FISITA2010-SC-O-10

INTEGRATED DESIGN AND SIMULATION METHODS IN CONCEPTUAL SUSPENSION DEVELPOMENT

Authors: Bhm David Ferenc*, Hirz Mario Graz University of Technology, Institute of Automotive Engineering, Austria KEYWORDS vehicle suspension, concept phase, parametric design, kinematic simulation ABSTRACT Time- and cost-efficient development processes in the automotive industry are often based on the application of modern IT-supported engineering tools. Continuously increasing product variants and functionalities call for design strategies and methods, which are capable to handle a quick data control and transfer supporting efficient geometry creation and evaluation. Computer aided three-dimensional design and calculation methods are widespread and well introduced in component development and digital mock-up processes, supporting the virtual development. The concept phase in automotive engineering is characterized by a wide range of variations, changes, alternating definitions, requirements and iterative actions, which are influenced by legislation boundaries, functional- and design requirements, crash and safety demands, comfort- and customer specifications and desired functionalities. The present publication treats the development of an integrated 3D-CAD (computer aided design) model for the conceptual development of wheel suspensions for passenger cars. The CAD model is linked with an external data base, which includes all required geometry and simulation data of the suspension and also serves as a data base for different types of suspension. The 3D-CAD model itself includes four suspension configurations: A McPherson strut axle, a torsion beam axle, a double wishbone axle and a multi link lever axle. All configurations are parametric controlled and variable in their dimensioning. Beside the geometrical development and visualisation, integrated functionalities enable a kinematic analysis of each type of suspension, including the calculation of the swept volumes as a function of suspension travel and steering angle. In addition, the variable structure of the kinematic simulation model includes functionalities for the assessment and evaluation of the suspension movements and degrees of freedom. Diagrams of characteristic key numbers are generated to support improvements and optimisation cycles from the beginning of initial layout phases. The applied methods and strategies, combining CAD design and CAE (computer aided engineering) simulation task, are able to support the concept phase in the automotive development process. The use of semi-automated functions leads to an increasing process quality and optimisation at the same time, while offering a user friendly application of the tool based on a shared database.

GENERAL MODEL STRUCTURE Coordinate systems

Figure 1: Vehicle coordinate systems

Figure 1 shows three vehicle coordinate systems. The coordinate system in the center of gravity (X, Y, Z) and the construction coordinate system (XK, YK, ZK) are fixed according to ISO 8855. Because this center of gravity is often not known in the concept phase, a construction coordinate system will be defined in the middle of the front axis of the vehicle. The third coordinate system (blue) is placed in the wheel center point. The 3D-CAD model of the concept car contains only the construction and the wheel center coordinate system. The coordinate of the wheel center point refers to the construction coordinate system and all other suspension hardpoints refer to the coordinate system of the wheel center point.

Considered types of suspension Considered types of suspension in the present work are: torsion beam axle (rear), McPherson strut axle (front), double wishbone axle (front and rear) and a multilink axle (rear) (Figure 2).

Figure 2: Considered types of suspension

Model structure All models are built up on the same principle. There is a so called skeleton part in each model which comprises points, lines and planes, describing all suspension-specific hardpoints for the definition of the entire suspension geometry. The other parts in the model are three dimensional bodies, which display the actual suspension schema. The positions of all these

parts in the model are defined by the points in the skeleton part. In this way a modification of the hardpoints occurs only in the skeleton part and this has an effect for all relevant geometrical elements in the body-parts. Another feature is that every part is integrated in its own assembly. The reason for this structure is to enable the possibility for the implementation of already existing components (e.g. suspension arm, spring, damper, wheel carrier) into the model. For this purpose each assembly contains two parts, namely the geometry part and an adapter part. The geometry part contains the schematic design of the suspension component (default), the adapter part is a placeholder for a detailed component model (Figure 3). In case of a desired exchange of simplified suspension geometries by delivered components with a higher geometrical accuracy, the schematic parts can be hidden and the kinematic simulation can be performed with the detailed components.

Figure 3: Model structure

PARAMETRISATION STRATEGY Parametrisation is the process of deciding and defining the parameters which are necessary for a complete specification of a 3D CAD model including geometric objects. This is the focal point to make sure the variability of the models. These parameters are built up in a logical structure in each model based on the same principle. Types of parameter The input data are user-defined via an Excel-table as geometry-driven parameters and are transferred to the applied CAD software CATIA V5. After updating the geometry model and the simulation process in the CAD software, the actual suspension configuration is displayed. Furthermore, there are calculated data available, like the wheel swept volume as a function of the total wheel travel, calculated steering geometry data and selected suspension characteristic curves (Figure 4). Three types of parameter are implemented in the design model: Hardpoints (coordinates) Hardpoint parameters are suspension-characteristic points declared as coordinates according to ISO 8855 (Figure 1) to define the exact geometrical position of the suspension configuration. Part dimensions Part dimensions are parameters to define the size of each suspension part (e.g. size of the wheel, brakes, spring, damper, in-wheel motor, etc.). Return values Return values are calculated parameters due to the current suspension configuration (e.g. steering axis inclination, castor angle, roll radius, wheel track).

Figure 4: Data flow

Parametrisation structure Due to a well-arranged and traceable function of the parametrisation structure in the models, the parameters are defined in a certain order. Each part contains part parameters (part-level), which are directly connected with the geometrical dimensions of the 3D-CAD elements in the corresponding part. The assembly structure (assembly-level) includes a duplication of all part parameters, which are organised in a separate list. This method enables a user-friendly overview of all applied parameters and supports modification or adaption cycles of the CAD model. The function of the assembly parameters is finally to commit the information from the external database to the part parameters and at last to the geometrical dimensions in the part (Figure 5).

Figure 5: Parametrisation structure

KINEMATICS AND SIMULATION General kinematic specifications Suspension parts The characteristic components of the suspension regarding the kinematic chain are generally: wheel carrier, link arms, vehicle frame and different kind of joints. These elements are connected in a logical order and generate a mechanism, which is called kinematic chain. In this configuration the vehicle frame is considered as a fixed component.

Types of joints Joints define the connections between vehicle frame, axle mechanism components and wheel carrier. Degrees of freedom (DOF) represent the number of possible movements, which the space configuration of a kinematical system may have. There are six independent displacements of a body in space, 3 translations and 3 rotations at 3 axes. A joint can provide at most 5 degrees of freedom. Some usual joints that are considered for suspensions shows
Figure 6.

Figure 6: Types of joints (1)

Figure 7: Kinematic chain with DOF = 1 (1)

A spherical joint allows the relative rotation of both half-hinges at 3 independent axes, so it provides 3 DOF. A revolute joint allows only one rotation. The sliding pivot joint allows however a rotation and an independent feed motion in the direction of the rotation axis. A point-surface joint is represented in Figure 6. A ball joint is guided in a surface. In that case only one direction of motion will be locked, so the DOF of this joint is 5. (1) Kinematic chain The connection between the fixed vehicle frame and the wheel carrier is done by the links in this kinematic chain. Each part has 6 DOF, the summary of DOF of the wheel carrier and the links is defined as F = 6(k+l). Joint i with DOF fi constraints the total DOF at (6 - fi). Also all link rotations at their own axes have to be subtracted for the total DOF. Finally results with g joints and r rotations at the own axes the total DOF of the mechanism as: F = 6(k + l) (6 - fi) r in which are: k = number of wheel carriers, l = number of links, g = number of joints, fi = DOF of the joint i, r = number of rotation at the own axis (Figure 7). (1) Example: Kinematic of a McPherson strut axle Structure of the kinematic shows the McPherson strut axle drawn and assembled in the CAD software Catia V5. All kinematic conditions and joints were constructed so that the movement of the model can be considered definitely as realistic. This model is a front axle, so it possesses 2 DOF, one for the vertical wheel motion and one for steering.
Figure 8

Figure 8: Kinematic of a McPherson strut axle

Figure 9: Results: Wheel swept volume and specific steering geometry curves

Demonstration of the kinematic function, results After defining the suspension hardpoints and setting the steering geometry values, the maximum wheel travel in Z direction and the steering angle, the CAD model is ready to run through the kinematic simulation with its configurations. The simulation is usually done in several minutes and the calculated results can be evaluated. The important results are: the so called wheel swept volume, specific steering geometries (steering axis inclination, caster offset, scrub radius, etc.) and characteristic curves like toe angle, camber angle due to the total wheel travel (Figure 9). The wheel swept volume is an important value to be able to consider the volume of the wheelhouse for the DMU packaging already in the concept phase. The specific steering geometries are calculated based on the existing configuration. The characteristic curves can be detected by cleverly positioned so called sensors in the CAD software which follow and record the movements of the wheel. CONCLUSION The present work attends to efficient development process in the automotive industry via 3D CAD calculation and simulation methods. The present model is able to support virtual developing and laying-up suspension configurations in the concept phase, when quick variability changes and therefore time and cost efficient development of suspension concepts are required. REFERENCES (1) Wolfgang Matschinsky, Radfhrungen der Straenfahrzeuge, ISBN 978-3-540-71196-4 Springer Berlin Heidelberg New York (2) Bernd Heiing/Metin Ersoy (Hrsg.), Fahrwerkhandbuch, Friedr. Vieweg & Sohn Verlag GWV Fachverlage GmbH, Wiesbaden 2007, ISBN 978-3-8348-0105-0 (3) http://www.3ds.com/ Homepage of Dassault Systemes