Static Failure Analysis of Trailing Arm Bracket

STATIC AND FATIGUE FAILURE ANALYSIS OF TRAILING ARM BRACKET OF REAR SUSPENSION SYSTEM
CHAPTER 1
INTRODUCTION
About 50 to 60 years back peoples were trying to solve the complex problems using
analytical methods. As the complexity of geometry and shape increase and development in
the material took place, peoples were not able to solve the problems by analytical methods
and they started using numerical methods. Several numerical technical method were
developed, in that three methods are popular and those are finite difference method, finite
element method and boundary element methods. In this finite element method is the
extremely popular. In most of the engineering problems the exact solution of the component
is not possible, so approximate numerical analysis technique were use. FEA method is a
flexible and used for solving variety of problems.
Figure 1. 1 Rear suspension system.

A vehicle system is considered as a system of complex structure made with
numerous mechanical components. That are subjected to complex cyclic loads as a result
of ordinary use. Dynamic suspension system pulled in countless researchers in recent
couple of years.
Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Bangalore Institute of Technology, Bangalore Batch 2014-2016 Page 1
Suspension is a term given to the system of linkages, shock absorbers springs that
connects the vehicle to its wheel and allows the relative motion between them. Generally
the main advantage of suspension system is passenger comfort and vehicle control that is
by keeping the driver and passenger comfortable by well confined from road, noise
vibration, which caused due to uneven road, bumps or potholes.
In this project, study is carried out trailing arm bracket of a rear suspension system
to know the failure modes as well as life cycle. The model is created in solid works,
meshing is done by using ANSA and analysis is carried out in the ANSYS.
Figure 1. 2 Trailing arms.
A trailing arm is a sub part of suspension system, there are different types of
suspension systems are used for both front and rear suspension system. In automobiles
trailing arm suspension system is independent suspension design, uses a long hollow
tubular solid to locate the wheel. Foremost end is connected to the chassis while rear end
is connected perpendicularly to the axle of the suspension system. The coil spring and shock
absorbers mounted on the trailing arm to manipulate the vertical motion.
Trailing arm / lower control arm works with the upper arm to keep the wheel
alignment in all positions. The wheel is connected to the spindle, the spindle is connected
to the ball joints of both upper and lower control arms in suspension system. While working
condition this enables the up/down swivel motion of the vehicle. The suspension arm stores
the impact loads caused due to the uneven roads and provides better vehicle ride.

1.1 INTRODUCTION TO SUSPENSION SYSTEM

Suspension is a term given to the system of linkages, shock absorbers springs that
connects the vehicle to its wheel and allows the relative motion between them. Generally
the main advantage of suspension system is passenger comfort and vehicle control that is
by keeping the driver and passenger comfortable by well confined from road, noise
vibration, which caused due to uneven road, bumps or potholes.
Figure 1. 3 Suspension system and its parts
1.2 Classification of suspension system

Suspension systems are mainly classified into dependent, Semi dependent and
independent system.
1.2.1 Dependent type
In dependent type suspension system movement of wheel on one side of the vehicle
is subjected to the movement of its accomplice on the other side. These rarely used in
modern passenger car. The main disadvantage of this system is, it cannot provide good ride
and high breaking cannot be controlled also good control cannot be achieved. At the point
when camber of one wheel changes, camber of inverse wheel changes. Similarly Do Dion
additionally in this classification.

Advantages
These are cheap in to manufacture.

Its simplicity makes it very space efficient.
Main advantage is these can be used for off-road applications.
Due to its simplicity it is very easy to lift a vehicle.
Example: - Solid axle Suspension system
Figure 1. 4 Soli axle suspension system.
1.2.2 Independent suspension system
In this type of suspension motion of wheel pair is independent. For the purpose that
whenever there will be any disturbance at wheel not transmit to the other wheel of the
system. Now a days most of the modern vehicles uses independent suspension system for
both rear and front suspension system. One of the main advantage of this suspension system
is better ride and better handling they requires less space, easiest steer-ability and low cost.
Examples of independent suspension system as follows.
Leaf Spring Suspension.

McPherson Suspension.
Wishbone suspension.
Trailing arm suspension.
1.2.3 Semi dependent type of suspension system
In semi dependent type of suspension system the inflexible association between set
of wheel is separated by consistent connection. A bar which can twist and flex giving both
position control of wheel also has consistent. It also have tendency to straight forward
development, but still need scope for plan adoptability. Additional consistent can be given

elastic, hydro elastic springs and purpose of wheel camber for this situation, the same as
body role.
Example: - Twist beam.
1.3 Trailing arm

A trailing arm is a sub part of suspension system, there are different types of suspension
systems are used for both front and rear suspension system. In automobiles trailing arm
suspension system is independent suspension design, uses a long hollow tubular solid to
locate the wheel. Foremost end is connected to the chassis while rear end is connected
perpendicularly to the axle of the suspension system. The coil spring and shock absorbers
mounted on the trailing arm to manipulate the vertical motion.
Types of trailing arms
Rigid trailing arm

Semi trailing arm
Bushing type trailing arm
Anti-roller bar
1.3.1 Rigid trailing arm
Even though the trailing arm does a good job at smoothing out bumps on a road, it
does not allow for lateral movement, or side sway. When a car negotiates a turn, especially
at highway speed, the car body will roll into the turn and so will the trailing arm. This flaw
will cause the wheels to lean to the outside of the turn, resulting in under-steering. For this
reason, the original rigid trailing arm was dropped by auto makers for the newer semi-
trailing arm.
Figure 1. 5 Rigid trailing.

1.3.2 Semi trailing arm
The semi-trailing arm is almost similar to the trailing arm except the arms on both
aspect of the axle are pivoted at angles between 50 and 70 degrees. Whilst a car is going
right into a flip with the semi-trailing arm, these pivoted angles have a cancelling effect on
each other. Eliminating the under steer. The disadvantage is that when the arm moves up
and down in response to bumps, it adjustments the camber angle to the wheels, that may
result in uneven tire wear. Torsion beam and MacPherson strut suspensions have corrected
this problem.
Figure 1. 6 Rigid trailing arm and Semi trailing arm.

1.3.3 Bushing type of trailing arm
In this kind of trailing arm, the arm connects to the chassis and axle of the
suspension with the bushing. The bushing is subjected to fatigue load, due to this bushing
can wear out. A professional mechanic can visually examine and the bushing wear out.
Figure 1. 7 Bushing type control arm.

CHAPTER 2
LITERATURE REVIEW
Writing literature review is an imperative viewpoint for any task to continue. From
the writing review we come to realize that what are the current advances and later patterns
and advancements in the field of automobiles. In recent years increase in the demand
reduction in the development time has been major challenge faced by automotive
manufacturers to stay competitive in the field
M.M. Rehaman, Z.Husin, M.M Noor, K Kadirgama and R.R Bakar[1] in this
paper author mainly focus on FE based fatigue analysis for life determination of trailing
(lower control) arm of rear suspension system subjected to variable amplitude loading. The
main objective of this paper is to determine the fatigue life of trailing arm of a suspension
system by using strain life approach. FEA stress distribution results and fatigue local strain
approach have been used for determining the fatigue life of the component.
In this study model is created by using CATIA modelling software, FE model is

done by PATRON and stress analysis were carried out in the NASTRAN. Finally fatigue
analysis is carried out in the MSC fatigue tool. The author arrived at the conclusion that the
critical location of the component was analysed by FE analysis. They concluded that
aluminium 7076-T6 alloy combination is best suitable material for trailing arm of the rear
suspension system.
EA Ossa C.C Palacio M.A Paniagua [2] this paper describes the analysis and
research of the causes of unexpected failure of MacPherson strut suspension ball joint. The
main objective of this paper is to find the failure of ball joint either by the use of defective
material or improper design or overloading condition. Here author used different
experimental methods such as fractographic inspection, metallographic inspection and FE
analysis is carried out in the ANSYS. Finally he concluded that the material used is
defective one, improper geometric design and loading condition. They suggested material
proper heat treatment. Author also suggests that increase in dimensions of the ball and
proper geometrical design can be useful for avoiding the failure of the ball joint.
Vijaykumar V Solanki and Prof. N.S Patel [3]. The objective of this paper is to
find the fatigue failure of the suspension arm due to dynamic loadings. In this case author

studied the root causes of the present existing lower arm. Author conducted FE analysis of
present suspension arm, there was more deflection and stresses in arm were found. Thus
the conclusion was drawn to increase the thickness of the chassis point in arm to avoid the
failure.
Abdelhamid Soudi, Mohammad Bouzara Daniel Marceau [4] in this paper author
mainly focus on the weight reduction of components and studied various parameters such
as fatigue, dynamic excitation and geometry of mechanical part. In this material used was
aluminium alloy 7075 for the trailing arm and comparison was made with the existing one
by strain energy method in multiaxial and uniaxial cases. From these tests they found the
critical location of the element and extracted fatigue life. Author suggested a multi-axial
criterion can be used for other components in the automobile to determine the fatigue life.
SK As, BW Tveiten, B Skallerud and B Holme [5] this literature illustrates that
fatigue life of metal depends upon the surface quality of the specimen. In this modern era,
methods to predict the fatigue life of the component by using empirical formula and some
geometrical parameters to determine the endurance limit. But these methods have more
uncertainty. Here author proposed a new method to find the fatigue life, which is known as
surface topography.
MEM EL- SYED [6] this paper discuss a method for fatigue life evaluation of the
spot welded joint beneath variable amplitude loading. They used a relation to determine the
fatigue life of the component, one related to maximum load at nugget and other one is
thickness of metal. He used software based fatigue life evaluation of spot weld compared
with the existing one. He suggested the design changes for better life of the component.
Pinfold and G Calvert [7] this paper illustrates that weight saving of automobile
parts. As we know that automobile parts are manufactured with the steel but now a days
composites are emerging in automotive aerospace industries. In this suspension arm is
manufactures by using composites. The arm is tested experimentally and finite element
analysis is also carried to know the stress distribution. They compared the results with
present steel arm he found the stress and deformation is less in composite arm. In this
overall experimentation good correlation.
Yingkui Gu, Kang Hu and Jing Li [8] for any component any operational fault
exists is mainly because of presence of fault in the component. For determining the

operational failure in the component, it is necessary to collection of large data from the
failure sample to identifying the failure location and describe it with the mathematical
model. In this paper author done research on the connecting rod to identify the failure region
in the component by physical and chemical analysis of failure sample. Authors concluded
that by analysis for it can be provided well optimization for improvement of the connecting
rod structure, as well as material is treated well with heat treatment process. And provide
the scientific basis for the failure exclusion.
Vikas Palve and Gnanendra Roy [9] in this paper authors mainly concentrated
weight reduction, increasing stiffness and other components in automobile. This paper
investigates the finite element analysis of load carrying member to determine the stiffness
and fatigue life of the component. In this they conducted fatigue analysis of load carrying
front fender mounting bracket by two set of simulations. In first set of simulation is carried
out on the metallic bracket and in second set they carried on analysis of plastic bracket of
0.12kg. In analysis they achieved high strength, more load carrying capacity and high
fatigue life in plastic component. Some other benefit of using plastic component is light
weight, high stiffness, low cost and high corrosive resistance.

CHAPTER 3
STATEMENT OF THE PROBLEM
Figure 3. 1 Trailing arm failure.
During actual operating condition of the vehicle the more load is transferred to the
trailing arm in the suspension system. The overall weight is acting on the bracket mounting
in the arm. Due to the fact of this failure of bracket may also occurs. This failure is specially
reasons due to presence of bumps or potholes on road. This causes poor drive
uncomfortable to passengers and production of unwanted noise. So it is far important to
focus on the analysis trailing arm in the rear suspension system.
Fatigue is a phenomenon related to variable loading or cyclic stressing. Just as we

human being get fatigue as particular task is performed repeatedly. In this similar way metal
is subjected to variable loading gets fatigue which lead to failure of the component. Due to
the fatigue (cyclic) load on the suspension system of the car is able to fail. Therefor fatigue
examine and life prediction of the trailing arm is important.

3.1 Objective of the project

The main objectives of the project are
Generate the 3D model of the trailing arm of rear suspension system of existing by
accurate measurement.
Create a finite element model by using ANSA.
Define the boundary conditions.
Carry out the static structural analysis to evaluate stresses.
Design modification of trailing arm bracket by comparing respective analysis.
3.2 Scope of the project

Static analysis is carried out to check the distribution of reaction force and displacement
in the trailing arm of rear suspension system.
Fatigue analysis is carried out to check the object at what cycle it will damage.
Design modification for existing trailing arm.
3.3 Reasons for analysis

Decreases testing and overhead costs, consequently shortening of product development
time.
Identify issues in design outline before tooling is conferred.
Allows less time for planner to utilize designing judgement.
3.4 Methodology
In this project literature review of trailing arm of rear suspension system used in
automobile was done with the aid of referring journals and supportive files.
Based on application and investigation literature design specifications were arrived.
Geometric modelling of suspension lower (trailing) arm is carried using SolidWorks.
Finite element model was made by utilizing preprocessing software ANSA.
Static and fatigue analysis of trailing arm is conducted in ANSYS.
Detailed methodology is shown in flow chart below.

Flowchart 3. 1 Methodology.

CHAPTER 4
FINITE ELEMENT METHOD
The finite element is a mathematical method for solving ordinary & partial
differential equations, because of its numerical method it has an ability to solve complex
problems which are represented in the form of differential equation.
Flowchart 4. 1 Classification of engineering analysis.
The finite element method is a tool to solve the boundary value problems and/or
initial value problems of mathematical physics. The geometrical area describing the
engineering discipline field is divided into subdomains is known as finite elements. The
variation of primary variable inside the finite detail is described the usage of piece sensible
nonstop function every element.
The domain or structure is discretised the usage of finite elements is known as mesh
generation. The area of the component is subdivided into regular shapes referred as finite
elements and connecting vertices is called nodes. The variables such as displacement,
temperature and stream function etc. are approximated in finite element method by using
polynomial function. The coefficient of the polynomial are nodal variable which is called
degrees of freedom.

4.2 Schematic of Finite Element Analysis

Let us take a physical phenomenon bending of beam. The beam is fixed at one end
and at the other end point load is acting, because of loading beam bends. This physical
phenomenon is generally modelled by using generalized mathematical model. The
generalized model incorporate essential features of the physical state of the system.
Flowchart 4. 2 Finite element analysis.

Let us take a physical phenomenon bending of beam. The beam is fixed at one end
and at the other end point load is acting, because of loading beam bends. This physical
phenomenon is generally modelled by using generalized mathematical model. The
generalized model incorporate essential features of the physical state of the system.
Now in practice one would not like to solve most generalized mathematical model,
because the problem will become almost intractable. So would like to simplify the problem
which is known as simplified mathematical model. As soon as we go from generalized

mathematical model to simplified model we commit something known as modelling error.

This Modelling error should be sufficiently small, so that the physics that will reasonably
accurately predictable by our simplified model. Now for a simplified model we have to
obtain a solution unfortunately for complicated geometry, it is not possible to obtain exact
solution.
We like to obtain approximate solution. A tool to obtain approximate solution is

finite element method/analysis. Once we obtain approximate solution then analyst has to
decide the obtained solution is good enough or not. For this engineering decision has to be
made. If he thinks that the approximate solution is good, he accept that and then starts post
processing the solution and obtain response quantities of interest. In FEA as every step of
the design gives us response quantities so that analyst can make decisions.
4.3 Steps in Finite element Method

Discretization of body.
Selection of displacement of model.
Polygonal Equation
Trigonometric equation
Derivation of elemental stiffness matrix.
Assembly of algebraic equation for overall body
Apply boundary condition
Find the unknown parameters such as stress, strain and displacement etc.
Discretize the continuum: - The first step is to divide the area into finite element. The
finite detailed mesh is commonly generated by means of pre-processor application,
thats ANSA in our case.
Select the interpolation feature: - interpolation capabilities are used to interpolate the
subject variable over the element. Frequently polynomials are used as interpolation
function. The degrees of polynomial depends upon the variety of node assigned to the
element.
Derivation the elemental stiffness matrix: - the matrix equation for the finite element
must be generated which relates the nodal value of unknown function to different
parameters. Several methods are available but Galerkin technique is more convenient
method.

Assemble the element equation: - By assemble of element equation we can establish

global equation. For this we have to combine the all local elements.
[K] {Q} = [F] .. [4.1]
Where, [K] = Stiffness matrix
[Q] = Field matrix
[F] = force matrix.
Solve the global equation: - FE global equation is symmetric and confined. Direct and
iterative methods are used for solution. The nodal values of the sought parameters are
used as result of the solution.
4.3.1 Element type
It is very important to select type of problem for the element and to determine the
capabilities for the chosen element kind.
Element types are depends on
Shape ( 1D, 2D, 3D, Triangular, quadrilateral, tetrahedron and so on)

Number of nodes and form of nodes ( 3-nodes, 4-nodes and many others)
In additionally it is noted that, degrees of freedom for every element can vary depending
upon the type of problem selected.
For Example: - One may also need to introduce unique detail kind for which each node can
have different degrees of freedom. (Two DOF for vertex node, 1DOF for mid side node)
The QUAD4 is most commonly used for modelling of plates, shells and membrane.
The QUAD4 can constitute in plane bending and transverse behaviour. The TRIA3
element most usually used for mesh transitions and filling irregular shapes in the
component. As a count of good modelling practice TRAI3 elements must keep away from
the interest for every time. After meshing model has been checked for connectivity. As per
standards, quality of elements has to be maintained. Some of the important quality issues
are warpage, Skewness, max/min length errors and Jacobean etc.

Figure 4. 1 Element and node representation.
4.4 Commercial packages

Now a days Finite element tool becoming more popular among design engineer. By
using this tool we can predict different types of analysis such as static, dynamic, fatigue,
transient etc. Present days FEA become more popular in aviation, automobile, civil and
electrical etc. some of the commercially available software are listed below.
ANSYS
ABAQUS
NASTRAN
PATRON
HYPERMESH
LS DYNA
ANSA

CHAPTER 5
INTRODUCTION TO FATIGUE
Fatigue occurs in the material due to repeatedly applied loads. Many of the failure
in the machine are due to dynamic loads than that of static loads. The failure occurs when
the stress level values is less than the yield strength of the material. Thus by considering
only static failure theories it may lead to improper design, which are unsafe in nature when
loads are acting dynamic.
In order to obtain the properties of materials the specimen of particular material is

subjected to tensile or compression test. During the test the load is applied gradually, giving
sufficient time for the Strain to develop till the failure occurs. The condition
frequently8arises, in which the Stresses8vary or fluctuate between8values, which is called
Alternating or Fluctuating8Stresses. Machine8members are often found to have8failed
under the action of Fluctuating8stresses, and most careful8analysis reveals that8actual
maximum8stress were below the8yield strength of the8material. The most distinguishing
characteristic of these8failures has been that8the stresses have8been repeated a very8large
number of8times. Hence repeated loads induce fatigue in structure.
Metals exhibit fatigue when8subjected to repeated cyclic8load. The stress8in every

cycle8is not satisfactory to realize failure8with an individual8cycle. Enormous amounts of
cycles8are needed for fatigue failure. Fatigue indicates in three stages, begin or nucleation
of a8crack took after by its improvement till8the discriminating crack8size of the parental
metal8under the working load is come to crack. Behaviour of metal8under cyclic8load
fluctuates8from that8under monotonic8load. New8cracks can8nucleate in the midst of
cyclic load that8does not8happen under8static monotonic8load. Basically, shortcoming
crack nucleates8and creates at stress8levels far underneath the monotonic tensile8strength
of the metal. The crack8advances ceaselessly by little sums, its development rate chose
by8the extent of8load and8geometry of the8segment. Also the nucleated8crack may
not8create at all or8may multiply extraordinarily step by step achieving high fatigue8life
of the segment if the joined stress8is inside of the metal fatigue8limit. Presently keeping
up that condition8in veritable working8parts with design8constraints and
discontinuities8calls for confined service8loads which may8be a hindrance.

Therefore, fatigue8cracks in most8cases are permissible8but with8proper

knowledge of fracture8mechanics about the8allowable or critical crack8size. Then again,
just two conceivable outcomes exist8in crack structure under monotonic8load. The break
can8be either8safe or hazardous. The segment under cyclic burden meets expectations
agreeably for quite a long time, but with hidden crack development, yet breaks abruptly
with no pre-warning.
Figure 5. 1 Failure of truck drive shaft due to corrosion fatigue. (b) End view of failure.
Examples of fatigue subjected to cyclic loading are listed below

Railway line that bends every time when wheel passes on it.
Gear teeth.
Springs.
Suspension cable on the suspension bridge every time a vehicle passes over it.
A shaft with a pulley belt drive.
A connecting rod in reciprocating engine.
A stub axle on the vehicle wheel.
5.1 History of fatigue

In 1800s there was a failure in rail car axles with a few number of services. Since,
they were made of ductile steels, but they failed in a manner like brittle nature. A paper
was published by a Rankins in year 1843, the paper demonstrated that in railway axles there

was an unexpected breakage of journals. He concluded that due to fluctuating stress the
material behaves like a brittle material and also material has crystalized. Then there existed
a new phenomenon called dynamic loads from the introduction of steam powered
machinery.
The first investigation were carried by Germen engineer August Wohler to know
about fatigue failure. In 1839 Poncelet used the term fatigue to the following situation, the
failure mechanism is still not known. Due to failure of ductile material in the form of brittle
manner, there was a speculation that the material become tired and in the brittle brittle from
loud oscillation. For the fatigue of material the annual cost was dollar 100 billion in 1982
spent by US economy. These causes was mainly due to prevention of fatigue failure for
ground vehicle, rail vehicles, aircrafts, bridges, cranes, power plant equipment and also
include every house hold items.
Some of the cases studied related to the fatigue failure is listed below.
a. In the year 1954 the first jet aircraft suffered to fetal crashes, it was due to the fuselage
from the pressurized/depressurized cycles of cabin.
b. In 1988 Hawaiian airlines Boeing 737 lost about its one-third of its cabin during flight
it was landed safely with minimum loss of life.
Figure 5. 2 History, Air Boeing 737 Failure.

5.2 Fatigue evaluation modes

There are three fatigue failure mode used in design, they are Stress life (S-N Curve)
approach, Strain life (-N) approach and linear elastic fracture mechanics (LEFM)
Approach.
5.2.1 The stress life approach
It is one of the oldest mode compared to the other two and it is more often used for
high cycle fatigue application (greater than 103 cycles). It can be applied only when load
amplitude are predictable and consistent over life of the part. As the name indicates it is a
stress based model, which is used to determine a fatigue strength and endurance limit for
the material thus cyclic stresses can be kept below that level and thus failure can be avoided
for required number of cycles.
The design of part is based on material fatigue strength and safety factor. This
approach assumes that stresses and strains everywhere remain same in elastic region. And
there is no local yielding taking place due to initiation of crack. This is easier and more
amount of data of relevant strength are available due to long time use. For certain materials
the S-N approach can be used to design a part for infinite life under cyclic loading.
5.2.2 Strain life approach
In the stress life approach model cannot be used when there is initiation of crack
involves yielding. Due to this drawback of stress life approach we will prefer strain life
approach. A strain based model gives an accurate idea of the crack initiation stage. It also
take into account of for cumulative damage such as overloads that will result in favourable
and unfavourable residual stresses to the failure zone also fatigue loading combination and
high temperature can be handled by this approach, since creep effects can be considered.
These are most often used in low cycle fatigue and finite life problems in which cyclic
stresses are large enough to cause local yielding. It is most complicated method compared
to other two methods.
5.2.3 The LEFM approach
It is one of the best model for crack propagation stage of the process this method is
also applicable to low cycle fatigue and finite life problems. It is often used in combination

with non-distracting test in a periodic service inspection program mainly in aircraft /

aerospace industry. If there is no crack, this approach assumes that crack smaller than the
smallest crack already exist for the calculation. It gives more good results, when the crack
already exist and measurable.
5.3 Fatigue Regimes

Fatigue regimes are classified into two categories, they are
Low cycle fatigue.

High cycle fatigue.
Low cycle fatigue: - these are applicable to very large loads which may occur at very
low cycle. Example includes the element control system in mechanical devices. When
high stresses are required to plastic deformation to occur, considering load in terms of
stress is less useful and strain in the material offers more accurate result and simple.
Caffin- Manson relation is used to characterize low cycle fatigue. Low cycle fatigue is
associated with localized plastic behavior in metals, thus a strain gauge parameter is
used for prediction of fatigue life in metal.
High cycle fatigue: - they are widely used when nominally within the elastic range of
materials and number of cycles to failure is large. Thus nominal stress approach is best
fatigue process is known as high cycle fatigue. Stress based parameter used desire high
cycle fatigue strength (103 to 108 cycles).

CHAPTER 6
FINITE ELEMENT MODELLING

In this chapter geometric model is converted in to FE model, element type and
boundary conditions, material properties are discussed below. The finite element method
is a tool to solve the boundary value problems and/or initial value problems of mathematical
physics. The geometrical area describing the engineering discipline field is divided into
subdomains is known as finite elements.
6.1 Discretization of trailing arm / lower control arm

The mathematical model of lower control arm is generated by using pre-processor tool
ANSA. To generate FE model involves following steps.
Defining the geometrical domain of the problem.

Defining Element connectivity.
Defining the type of element.
Define material property.
Define boundary condition.
Define the loading.
6.1.1 Defining the geometrical domain of the problem:-
The simplified trailing arm / control arm of rear suspension system is used for meshing.
When we import the model to ANSA it contains geometrical errors such as overlapping,
extra hot points, gaps, holes etc. these can be eliminated by using features provided in the
software to improve the quality of mesh, Geometrical model is shown below.
Figure 5. 3 Geometric model.

6.1.2 Defining the element connectivity
Basically any8geometry has different parameters like points, lines, curves, areas,
surfaces, volumes and solids. But in FEA we have only two entities they are nodes and
elements. Trailing arm consists of tubular segment, plates, gussets, shrubs whose thickness
are uniform. The cross section used is linear so we are using tetrahedral element for
analysis.
Figure 6. 1 FE Model.
6.1.3 Defining the element type used for meshing
In this type of element used is tetrahedral element which has following features,
It is a three dimensional, four node structural solid.

This has 3-DOF.
Due to 3-DOF, each node has three translations that is along X Y and Z directions.
Advantage of using this element is having high stiffness, large deflection and plasticity
property.

Order of the element: - as the problem is linear order of the element used is one, which
is first order element used for trailing arm. If problem is complex than higher order
element id used. As the order increases accuracy of the problem increases but
computational time required will be more.
Size of the element: - as we know that FE method is approximate method, the solution
obtained one is not exact one. So accuracy depends on size, as well as number of
element used and type element used.
SL.NO Description Required quality Achieved

parameter parameter
1 Warpage <10 5
2 Aspect ratio <5 5
3 Jocobian >6 6.1
4 Min. Angle <45 30
5 Max. Angle <135 130
6 Total No. of elements - 101044
7 Total No. of Nodes - 113933
Table 6. 1 Quality Parameters For 2D quad element.
6.1.4 Material Property
Material consideration for trailing arm is primary important in terms of design.

Strength of the material should be well enough to withstand the dynamic forces acting on
it. The material consideration depends upon many factors like composition, availability,
strength, cost and many more. According to SAE-AISI 1018 standards the properties for
the trailing arm suspension system is listed in table.
Sl No Material Youngs Yield Poissons Density

Modulus Strength Ratio (g/cc)
(GPa) (MPa)
1 AISI Steel 210 370 0.3 7.89
1018
Table 6. 2 Material properties of trailing arm.

6.1.5 Defining the physical boundary condition
As we know the working principle of trailing arm of rear suspension system,

foremost end is connected to the chassis while rear end is connected perpendicularly to the
axle of the suspension system. The coil spring and shock absorbers mounted on the trailing
arm to manipulate the vertical motion. The foremost and rear end is fixed in all degrees of
freedom which is shown below.
Figure 6. 2 Physical boundary condition.
6.1.6 Defining loading condition
Based on investigation study of the trailing arm of suspension system, the field of failure
observed at the damper mounting plate of the suspension arm in practical condition.
Therefor identifying the failure region in arm and finite element analysis is carried out, load
acting on damper plate of trailing arm of the plate is shown in below figure.

Figure 6. 3 Load acting on Damper Plate.

CHAPTER 7
ANALYTICAL CALCULATIONS
7.1 Force calculations
Figure 7. 1 Typical vehicle line diagram.
Consider above vehicle for load calculation we use Duygu Guler method.
Numerical data with parameter is given below.
Parameters Description Numerical data

(mm)
L Wheel base length 2705
LR Distance from rear axle to CG 1217.25
LF 1487.75
Distance from front axle to CG
Table 6. 3 Numerical data of typical vehicle.

Consider a vehicle as shown in above figure. The weight acting at the center of the
vehicle can be calculated by using following formulae.
G = mg . (7.1)
The load acting on front and rear wheel can be calculated by using following
equilibrium equations.
LR
GFA = G (7.2)
L
LF
GRA = G . (7.3)
L
The static load on one wheel calculated as follows.
Load acting on one front wheel is
GFA
GFAW = .. (7.4)
2
Load acting on one rear wheel
GRA
GRAW = .. (7.5)
2
Total weight of the car = 1995kg
LF = 0.55*L = 0.55*2619 = 1440.45mm
LR = 0.45*L = 0.45*2619 = 1178.55mm
L = Wheel base length = 2705 mm
LF = Distance from front axle to CG = 1487.75mm
LR = Distance from the rear axle to CG = 1217.25mm
Total weight of the vehicle.
G = MG = 1995 x 9.81 = 19570.95 N
The load acting on the front wheel can be calculated by using equation number (7.2)
1217.25
GFA =19570.95 x = 8806.9275 N
2705

Similarly, Load acting on rear wheel is calculated by using equation number (7.3)
1487.75
GRA = 19570.95 x = 10764.0225 N
2705
Load acting on one wheel of front and rear wheel can be calculated by using
equation numbers (4) and (5).
8806.9275
GFA = = 4403.46375 N
2
10764.0225
GRA = = 5382.01125 N
2
Parameter Reaction acting

Total reaction at front side 8806.9275
Total reaction at rear side 10764.0225 N
Reaction on each wheel of front side 4403.46375 N
Reaction at each wheel of rear side 5382.01125 N
Table 7. 1 Reaction forces acting on front and rear wheel.
From the above we can see the load acting on the one wheel of front wheel and back
wheel is found. The load acting on front wheel is 4403.46375 N and rear one wheel is
5382.01125 N which is almost equal to 5400N. This load is used for static analysis of rear
suspension trailing arm for 1G load condition.

CHAPTER 8
RESULTS AND DISCUSSIONS

In this chapter the finite element model created with boundary condition and
loading is solved with the help of ANSYS v15. Idealization is made to solve the shock
mounting bracket of the trailing arm of rear suspension system by Fatigue analysis the
results are discussed below.
8.1 Idealization of loading and boundary condition considered

for trailing arm
As we know that the vehicle wheel base is calculated by Duygu Guler method
The support parts in trailing arm foremost end which is connected to chassis and
rearmost end which is connected perpendicular to the rear axle which has been
constrained in all degrees of freedom.
The static analysis is carried out to find stresses and strains for calculated loads
Trailing arm of suspension experiences fatigue load, during working condition due to
presence of bumps and potholes it is necessary to find the fatigue life.
If the stress is near or exceeds the yield strength limit than fatigue analysis is carried
out.
8.2 Linear static analysis

In static analysis is carried out to find the stresses and deflection for calculated
loads. The linear static analysis indicates that, linear elastic behavior of the material. The
material follows linear up to the elastic limit. In this analysis is carried out in different cases
such as 1G, 2G and 3G bump loads. The reaction cases are listed below table.
In this structural analysis is carried out steady state or static condition and solution is
independent of time. Assumptions are made as follows,
First FE model static structural analysis is carried out for calculated load, that is 1G
load
Than further calculations are made for 2G and 3G bump loads.
In this result is compared with respect to yield strength of the material.
Deflection observed is neglected.

If the stress level is near or more than the yield strength, fatigue analysis is carried out.
Cases Parameter Loads applied
1 1G Bump load 5400 N
2 2G bump load 10800 N
3 3G Bump load 16200 N
Table 8. 1 Reaction loads are applied on the arm.
8.3 Case 1 Static analysis for 1G Bump load

The bracket is circular with hole. The major diameter is a = 125 mm and inside
diameter is 50 mm. The stress distributed on the plate is calculated as follows. The load
acting on the plate is uniformly distributed.
Figure 8. 1 Circular plate with centre hole, uniformly distributed load, Fixed at edges.
8.3.1 Stress calculations.
Major diameter of the plate = 125mm

Hole diameter of the plate is = 50mm
Thickness of the plate is t = 2.5mm

Area of the plate is given as = (12 -22 ) = (1252 502) = 10308.35 mm2
4 4
5400
The pressure acting on the plate is P = = = 0.5238 N/mm2
10308.35
Stress acting on the plate is given by,

2
= K2 Where, K2 = constant
2
P = pressure acting on plate
62.52
= 0.58 x 0.5238 x
2.52
= 189.8946 N/mm2. This is the maximum stress acting on the plate.
Analysis result is 181.85 N/mm2
8.3.2 ANALYSIS RESULTS
Post processing is carried out by using ANSYS v15 software. The response of the
trailing arm in terms of stresses due to loads and boundary conditions are described as
below.
Figure 8. 2 Von mises stress for 1G bump load.

Figure 8. 3 Von mises Stress For 1G load.
First the static structural analysis of trailing arm is carried out for calculated load.
The stress Results obtained is shown in the above figure. The maximum Von Mises stress
observed in the shock mounting plate is 248.962 MPa for 1G loading. Which is much less
than the yield strength of the material. Design is safe for 1G load, hence 2G bump load is
carried out.

Figure 8. 4 Maximum Principle stress.
Figure 8. 5 Displacement Plot for 1G load.
The maximum displacement observed in trailing arm for load case 1 is 0.389019
mm. The displacement is very small. The variation of the displacement is shown in different
colours. The red colour indicates more displacement, which occurs in the shock mounting
bracket.

SL. NO Observed stress (MPa) Yield Stress

The stress within the yield
1 181.85 limit 2G bump load
condition is carried out
Table 8. 2 Summary of model for 1G load.
8.4 Case 2 Static analysis for 2G bump load condition

In case 2 the analysis is carried pout for 2G bump loads. The stress distribution is
shown below figures.
Figure 8. 6 Von mises stress plot for 2G bump load.

Figure 8. 7 Maximum stress occurs is shown in red colour.
Figure 8. 8 Displacement plot.
The maximum displacement observed in trailing arm for load case 2 is 1.06557 mm.
The displacement is very small. The variation of the displacement is shown in different
colours. The red colour indicates more displacement, which occurs in the shock mounting
bracket.

The stress is less than the yield

1 363.784 MPa
limit, 3G bump load condition
is carried out.
Table 8. 3 Summary of model 2G load.
8.5 Case 3 for 3G bump load

In case 3 the analysis is carried pout for 3G bump loads. The stress distribution is shown
below figures.
Figure 8. 9 Von Mises stress distribution for 3G bump loads.

Figure 8. 10 Maximum stress for 3G bump load.
Figure 8. 11 Displacement plot for 3G bump load.
Stress observed in the 3G bump load is much higher than the yield limit of the
material. Hence Fatigue analysis for 3G bump load is carried out.

Failure zone
of the model
Figure 8. 12 Failure zone for 3G bump loads.
The stress is more than the yield

limit, Fatigue analysis for 3G
1 545.717
bump is carried out.
Table 8. 4 Summary for 3G bump loads.

In 3G bump load the stress observed is high, which crossing the yield limit of the
material and stress distribution with different colours shown in figure 8.8. Design
modification is required and for modified design fatigue analysis is carried out.
SL. Type of load Observed stress Yield Stress

NO (MPa)
The stress within the yield limit
1 1G 181.850
2G bump load condition is
carried out.
The stress is slight more than the
yield limit, 3G bump load
2 2G 363.701
condition is carried out.
The stress is more than the yield
limit, Fatigue analysis for 3G
3 3G 545.717
Table 8. 5 Observed stresses for all cases.

Discussion: - In 1G, the force applied is 5400N for that observed stress is 181.85
MPa, which is less than the yield limit, hence next case is carried out. For 2G load case the
load applied twice than the 1G condition in that stress observed is 363.7 MPa. This load is
less than the yield limit of the material. So next case has been carried out. In 3G load
condition the stress observed is 545.717 MPa which crosses the yield limit. So modification
of design is needed.
8.6 Design Modification and analysis

In static analysis for 3G load case more stress observed at the shock mounting
bracket the region is shown below figure. In the modified design model, bracket design
changes has been mad, the thickness of the plate is increased to 4 mm to avoid the failure
for 3G bump load condition Therefore the modified new design model of shock mounting
bracket has been created using CAD Tool solid works.
Figure 8. 13 Modified CAD model.

Figure 8. 14 Modified FE model.
Static structural analysis is carried out for the modified design for 3G bump load
condition. Fatigue analysis is also carried out for the 3G bump load of modified design for
finding the fatigue life of the component. Analysis is discussed below.
8.7 Static structural analysis for new Design and its results
Boundary conditions are applied to the new design model which is shown in the
figure below.
Figure 8. 15 Boundary conditions for modified model.

8.7.1 Static analysis results.
Figure 8. 16 Von Mises stress for modified 3G case.
Figure 8. 17 Von Mises stress observed in bracket.

From above figure we can see that the maximum Von mises stress observed is
205.741 which is less than the yield limit. Hence the modified design is safe.

Figure 8. 18 Maximum stress distribution at shock mounting bracket.
Discussion: - The maximum stress observed for 3G load condition for trailing arm
of shock mounting bracket is 205.7411 MPa, which lies within the yield limit of the
material. Hence the design is safe. Further fatigue analysis is also carried out for the new
modified design.
Figure 8. 19 Displacement for the modified model.

From the above figure the maximum deflection observed is 0.40163 mm and
variation of the stresses is shown in the figure.8.18.
The stress is within the yield

1 205.741 limit, Fatigue analysis for 3G
Table 8. 6 Result summery for modified design model.
8.8 Fatigue analysis

Fatigue occurs in the material due to repeatedly applied loads. Many of the failure
in the machine are due to dynamic loads than that of static loads. The failure occurs when
the stress level values are less than the yield strength of the material. Thus by considering
only static failure theories it may lead to improper design, which are unsafe in nature
when loads are acting dynamic.
8.8.1 Calculations
m= Mean Stress
a= Alternating or Variable stress
u= Ultimate Stress
e= Endurance stress
FOS= Factor of Safety
From Static Analysis,
max= 207.746 Mpa
min= -17.0698 Mpa
We Know that,

(max+ min) 207.746 +(17.0698)

m= = = 95.338 MPa.
2 2
(max min)
a = = 112.41 MPa.
2
R= Stress Ratio
A= Alternating stress Ratio
R= min/max= 0.0821
A= a/m=1.179
According to Goodman Theory:
1
+

Factor of Safety = 1.374 > 1
According to Basquins equation;
= (Nf )
2
= ( )

1
= log( )
3
Where,
a & b =Constants.
= Fatigue Strength
a= 666.072 and b= - 0.0801

Fatigue Life N = 1.014 x 106 Cycles.
8.8.2 Fatigue analysis results.
Perform the fatigue analysis, below are the required criteria to meet the design
specifications.
The fatigue analysis is carried out for 3G bump load.

The fatigue life requirement is 0.1 x 107 cyclic loading.
Only the damaging signals resulting out of the above alternating stresses have been
taken for the Cumulative Fatigue Damage
Graph 8. 1 Alternating cycles vs. Number of cycles.
The basis of the Stress-Life method is that the Wohler S-N diagram, shown
schematically for one materials in Figure 8.1. The S-N diagram plots nominal stress
amplitude S versus cycles to failure N. There are varied testing procedures to generate the
specified information for a correct S-N diagram. S-N test information area unit sometimes
displayed on a log-log plot, with the actual S-N line representing the mean of the data from
many tests.

Figure 8. 20 Number of cycles and corresponding stresses (S-N DATA).
Above figure shows that number of cycles and corresponding stresses. Which is
used for calculations.
Figure 8. 21 Shows stress at node locations for different events.

Figure 8. 22 Node locations Load 1 & 2 and Event 1 & 2.
Figure 8. 23 Showing node location 1 and stress 1.
Figure 8. 24 Showing node location2 and stress 2.

Location: 1 Node 25368 and location: 2 Node 13568
The combination of event 1, load 1 and event 2, load 2 produces an alternating stress
intensity of 154.04 N/mm2. Subjected to 0.5 e6 cycles while from the S-N Table, the
maximum number of cycles allowed at that stress intensity is 0.1e7. The partial usage value,
0.5, is the ratio of cycles used/cycles allowed. The Cumulative Fatigue Usage value is sum
of the partial usage factors (Miners rule).
Figure 8. 25 Node locations Load 3 & 4 and Event 3 & 4.
Figure 8. 26 Showing Node Location 3.

Figure 8. 27 Showing node location 4.
The combination of event 1, load 1 and event 2, load 2 produces an alternating stress
intensity of 212.97 N/mm2. Subjected to 0.5e6 cycles while from the S-N Table, the
maximum number of cycles allowed at that stress intensity is 0.1e7. The partial usage value,
0.5, is the ratio of cycles used/cycles allowed. The Cumulative Fatigue Usage value is sum
of the partial usage factors (Miners rule).

CHAPTER 9
CONCLUSION
In this study, trailing arm of bracket of rear suspension system was designed and
analyzed for static and fatigue analysis for different bump load conditions. The main
objective of this project is work is analyze the static strength and fatigue strength of the
trailing arm bracket under different loading cases.
Prediction of fatigue life is mainly concentrated over the critical locations.

For modified design the Von-Mises stress observed well below the yield strength of the
material and fatigue life observed is 1 x 106 cycles under 3G bump load condition.
The stress and deflection observed is well below the permissible limit of the material.
The Von-Mises stress obtained is 205.741 N which is less than the yield limit for 3G
bump load, hence the design is safe.

CHAPTER 10
SCOPE FOR THE FUTURE WORK
The suspension trailing arm made of composite material may be used instead of steel
because of superior mechanical properties over those of conventional material.
This analysis can be carried for dynamic load case.

CHAPTER 11
REFERENCES
[1] Prediction of fatigue life on lower suspension arm subjected to variable amplitude
loading by Z. Husin, M.M. Rahman, K. Kadirgama, M.M. Noor and Rosli A. Bakar.
Universiti Malaysia Pahang. National Conference in Mechanical Engineering Research and
Postgraduate Studies (2 nd NCMER 2010). Tun Abdul Razak Highway, 26600 Pekan,
Kuantan, Pahang, Malaysia
[2] Failure analysis of a car suspension system ball joint .A. Ossa, C.C. Palacio b , M.A.
Paniagua a. Materials Engineering Research Group, Eafit University, Cra. 49 No. 7 sur 50,
Medellin, Colombia
[3] Static analysis and geometric optimization of independent suspension link by

Vijaykumar V Solanki and Prof. N.S Patel published on April-June 2014.
[4] Fatigue Failure Study of the Lower Suspension Vehicle Arm Using a Multiaxial
Criterion of the Strain Energy Density by Abdelhamid Saoudi Mohamed Bouazara
Daniel Marceau.
[5] Fatigue life prediction of machined components using finite element analysis of
surface topology SK As, BW Tveiten, B Skallerud and B Holme. International journal of
fatigue 27 (2005) published on 2nd September 2005.
[6] Fatigue analysis of spot-welded joints under variable amplitude load history by M. E.
M. EL-SAYED GMI Engineering and Management Institute, Flint, MI 48504, U.S.A
Engineering Fracture Mechanics Vol. 55, No. 3, pp. 363--369, 1996
[7] Experimental analysis of a composite automotive suspension arm by M. PINFOLD

and G. CALVER (University of Warwick/'Rover Group Gaydon, UK) published on 1993.
Fatigue failure of suspension arm: experimental analysis and multiaxial criterion by Y.
Nadot, V. Denier b,
[8] Failure Process and Mechanism Analysis for the Connecting Rod of Diesel Engine
by Y. K. Gu, K. Hu, J. Li, Advanced Materials Research, Vols. 463-464, pp. 1597-1600,
2012. Published by Elsevier ltd.

[9] Vibration Fatigue Analysis of Sheet Metal Fender Mounting Bracket & It's Subsequent
Replacement with Plastic International conference Altair Technology conference by
Vikas Palve and Gnanendra Roy.
[10] Anonymous: http://www.unixnerd.demon.co.uk/suspension.html.
[11] Anonymous: http;//www.carid.com/control-arms.html
[12] Theory of Plates and Shells, S Timoshenko, Second Edition, 2010.
[13] Robert L Norton, Worcester Polytechnic Institute, Massachusetts, Machine Design
an integrated approach, second edition, 2003.
[14] Optimization of semi-trailing arm suspension for improving handling and stability of
Passenger car. By Mohesen Kazami, Kouresh H. Shirazi. Proceedings of the Institution of
Mechanical Engineers Part K Journal of Multi-body Dynamics June 2012.
[15] Generalized multi-domain method for fatigue analysis of interconnect structures by

Mostafa Rassaian, Jung-Chuan Lee. Finite Elements in Analysis and Design 40 (2004)
793805. Published by Elsevier.
[16] Anonymous: www.rqriley.com/suspensn.htm
[17] http://www.kineticvehicles.com/ControlArms.html
[18] http://www.indiancarsbikes.in/wp-content/uploads/2013/03/2013-Mahindra


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STATIC AND FATIGUE FAILURE ANALYSIS OF TRAILING ARM BRACKET OF REAR SUSPENSION SYSTEM

Figure 1. 1 Rear suspension system.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Figure 1. 2 Trailing arms.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

1.1 INTRODUCTION TO SUSPENSION SYSTEM

Figure 1. 3 Suspension system and its parts

1.2 Classification of suspension system

1.2.1 Dependent type

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

These are cheap in to manufacture.

Figure 1. 4 Soli axle suspension system.

1.2.2 Independent suspension system

Leaf Spring Suspension.

1.2.3 Semi dependent type of suspension system

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Example: - Twist beam.

1.3 Trailing arm

Types of trailing arms

Rigid trailing arm

1.3.1 Rigid trailing arm

Figure 1. 5 Rigid trailing.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

1.3.2 Semi trailing arm

Figure 1. 6 Rigid trailing arm and Semi trailing arm.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

1.3.3 Bushing type of trailing arm

Figure 1. 7 Bushing type control arm.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

In this study model is created by using CATIA modelling software, FE model is

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Figure 3. 1 Trailing arm failure.

Fatigue is a phenomenon related to variable loading or cyclic stressing. Just as we

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

3.1 Objective of the project

3.2 Scope of the project

3.3 Reasons for analysis

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Flowchart 4. 1 Classification of engineering analysis.

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

4.2 Schematic of Finite Element Analysis

Flowchart 4. 2 Finite element analysis.

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mathematical model to simplified model we commit something known as modelling error.

We like to obtain approximate solution. A tool to obtain approximate solution is

4.3 Steps in Finite element Method

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

Assemble the element equation: - By assemble of element equation we can establish

[K] {Q} = [F] .. [4.1]

Where, [K] = Stiffness matrix

[Q] = Field matrix

[F] = force matrix.

4.3.1 Element type

Element types are depends on

Shape ( 1D, 2D, 3D, Triangular, quadrilateral, tetrahedron and so on)

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Figure 4. 1 Element and node representation.

4.4 Commercial packages

Department of Mechanical Engineering, PG Studies M.Tech. Machine Design

LF = 0.55L = 0.552619 = 1440.45mm

LR = 0.45L = 0.452619 = 1178.55mm