online xxxx sion or hub that carries the wheel. The chassis end of a control arm usually rubber busing, is attached by a
single pivot. It controls the position of the tyre end in only a single degree of freedom, maintaining the
Keywords: radial distance from the chassis mount.
Lower arm The single bushing does not control the arm from moving back and forth; this motion is constrained by
Suspension system a separate link or radius rod. Wishbones are triangular and have two widely spaced chassis bearings,
Hump
which constrain the tyre end of the wishbone from moving back and forth, controlling two degrees of
FEA analysis
Life estimation
freedom, and without requiring additional links. Most control arms form the lower link of a suspension
Optimization with few designs using them as the upper link, usually with a lower wishbone. The lower arm should be
sturdy, in many cases reported by the users of a particular vehicle, fluttering noise heard over the humps.
This paper calculates the forces acting on the lower arm of a four-wheeler with critical loading condi-
tions as the Finite Element Analysis carried for the McPherson type suspension system. The static analysis
performed to determine the location of maximum deflection and stress distribution while the vehicle is
stationary and moving over the hump at different speeds. The free-free and constrained modal analysis
performed on the suspension arm to find the natural frequency. The fatigue analysis performed to find
the life of the arm. Further, by performing topological optimization leads to reduction in the weight.
Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 3rd International Con-
ference on Advances in Mechanical Engineering and Nanotechnology.

1. Introduction damper (shock absorber) is required to dissipate it. Many types of

springs are used in the automobile suspension system like leaf
Vehicles ranging from bullock carts to modern vehicles use sus- spring, helical coil spring, torsion spring, air spring, etc. Mostly
pension system such as, leaf springs, pneumatic and hydraulic sys- hydraulic or pneumatic dampers are used in the car suspension
tems. The main aim of using a suspension system is to prevent the having a piston and a rod with fluid inside it, which slows down
shocks reaching the body of the vehicle from the rough roads and the spring motion.
ensure that the vehicle’s wheels remain in contact with the road. After conducting analysis like dynamic, fatigue and kinematic
There are two types of forces acting on the suspension system of analysis many modification carried out on the suspension system
a vehicle, the first is the force from the road disturbance, and the by Saurabh D. et al. [1]. However, it’s observed that no study was
second is the load disturbance. Road unevenness could be of high conducted on the failure of strut. J. A. Tamboli et. al. [2] reported
magnitude and low frequency (such as mountains) and the small that the Power Spectrum Density (PSD) of a particular road
magnitude and large frequency (because of rough roads). Load dis- decreases exponentially with respect to time.
turbance includes the forces induced by the changing acceleration, In addition, they found the effect of changing the speed and
braking and cornering. A suspension system should respond very wheelbase based on the Root Mean Square Acceleration Response
smoothly against road disturbances and should be robust against (RSMAR) values. Loprencipe, G., Zoccali, P. [3]. discussed aobout
load disturbances. the road roughness by using validated artificial road profiles gener-
The suspension system consists of spring, damper and strut. The ated using the hanning window. Lu Sun [4] stated that power spec-
function of spring is to absorb the shocks and store the energy, but tral density (PSD) values used for obtaining the road profile.
Further, found the international roughness index (IRI) considering
⇑ Corresponding author. the PSD of road, which used for evaluating pavement surface
E-mail address: pachapuri@gmail.com (M. Sadiq A. Pachapuri).
roughness.

https://doi.org/10.1016/j.matpr.2021.05.035
2214-7853/Ó 2021 Elsevier Ltd. All rights reserved.
Selection and peer-review under responsibility of the scientific committee of the 3rd International Conference on Advances in Mechanical Engineering and Nanotechnology.

Please cite this article as: M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al., Design and analysis of lower control arm of suspension system, Mate-
rials Today: Proceedings, https://doi.org/10.1016/j.matpr.2021.05.035
M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 1. Dimensions of lower control arm and final CAD model.

Mothiram K. Patil and M. S. Palanichamy [5] used the concept of Modal analyses carried out to find the resonance conditions.
lumped mass for the mathematical model of the human being. This Finally, fatigue analysis carried out to make the life estimation of
model is then analysed for the vertical vibration response for the lower arm.
new seat, which made for reducing the transmission of shocks. Ste-
ven Roy and Zhaoheng Liu [6] made a two dimensional Mathemat-
1.1. Part design of lower arm
ical model of vehicle having restricted motion in eight DOF. They
performed simulation for different cases and the effect of wind
The dimensions of the front McPherson suspension system are
flow was considered by CFD analysis. G. Verros, C. Padimitriou
physically measured and the part design carried out using Auto-
and S. Natsiava [7] work focussed on optimisation of quarter car
desk Inventor (Refer Fig. 1). The lower arm connected to the car
models under road excitations. Lu Sun, Xi Cai [8] demonstrated
chassis on one side while on the other side; its connected to the
method to optimise the forces acting on the vehicle by using
tyre. One end has to withstand the force imposed by the road
genetic algorithm and proved the value of sprung mass, unsprung
whereas on the other side it has to take the weight of the car.
mass, spring stiffness and damping coefficient will reduce the
The thickness of the plate used in lower arm modelling is of
vibrations in the automobile. Masih Sharifi et al. [9] proposed the
15mmthick.
multiobjective genetic algorithm to optimise the vibrations in the
Fig. 1. Dimensions of lower control arm and final CAD model
two DOF automobile model.
Xiaobin Ning et al. [10] presented the study on the vibration
analysis of suspension system using the ADAMS tool. The study 1.2. Meshing
aimed to improve the comfort of passengers isolating them from
any external shocks. Özgür Bayrakdar [11] worked on random Before meshing, using the de-feature panel in Hypermesh ini-
vibration in automobile. The study is on the vibration analysis of tially the model is checked for the features (unnecessary features
different suspensions and the response equations to the random are deleted or which complicate the meshing). The 3D meshing
vibration on different models having different DOFs. Shahrum carried out using the brick HEXA elements and PENTA elements
Abdullah et al. [12] conducted a numerical analysis on the lower as shown in Table 1. The meshed model is show in Fig. 2.
control arm of automobile and calculated the damage caused by Hexa 8: 42,586 elements and Penta 6: 366 elements (Table 1).
the vibrational fatigue. Performed the stress analysis and Eigen
value analysis by using numerical techniques. Brian Baillargeon,
1.3. Material and its properties
Senthil Vel [13]presented a paper in which they analysed the sus-
pension system on ABAQUS to find the behaviour of suspension
The lower arm of suspension system is made of aluminium.
against the random road profile considering the suspension as a
A357 Alloy mainly used for the production of lower arm and many
cantilever beam.
other automobile parts because when it is heat-treated it becomes
According to the available literature the main problems arising
one of the strongest sand cast aluminium alloys mentioned in
due to loading conditions and vibrations stated as follows;
Table 2.

Occurrence of resonance, avoided by changing the natural fre-
quency through either increase of the mass of components or
through changing the stiffness. Both the cases tend to increase
the stresses in lower arm.

Obtaining the loading conditions, force imposed by the road to
the vehicle considered, which depends on many factors like the
damping coefficient of suspension, stiffness of the suspension,
and tire stiffness. Some other key factors like varying speed
and acceleration of car can be considered

Fluctuating forces acting on lower arm due to vehicle undergo-
ing random vibrations and calculating the life of suspension
system

In the work presented analyses of the lower arm to determine

the stresses induced and deformation using the FEM performed. Fig. 2. The meshing of the lower control arm.

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M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Table 1 Braking force occurs due to the actuation of brakes. Cornering force
Quality Parameters considered for the meshing. acts vertically when the car takes a turn, and a centrifugal force
1 Minimum element length < 1:875mm acts in a horizontal direction due to the wheel’s fast rotation over
2 Average element length = 2:5mm the road. Consider the vehicle is moving at a speed of 15km=hr
3 Maximum element length > 5mm that is equal to 4:16m=sec passing over the hump.
4 Warpage > 5mm
5 Aspect ratio >5
6 Skewness > 60 2.3. Braking force
7 Jacobian < 0:7
8 Maximum quad angle > 135 Longitudinal weight transfer ¼ 62:1kg
9 Minimum quad angle < 45 Vertical load due to braking on the wheel (A) ¼ 1624:5N
10 Maximum tria angle > 120
Frictional force ¼ 1624:5  0:8 ¼ 1300N
Force upright is half of the frictional force ¼ 650N
Moment ¼ 650  0:076 ¼ 49:38Nm
Table 2
Material properties. 2.4. Cornering force
Properties Aluminum A357
Lateral load transfer
Elastic modulus 70GPa
Elongation at break 3:70% ¼ accelrationc:g:heightmwtdistribution
gtractwidth
¼ 5:840:53450:63
9:811:2192
¼ 53:06kg
Fatigue strength 100MPa Vertical load due to cornering on the wheel (B)¼ 1586:62N
Poisons ratio 0.33
Shear modulus 26GPa
Frictional Force ¼ 1586:62  0:8 ¼ 1269:3N
Shear strength 240MPa Moment due to friction ¼ 1269:3  0:09 ¼ 114:23Nm
Tensile strength (ultimate) 350MPa Force at upper arm
Tensile strength (yield) 270MPa ¼ 114:23 ¼ 1500N
0:0762
Density 2:6g=cm3
Brinell hardness 100
2.5. Total force when the vehicle is moving over the hump

Hump force of arm

2. Calculations of load acting on lower control arm
ðcentrifugalforce þ A þ BÞ  C
The forces acting on the lower arm based on the regular road ¼
D
conditions are
A: Vertical force while braking,
B: Vertical force while cornering,

Braking force mainly comes into existence when brakes are
C: Distance from roll case to wheel centre
actuated.
D: lower length (in side view)

The frictional force that acts on every member as friction is evi-
Centrifugal force
dent in every machine component.
massweightdistrubition 


A vertical force that decides the maximum vertical force that it ð Þvelocity2 ð3450:63Þ4:162
¼ 2
bumpradius
¼ 2
1
¼ 1880:68N
can carry.

The cornering force acting in a tangential direction when vehi- Hump force
n o
cles takes turn ¼ ð1880:68þ1624:5þ1586:62
0:281
Þ0:4064
¼ 7364:08N

Hump force that acts on the lower arm when the wheels
undergo rapid motion over it.
2.6. Considering that only half of the load, gets transmitted

2.1. Load acting on the lower arm when the vehicle is stationary
Hump force ¼ 3682:04N
When the vehicle moves at a particular speed over the hump,
First, we have to find the longitudinal centre of gravity of the
the force acting on the lower arm is also calculated. Total hump
car.
force acting on the lower arm shown in the table
Distance from the front axle to the centre of
gravity¼ 1222:38mm
Distance from the rear axle to the centre of 3. Simulation and results
gravity¼ 2520mm  1222:4mm ¼ 1297:6mm
Weight of the car acting at the centre of gravity 3.1. Displacement and stress plot concerning the vehicle weight alone
¼ massofthevehicle  gravity
In Fig. 3, the total displacement that the lower arm undergoes as
¼ 1340  9:81 ¼ 13145:4N shown. 3384N The load applied at one end of the lower arm, and
Weight of the car acting on the front axle ¼ 6768:83N other ends kept fixed. The maximum displacement found to be
Weight of the car acting on each wheel ¼ 3384:4N 3:425mm after performing the simulation.
A load of 3384:4N acts on the lower arm of the car when the car Fig. 4 shows the maximum Von Misses stress induced in the
is stationary. lower control arm when the load 3384N is applied. The maximum
stress that can be seen from the result is 176:3MPa:
2.2. Load acting on the lower arm when the vehicle is moving over the
hump 3.2. Stress plot concerning the vehicle moving over the hump

When the car moves over the hump, we have to take the brak- Fig. 5 shows the maximum Von Misses stress induced in the
ing force, cornering force, and centrifugal force from the wheels. lower control arm when the vehicle moves over the hump. The
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M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 3. Longitudinal gravity of the car.

Fig. 6. Von misses stress plot when the vehicle is stationary.

Table 3
Forces arising at different velocities.

Velocity (km/hr) Hump force (N)

10 3156.3
15 3682.4
20 4376.2
Fig. 4. Wheel of the car over the hump. 30 4812.0
50 5726.0
60 6573.3
70 7231.6
75 7682.3

3.4. Mode shapes for free-free analysis

In free-free modal analysis, we get 10 modes of vibration within

the frequency range 0Hzto2000Hz. Different modes summarized
in the Table 3.
Table 3 shows that the first six natural frequencies of the con-
trol arm under free-free modal analysis are zero. These first six nat-
ural frequencies represent the motion of the arm in six
independent degrees of freedom. The next four natural frequencies
range in between 528Hzto1536Hz.

Fig. 5. DISPLACEMENT when the vehicle is stationary. 3.5. Constrained modal analysis

In this case, the two ends of lower arm are fixed, and modal
analysis is performed. For instance the first mode shape shown
maximum stress that can be seen from the result is 208:4MPa in fig below having the range of 0Hzto3495Hz and similarly other
(Fig. 6). mode shapes have been tabulated in Table 4 and Table 5
From Table 4, we can observe that the arm’s first 10 natural fre-
quencies, when fixed at the two ends, range between
3.3. Effect of change in velocity of the vehicle on the stresses in the 349Hzand3090Hz. The natural frequency of the car suspension
lower arm ranges between 1Hzto2Hz. Since the lower arm does not have

The effect of change in vehicle velocity on the variations in

stress, we have to plot the graph. Velocity plotted on the x-axis, Table 4
whereas the stresses plotted on the y-axis. Natural frequency for free-free analysis.

From the above plot, we can see that higher stresses induced in Mode Frequency Eigen Value Stiffness
the lower arm when the vehicle travels over a hump at a higher 1 6:1357e3 1:4862e3 1:4862e3
velocity. Hence, there are higher possibilities of the arm’s failure 2 6:3790e3 1:6064e3 1:6064e3
when the vehicle passes over the hump at a very high speed. When 3 6:4445e3 1:6396e3 1:6396e3
the vehicle is moving over the hump at the speed of 30km=hr, Von 4 6:6775e3 1:7601e3 1:7601e3
Misses stress in the arm is 250MPa. When we compare this stress 5 6:7759e3 1:8125e3 1:8125e3
value with the ultimate strength of aluminum A357, we get safety 6 6:8265e3 1:8397e3 1:8397e3
factor of the value 1:4. When the vehicle goes over the hump at 7 5:2865e2 1:1031e7 1:1031e7
8 8:0863e2 2:5814e7 2:5814e7
speed, more than the 70km=hr stresses generated in the arm are
9 1:4088e3 7:8362e7 7:8362e7
above 350MPa (ultimate strength of the material), and hence the 10 1:5366e3 9:3224e7 9:3224e7
arm will break in such unlikely situations.
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M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Table 5
Natural frequency for constrained modal analysis.

Mode Frequency Eigen value Stiffness

2 6
1 3:4952e 4:8229e 4:8229e6
2 6:3886e2 1:6113e6 1:6112e7
3 7:1020e2 1:9912e7 1:9912e7
4 8:3453e2 2:7494e7 2:7494e7
5 1:2880e3 6:5492e7 6:5493e7
6 1:6460e3 1:0645e8 1:0696e8
7 2:2195e3 1:9465e8 1:9448e8
8 2:3149e3 2:1156e8 2:1156e8
9 2:4668e3 2:4536e8 2:4023e8
10 3:0906e3 3:7712e8 3:7710e8

Fig. 8. The plot of the velocity of a vehicle vs. the stresses in the lower arm.

Table 6
Results for original and optimized model. The maximum damage of 0:0014 is recorded in the simulation.
Content Original Model Optimized Model Besides, the life of the model found to be 1e20 cycles. According to
Maximum Von-Mises Stress at30km=hr 250MPa 221MPa the Miner Palm grain cumulative damage, theory fracture occurs
Failure occurs at 74km=hr 70km=hr when the damage is more significant than one for the fatigue cycle.
Maximum damage was found as 0:0014, which is less than one;
hence the arm can withstand the stresses without getting a crack
Shown in Table 6.
Table 7
Mass comparison of initial and optimised model.
4. Topology optimization
Model Mass (Kg) Cost (Rs.)
First model 2.017 294.46
Topology optimization is to control the objective functions such
Optimised model 1.611 233.59
% mass reduction 20.182 59 as weight, volume, etc., while ensuring that it meets the con-
straints, i.e., strength, natural frequency, etc. In this paper, the
focus will be on reducing the weight while increasing the strength
of the lower arm (thickness of the arm.). By giving appropriate con-
Table 8 straints (stress values), the optimization carried out using analysis
Deflection value for theoretical and analytical method.
software (Optistruct) Shown in Table 7.
Deflection in the arm Theoretical FEA % error
3.49 mm 3.425 mm 0.018 4.1. Geometric model of the optimized control arm

Thickness in the critical region increased from 15 mm to

any natural frequency in the range, 1Hzto2Hz there is no reso- 20 mm, which increased the strength of the arm and the material
nance possibility. from the low stress region removed, as the weight reduced to
1.61 kg as compared to earlier model, which was 2.07 kg. The
3.6. Fatigue analysis CAD model of the optimized arm depicted in Fig. 9.

Fatigue life plot and damage plot of the lower arm is obtained 4.2. Displacement and stress plots of the optimized model
by performing fatigue analysis. The stress life approach is used
for calculating life. The load history was given as per the Altair In Fig. 10, the total displacement that the lower arm undergoes
motion solve simulation results, and Gerber criteria were used shown when the vehicle is stationary. 3384N load is applied at one
for calculating life. Total fatigue life and damage are obtained using end of the lower arm, and other ends are kept fixed. The maximum
the stress life approach, as shown in Figs. 7 and 8. displacement found to be 1:57mm after performing the simulation.
Fig. 11 shows the maximum Von Misses stress induced in the con-
trol arm when the load of 3384N is applied. The maximum stress
that is seen from the result is 159:6MPa. (Fig. 13.Fig. 14.Fig. 15.
Fig. 16) Shown in Table 8.

Fig. 7. Stresses in the arm when the vehicle passes over the hump at.15km=hr Fig. 9. Mode 1.

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M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 10. Mode 2.

Fig. 14. SN curve for aluminium A357.

Fig. 11. Life plot of the lower arm

Fig. 15. CAD model of the optimized model.

Fig. 12. Damage plot of the lower arm

Fig. 16. Displacement plot of lower arm when the vehicle is stationary.

4.3. Comparison of stresses of the optimized model with the old model
at different velocities

By plotting the stresses obtained from the graphs, we can

deduce that significant reduction of weight in the lower arm and
further reduction of stresses
Fig. 18 stress plot for comparison between the old model and
the optimized model (Fig. 20.Fig. 21.Fig. 22).
By doing optimization, as shown in the table below, we were
successful in reducing weight as well as increasing the factor of
safety.
By performing topology optimisation, we were able to reduce
the weight of the first model by 0.4Kg. The cost of aluminium in
Fig. 13. Load time history plot for the lower arm India is around 145Rs/Kg.
6
M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

Fig. 21. Deflection of a cantilever beam.

Fig. 17. Stress plot of the optimized arm when the vehicle is stationary.

Fig.22. Displacement plot by simulation.

5. Validation of the results

Fig. 18. Stress graph for comparison between the old model and the optimized
model. As the control arm fixed on one end while loaded on the other
end, assumed as cantilever beam with a tapered cross-section.
Moment of inertia
 3
3
bd 100  10
3  15  103
I¼ ¼ ¼ 8:43  108
12 12
Deflection
 3
F  L3 3384  276:5  103
¼ ¼ ¼ 3:492 mm
3  E  I 3  8:43  108  81000
The maximum displacement from the FEA analysis is 3:425mm
at the end where the load is applied. The theoretical calculation
gives identical displacements; hence, the simulations performed
Fig. 19. Stresses in the arm when the vehicle passes over the hump at.15km=hr. on the hyper-mesh optistruct tool are accurate enough.

5.1. Fatigue analysis

When the vehicle is moving over the uneven road surface

dynamic loads act on the arm. Under Such type of repeated
dynamic load, the component tends to fail below its ultimate ten-
sile strength. The limit at which it fails called as endurance limit.
Fatigue analysis performed in order to find the life of the control
arm when the arm subjected to constantly varying loads.

5.2. Endurance limit

Aluminium is malleable and can deform to take different shape

it can withstand more cycles than most of the ferrous brittle mate-
Fig. 20. The figure of the velocity of a vehicle vs. the stresses in the lower arm via rial. Endurance limit of aluminium A357 calculated by taking into
cantilever beam. account all the correction factors.
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M. Sadiq A. Pachapuri, R.G. Lingannavar, N.K. Kelageri et al. Materials Today: Proceedings xxx (xxxx) xxx

S0e ¼ 0:4 Sut ¼ 0:4  350 ¼ 140 MPa CRediT authorship contribution statement
Surfacefactor ¼ Ka ¼ 0:968
M. Sadiq A. Pachapuri: Visualization, Writing - original draft,
Sizefactor ¼ Kb ¼ 0:886
Writing - review & editing. Ravi G. Lingannavar: Methodology,
Loadfactor ¼ Kc ¼ 1
Resources, Supervision. Nagaraj K. Kelageri: Formal analysis, Vali-
Temperaturefactor ¼ Kd ¼ 1
dation. Kritesh K. Phadate: Conceptualization.
Stressreductionfactor ¼ Ke ¼ 0:852
Se ¼ Se ‘ Ka Kb Kc Kd Ke ¼ 140  0:968  0:886  1  1  0:852 ¼ 102:3MPa
Declaration of Competing Interest
Endurance limit of aluminium is 102:3MPa considering all the
correction factors. The maximum stress induced in the arm
The authors declare that they have no known competing finan-
because of the variation in road is 25MPa. This value is much smal-
cial interests or personal relationships that could have appeared
ler than the endurance limit hence the material can withstand infi-
to influence the work reported in this paper.
nite cycles for this load time history.
References

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