International Journal of Engineering Trends and Technology (IJETT) Volume 37 Number 7 - July 2016

Analysis of Transverse Link under Static and

Dynamic Loading Conditions
Rahul D. Sherke*1, A.P Tadamalle*2
*
PG Scholar, ME Automotive Engineering, Sinhgad College of Engineering, Vadgaon (BK), Pune,
Maharashtra, India-411041
**
Associate Professor, Mechanical Engineering, Sinhgad College of Engineering, Vadgaon (BK), Pune,
Maharashtra, India-411041

ABSTRACT engineers with a tool of evaluating and expanding the

A transverse link is an important component of the
suspension system is keeps motor vehicle in controlled
swerving when running on uncertain road condition.
The transverse link is the better shock absorber than
the upper arm, since it has better loading capacity.
This study aims to design and development of
transverse link of Macpherson suspension system and
its static analysis under static and dynamic loading
condition. The reverse engineering of existing
transverse link of Indica-V2 is done by using blue light
scanning and same has been planned to model using
Catia-V5 software and meshing of model is done by
using Hyper-mesh 13.0. The linear static analysis of
transverse link is planned to perform under static and
dynamic loading condition to predict stress and
deformations. Topology optimization can be done in
minimum stress region of transverse link. Finite
element analysis is doing by Ansys-15.0. The result
obtained from analysis is compared with existing
model. The Macpherson suspension system is used in
light motor vehicle and the outcome of this research
work provides better riding comfort during driving
over uncertain road condition and with variable speed.
Keywords: Suspension System, Transverse Link,
Reverse Engineering, Topology, FEA Analysis.
1. INTRODUCTION
The general function of control arms is to keep the
wheels of a motor vehicle from uncontrollably
swerving when the road conditions are not smooth.
The control arm suspension normally consists of upper
and lower arms. The upper and transverse links have
different structures based on the model and purpose of
the vehicle. By many accounts, the transverse link is
the better shock absorber than the upper arm because
of its position and load bearing capacities. In this
study Macpherson strut suspension system with
Transverse link is considered. It has an A shape on
the bottom known as wishbone shape which carries
most of the load from the shock received. The
transverse link takes most of the impact that the road
has on the wheels of the motor vehicle. It either stores
that impact or sends it to the coils of the suspension
depending on its shape. The present study will
contribute in this problem by using finite element
analysis approach. Topology optimization is a
powerful optimization technique designed to provide
solution space and increasing creativity when
designing and dimension load carrying structures, both
on a micro and macro scale. By assigning a valid
design space and the proper Boundary Conditions;
loads, design responses and constraints, commercially
available software are able to predict the optimal
structure for the application. The work order and
general sequence of work is valid for most
commercial software. By default, all types of discrete
topology optimization algorithms have the
disadvantage that the product of the optimization is a
non-smooth structural geometry. As many engineering
applications require smooth geometric shapes, a
smoothing procedure has to be performed.The control
arm is an important component of suspension system.
As vehicle passes through bump, speed breaker then
different types of forces acting on the wheels which
are transmitted to control arm through attachments of
the ball joint assembly and to the wheel. These force
and torque values are mention in the load case. So in
this analysis the main concern is to find out the
maximum stress region and stress value in control arm
and compare this value with existing model.
2. LITERATURE REVIEW
Jong-Kyu Kim, Seung Kyu Kim, et al [1], in this
research, the shape of upper control arm was
determined by applying the optimization technology.
This study considers the static strength in the
optimization process. In this study, the kriging
interpolation method is adopted to obtain the
minimum weight satisfying the static strength
constraint. The real experiments on 1/4 car is
conducted to validate the FEM analysis. At last, the
correlation of each case about durability life is
obtained. Lihui Zhao, Songlin Zheng, et al [2]
Dynamic Structure Optimization Design of Lower
Control Arm Based on ESL describes the new design
obtained from the results of dynamic optimization
based on ESL method can satisfy the actual
requirements of manufacturing process. Structure
dynamic optimization based on ESL method can avoid
the dependency on personal experience, improve the
accuracy of the optimal results, meanwhile decrease
the time in product design. Vinayak Kulkarni, Anil
Jadhav, P. Basker [3] Finite Element Analysis and
Topology Optimization of Lower Arm of Double

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 International Journal of Engineering Trends and Technology (IJETT) Volume 37 Number 7 - July 2016
Wishbone Suspension using RADIOSS and Optistruct
in this research paper on strength basis, aluminium
alloy is good material than Mild Steel whereas on
strain basis, Mild Steel is good material than
aluminium alloy. Modes and mode shapes of lower
control arm contingent on material properties. Hence
change in material leads to change in resonance
condition. Modes are used as a simple and efficient
means of characterizing resonant vibration. Sagar
Kailas Darge, et al [4] Review on Design and
Evaluation of Suspension Arm for an Automobile
Using FEM in this research paper From the review of
the literature on structural analysis lower suspension
arm it is seen that there is a scope for research work in
the area of stress analysis of the lower suspension arm.
As such, it is proposed to carry out theoretical and
experimental studies on stress analysis of lower
suspension arm used in light commercial vehicles.
Jagwinder Singh, Siddhartha Saha [5] Static Structural
Analysis of Suspension Arm Using Finite Element
Method describes the Stresses of material fall within
yield stress, hence design is safe. Deformation is more
at ball bearing of suspension arm. P.Nagarjuna, k.
Devaki Devi [6] Design and Optimization of Sheet
Metal Control Arm for Independent Suspension
System The weight of the component is decreased by
25% i.e. the weight of the forged model is 4.32 kg and
the weight of the sheet metal model is 3.23kg. Sheet
metal component is easy to manufacture, ball joints of
different standards can be used and sheet metal control
arm is more beneficial than forged control arm.
3. OBJECTIVES
The main objective of this study is to find the stresses
and displacement under various loading conditions.
Modeling of transverse link by using Catia-
V5 with the help of reverse engineering and
meshing.
Static analysis of the transverse link is to find
out von-misses stresses in ANSYS.
Static analysis deformation plot in ANSYS.
4. METHODOLOGY
The cad model of transverse link is shown in Fig.1.
Fig.1 Cad Model of Transverse Link
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In geometry preparation, a 3D scanning technology
has been adopted to get the exact dimensions of the
model. The 3D model in many cases should not only
look visually similar to the real object, but it gives also
a very accurate, from a geometrical point of view.
Input parameters will be getting through reverse
engineering process. The reverse engineering process
is done with the help of blue light scanning. 3D-Model
is done in Catia V5. Mesh the model in Hyper-mesh
by using 10-noded tetrahedral elements. When a car is
moving, determine the road bump case and braking
case, Apply the required boundary conditions on
existing model of transverse link and carryout static
analysis. Topology optimization can be done. Again
CAD, Meshing, Re-analyzed of optimized model.
Fabrication & Testing will be carried to validate
analysis results.
5. MESH GENERATION
In this stage IGS file is imported to the Hyper-mesh
meshing software. The CAD model data of the
transverse link is imported and the surfaces were
created and meshed. Since its a 3D model, the best
element for meshing is tetra element. A structure or
component consists of infinite number of particles or
points hence they must be divided in to some finite
number of parts. In meshing divide these components
into finite numbers. Dividing helps to carry out
calculations on the meshed part then divide the
component by nodes and elements then to mesh the
components using 3D element. Tetrahedral 10-node
elements were used to mesh the transverse link.
Fig.2 Meshed Model of Transverse Link
Number of nodes and elements formed after meshing
are 73552 and 333781 respectively is shown in Fig.2.
While meshing mesh size of an element is to be taken
into consideration because all softwares have some
limits for the number of elements. After meshing
elements are to be checked for Quality i.e. elements
have some definite quality criteria which should be
met by all elements.
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 International Journal of Engineering Trends and Technology (IJETT) Volume 37 Number 7 - July 2016

6. BOUNDARY CONDITIONS
Tata Indica-v2 transverse link is considered. The
loadings for two different cases of road bump and For the given input, various loads and forces acting on
braking are calculated. For all calculations the mass of Transverse link are calculated. Various forces are
the vehicle was split according to the distribution at shown in Fig.3.
each corner. Vertical force= 1000 N
The weight distribution ratio in front side and back Braking force= 1250 N
side =54:46 (As engine is in front side).
The Gross vehicle weight (GVW) =1080 kg.
Therefore,
Weight on rear side =496.8 kg.
Weight on one side of wheel =496.8/2 = 248.4 kg.

Table.1 Material Properties:

Property Value

Youngs Modulus, E 210 GPa

Poissons Ratio , 0.29

Density, 7850 kg/m3

Fig.3 Constraints and Forces Applied on Transverse Link
Yield stress, y 290 Mpa
7. RESULT AND DISCUSSIONS
We can analyse the Stress and Displacement of
6.1 Road Bump Case: existing transverse link and optimized transverse link.
Let, Speed of vehicle = 14 Km/hr.
7.1 Existing Model Analysis
I. Stress Analysis:
In existing model of analysis of transverse link is
subjected to high stress region as shown in fig.4. The
maximum von misses stress is found to be 176.67
Mpa. Red color indicates maximum stress region
whereas blue color indicates minimum stress region.

Fig.4 Existing model Von-misses Stress

II. Deformation Analysis:
In existing model of analysis of transverse link, the
6.2 Braking Case: total deformation observed in transverse link is 0.65
Vehicle is decelerates (i.e.braking) at a constant value mm is shown in fig.5. It shows the deflection of
0.5G. transverse link with respect to its constraints and will
deflects from its original position.

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 International Journal of Engineering Trends and Technology (IJETT) Volume 37 Number 7 - July 2016

Fig.5 Existing Model Total Deformation

Fig.7 Optimized Model Von-misses Stress
7.2 Topology Optimization
Topology optimization is aimed to find the best use of II. Deformation Analysis:
material within a given design full-fill the In optimized model of analysis of transverse link, the
requirements on stiffness, displacement, eigenvalues, total deformation observed is 0.66 mm is shown in
etc. In short, the optimization seeks to the optimal load fig.8. It shows the deflection from its original position.
path for a particular load and boundary condition.
With the rise of the Finite Element Method (FEM),
algorithm-based optimization has become available
not only to the expert user. Topology may be used to
improve not only structural performance, but also
thermal properties, fluid flow, electric boards
(MEMS), electromagnetic applications and bio-
mechanic properties. The material optimized region is
shown in Fig.6 which has minimum stress region.

Fig.8 Optimized Model Total Deformation

Table.2 Results:
Parameters Stress Deformation

Existing Model 176.6 Mpa 0.65 mm

Fig.6 Optimized Transverse Link
7.3 Optimized Model Analysis Optimized 154.5 Mpa 0.66 mm
In this stage existing transverse link is optimized by Model
topology optimization process.

I. Stress Analysis: 8. EXPERIMENTAL VALIDATION

Optimized result gives reduction in stresses. Von-
misses stress value of transverse link is observed to be
154.5 N/mm2 which is well below the critical value as
shown in Fig.7. Hence, design is safe.
The experimental investigation is performed on
fabricated prototype on universal testing machine.
Compression test has been performed on the
transverse link. The input conditions are recreated in
the lab while the component is being tested. The
loading and the boundary conditions are matching the

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 International Journal of Engineering Trends and Technology (IJETT) Volume 37 Number 7 - July 2016

practical working conditions in which the Product is In experimental model, total deformation in
expected to perform. the transverse link is 0.72 mm.
It is observed that the maximum deformation occurred In validation, the percentage error between
is 0.72 mm is shown in Fig.9. FEA and Experimental model is 8.33%.

ACKNOWLEDGMENT
1400 I would like to thank you my respected Guide Prof.
A.P Tadamalle for providing guidance, support &
valuable time to me for preparation of this paper work.
1200
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[1] Jong-Kyu Kim, Seung Kyu Kim, Hwan-Jung Son, Kwon Hee
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0.48

0.51

0.64

0.72
0

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Deformation (mm)
Fig.9 Load vs Deformation
Mathematical calculation of percentage error after
testing is given by,
Percentage Error = Experimental FEA /
Experimental
9. CONCLUSIONS
The stress level in modified transverse link is
reduced by 22.1Mpa.
In modified model, total deformation in the
transverse link is 0.66 mm.
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