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Materials Today: Proceedings 5 (2018) 4327–4334 [Link]/proceedings

ICMPC 2017

Development and Validation of a Simulation Model of Automotive

Suspension System using MSC-ADAMS
Anirban C. Mitra*, Elvis Fernandes, Kartik Nawpute, Shreyash Sheth,
Vaibhav Kadam, Seema J. Chikhale
MES College of Engineering, Pune-411001, Maharashtra, India

Abstract

The design of a vehicle suspension is a complex and challenging task. The suspension system serves a dual purpose of providing
adequate ride comfort and road holding which are two contradicting parameters. The limits for achieving an optimum RC value
is governed by the ISO 2631-1 1997. An Experiment was conducted on a quarter car test rig to obtain the ride comfort by varying
different parameters. The same dimensions of the test rig were replicated to develop a quarter car simulation model in ADAMS.
This paper primarily focuses on developing a validated quarter car model in ADAMS. Validation of the models were carried out
by performing the same set of trial as on the quarter car model with experimental set up and on ADMS model. The input
parameters considered were sprung and un sprung mass, tyre pressure, speed, spring and damper stiffness. Also, wheel alignment
parameters have been considered such as camber and toe. The developed ADAMS model obtained a good correlation with the
experimental test rig and hence, the model can be used for further analysis and optimization.
© 2017 Elsevier Ltd. All rights reserved.
Selection and/or Peer-review under responsibility of 7th International Conference of Materials Processing and Characterization.

Keywords:Ride comfort; Quarter Car Test Rig; ADAMS; RMS acceleration; NI LabVIEW

1. Introduction

A suspension system is the sub-assembly of the vehicle that’s not only supports the weight of the vehicle and also
keeps the tire firm in contact with the road. It also provides a smooth ride without excessive body roll, body squat
and body dive. Ride comfort refers to the protection and isolation offered to the occupants of the vehicle from

* Corresponding author. Tel.: +91-9420320632.

E-mail address: amitra@[Link]

2214-7853© 2017 Elsevier Ltd. All rights reserved.

Selection and/or Peer-review under responsibility of 7th International Conference of Materials Processing and Characterization.
4328 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334

Nomenclature
RMS root mean square value
RC ride comfort
Typ tire pressure
ms sprung mass
cma camber angle
ks spring stiffness
cs damper coefficient
RPM revolution per minute

uneven road profiles. An automobile with good ride quality signifies that the comfort level must be [Link]
implementation of any new transportation is supported by the vibration a passenger is exposed to i.e. ride comfort.
Hence study of response of passengers to vehicle vibration is important. In one of the research study by Craig C.
Smith et al. various methods for evaluating ride comfort was carried out by means of a field study using seventy
eight passengers, eighteen different roadways sections and two different automobiles. Excellent correlation
existedbetween simple RMS acceleration measurement and subjective ride ratings [1]. For health, perception and
comfort of the passengers, the frequency range considered is from 0.5 Hz to 80 Hz. The RMS value of sprung
mass acceleration should be between 0.315 m/s2 to 0.625 m/s2 for a comfortable ride[2].
T. D Gillespe and [Link] have described the mechanics concerning ride vibrations of a vehicle with respect to
road roughness. One of the conclusions made were that road roughness leads to uniform excitation at lower
frequencies, while higher frequencies leads to increasing amplitudes [3].A. C. Mitra et al. have carried out a
simulation and analysis of a full car model in MATLAB SIMULINK using various road profiles. An optimum
speed of 5 to 10 km/hr was obtained without affecting the human tolerance zone of 0.315 m/s2 to 0.625 m/s2 while
crossing different bumps [4]. A. [Link] and NiloptalBenerjee have made certain conclusions that state that, as
velocity increases, the ride comfort decreases. The ride comfort for velocities 10 to 15 km/hr is good for bump
width of 3.7m and comfort further decreases for width 1m [5].[Link] et al. designed a double wishbone
suspension system using CAD software PROE, carried out its analysis in ANSYS and simulated it in LOTUS.
The simulation results showed that camber angle varied from -2˚ to +2˚ affects the ride
comfort[6].KrunoslavOrmuž and Osman Muftić in their research have discussed the effects of different ambient
factors like thermal comfort, noise, air quality, pressure gradients on ride comfort. The paper also states that ride
comfort can be measured in terms of vibration, acceleration and shock[7].
An optimum suspension system can be obtained by studying the effects of various parameters on ride
comfort.M. Zehsaz et al. in their research concluded that on increasing the spring stiffness and damping
coefficient the resonant frequency of the sprung mass decreases i.e. ride comfort decreases [8].[Link] and
NiloptalBenerjee have concluded that ride comfort decreases for constant damping coefficient when spring
stiffness is increased. Also ride comfort decreases significantly upto a certain value for damping, when damping is
increased keeping the spring stiffness constant[9].In a research based on analysis of a Santana sedan done by
CuirongQiu, ride comfort requirements were satisfied hence making the sedan comfortable enough. In this
research it was found that RMS acceleration below 0.315m/s2 is considered comfortable and RMS acceleration
above 2m/s2 is extremely uncomfortable [10].
A research by A. C. Mitra et al. evaluates the effect of different parameters viz. tire pressure (typ), wheel speed
(N), spring stiffness (ks), damping coefficient (cs), sprung mass (ms), toe and camber (cma) so that the Ride
Comfort (RC) is increased whilst maintaining an optimum value of Road Holding (RH) by utilizing the method of
Design of Experiments (DOE Method). With an average accuracy of 80%, the optimized set of values were
executed for the validation of the experimental model [11].
Inflation pressure affects every aspect of the tire’s performance. In a research Edward M. Kasprzak and Kemper
E. Lewis analyse the effects of tire pressure on tire force and moment output. Inflation pressure has been shown to
have significant effects on tire force and moment characteristics, as well as tire spring rate and loaded radius. It
has been concluded that inflation pressure effects moment characteristics, tire force, loaded radius and spring rate
 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334 4329

[12]. Scope of a paper by S.J. Chikhale and S. P. Deshmukh is to prepare a Quarter car model in MSC-ADAMS
and MATLAB-SIMULINK and also a comparative analysis was done between the two [13].The objective of a
paper by Galal Ali Hassaan is to investigate the step response of a 2 DOF passive suspension quarter-car model.
A100mm step response amplitude was used as the input. It was concluded that maximum acceleration was not
affected by spring stiffness. Also increasing damping coefficient decreases ride comfort for a constant spring
stiffness. [15] A novel polynomial speed hump is presented in one of papers by Galal Ali Hassaan. While using, a
polynomial hump the dynamics of a quarter-car model are evaluated in order to attain the conditions of ride
comfort. The research assumed suspension elements to be linear in behaviour. Using a polynomial hump of length
between 3 and 9 m and height between 60 and 120mm an optimum speed of 5 and 30km/h was obtained [16]. In a
research by Galal Ali Hassaan it was found that while crossing a circular hump the car speed was restricted to
6.75km/hr for damping coefficients between 1 to 15kNs/m [17].Katu U.S et al. in their paper have carried out
vehicle vibration [Link] different cars were used, such as Maruti 800, Indica, Fiat Uno and Maruti Zen.
Three different road conditions along with three different speed were put into operation. It was concluded that the
acceleration levels vary from 0.06 to 0.1 for smooth roads, hence making the ride a little uncomfortable [18].

This paper focuses on validation of the ADAMS model with the experimental setup. Experimental results were
obtained using data acquisition software after which a model created in 3-D software was used as reference for
simulation in ADAMS/CAR. The observations from the simulation results are compared with the experimental
results and a correlation was obtained to support the validation as shown in below Fig 1.

Fig. 1. Block Diagram of Methodology

The quarter car test rig consists of the wheel having 2 tire pressures of 35psi and 40psi, double wishbone
system, springs with stiffness 18000N/m and 26000N/m and dampers with damping coefficients 418N-s/m to 673N-
s/m, carriage for carrying load. The test rig provides a change for camber angles from -3˚ to 3˚ and toe from 10mm
to 20mm. The road input to the test rig is given using a cam designed as per the bump equation rotating at 155rpm
and 250rpm via a motor. Experimental results RC which is measured by RMS acceleration as per ISO 2631-1 1997are
accumulated using the NI LabVIEW and accelerometer by using various combinations of parameters shown in
Table 1 and above fig 2.
4330 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334

[Link] on Quarter Car Suspension Test Rig

Fig. 2. Quarter Car Test Rig

The quarter car test rig consists of the wheel having 2 tire pressures of 35psi and 40psi, double wishbone system,
springs with stiffness 18000N/m and 26000N/m and dampers with damping coefficients 418N-s/m to 673N-s/m,
carriage for carrying load. The test rig provides a change for camber angles from -3˚ to 3˚ and toe from 10mm to
20mm. The road input to the test rig is given using a cam designed as per the bump equation rotating at 155rpm and
250rpm via a motor. Experimental results RC which is measured by RMS acceleration as per ISO 2631-1 1997are
accumulated using the NI LabVIEW and accelerometer by using various combinations of parameters shown in
Table 1 and above fig 2.

Table 1. Observation Table

Run N(rpm) Typ Cma Ks cs Toe m RC
(Test Rig)

1 155 35 3 18000 418 10 41 0.48

2 155 35 3 26000 673 20 81 0.67
3 155 35 1 26000 673 10 41 0.8
4 155 35 1 18000 418 20 81 1.24
5 250 35 3 18000 673 10 81 0.54
6 250 35 3 26000 418 20 41 1.2
7 250 35 1 26000 418 10 81 1.7
8 250 35 1 18000 673 20 41 1.15
9 155 40 3 26000 418 10 81 1.12
10 155 40 1 18000 673 10 81 0.55
11 155 40 1 26000 418 20 41 0.9
12 155 40 3 18000 673 20 41 0.54
13 250 40 1 18000 418 10 41 0.97
14 250 40 1 26000 673 20 81 1.6
15 250 40 3 26000 673 10 41 0.61
16 250 40 3 18000 418 20 81 1.75
 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334 4331

[Link] Model with MSC ADAMS/CAR

Fig. 3. 3-D Modelling of Quarter Car Test Rig

The test rig used consists of a double wishbone suspension system. The different dimensions of the test rig were
measured and using these dimensions a 3-D model was prepared of the experimental set up as shown in Fig. 3. The
dimensions were then used to create a fairly accurate model in ADAMS/CAR as shown in Fig. 4. This was done by
altering all the hard-points in the software. After preparing the model, simulation was done using the same testing
parameters that were used for experimentation. The mathematical expression of bump excitation on wheel is
represented by Zf in equation (1) where L, h, v and d represent the road bump width, height, vehicle velocity and
distance of approach of the wheel to the bump respectively with respect to simulation time t [8]. This equation was
incorporated in designing the cam profile used in the test rig.

Zf = 0 when t < (1)

L
h sin t for t
L
L
=0 when t >

Fig. 4. ADAMS/Car Model of Front Vehicle Suspension

4332 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334

The same equation was used as a reference to derive the input for the road bump profile in the software. Fig. 5
shows the bump input in ADAMS/CAR. The RMS acceleration values were then found out at the uppermost point
on the strut which basically gives the RMS acceleration of the sprung mass. These readings were then compared
with the test rig results for validation.

Fig. 5. Bump Input in ADAMS/CAR

Values from Table 1 are used as input parameters to obtain RMS acceleration. Fig 6 shows the graph of RMS
acceleration for run 1. The experimental and simulation results were compared and a fair correlation was observed
to exist as shown in Fig 7.

Fig. 6. Sprung mass acceleration (m/s²) VS Time Plot on MSC ADAMS

4. Conclusion
The results obtained after simulation are observed in Table 2. Also from Fig 7 it can be seen that by obtaining a fair
correlation the modelled suspension system has been validated. Hence it can be concluded that utilizing the validated
model the system can be further optimized, to study the relationship and sensitivity of different parameters with each
other for an optimum ride comfort. The validated model can also be used for dynamic analyses such as braking,
acceleration etc. Furthermore effects of camber, toe and castor can be evaluated to maximize ride comfort.
 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334 4333

Table. 2. Observation Table of Experimental and Simulations Readings

Run N(rpm) Typ Cma Ks Cs toe m RC RC
(Test Rig) (ADAMS)
1 155 35 3 18000 418 10 41 0.48 0.3428
2 155 35 3 26000 673 20 81 0.67 0.422
3 155 35 1 26000 673 10 41 0.8 0.4216
4 155 35 1 18000 418 20 81 1.24 0.3084
5 250 35 3 18000 673 10 81 0.54 0.3314
6 250 35 3 26000 418 20 41 1.2 0.636
7 250 35 1 26000 418 10 81 1.7 0.6628
8 250 35 1 18000 673 20 41 1.15 0.8342
9 155 40 3 26000 418 10 81 1.12 0328
10 155 40 1 18000 673 10 81 0.55 0.4122
11 155 40 1 26000 418 20 41 0.9 0.2942
12 155 40 3 18000 673 20 41 0.54 0.4124
13 250 40 1 18000 418 10 41 0.97 0.694
14 250 40 1 26000 673 20 81 1.6 0.931
15 250 40 3 26000 673 10 41 0.61 0.9304
16 250 40 3 18000 418 20 81 1.75 0.6704

ADAMS Test rig

2
1.8
1.6
1.4
1.2
1
0.8
0.6
0.4
0.2
0
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16
Fig. 7. Combined Plot of RC for ADAMS and Test Rig
4334 Anirban C. Mitra et al./ Materials Today: Proceedings 5 (2018) 4327–4334

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