International Journal of Engineering & Technology, 7 (3.

17) (2018) 71-75

International Journal of Engineering & Technology

Website: www.sciencepubco.com/index.php/IJET

Research paper

Design and Optimization of Front Lower Control Arm (FLCA)

for C-Segment Passenger Car
Mohd Hafizi Abdul Rahman1, Mohd Shukor Salleh2*, Mohd Suffian Ab. Razak1, Mohamad Ridzuan Mohamad
Kamal1, Zolkarnain Marjom1, Liza Anuar3 and Nur Adzly Mohamad Saad3
1
Fakulti Teknologi Kejuruteraan, Universiti Teknikal Malaysia Melaka
2
Fakulti Kejuruteraan Pembuatan, Universiti Teknikal Malaysia Melaka
Hang Tuah Jaya, 76100 Durian Tunggal, Melaka, Malaysia
3
Vehicle Development & Engineering, Perusahaan Otomobil Nasional Sdn Bhd
Persiaran Kuala Selangor, Seksyen 26, 40400 Shah Alam, Malaysia
*Corresponding author Email: [email protected]

Abstract

In this paper, the design optimization and fabrication process of aluminium cast for front lower control arm (FLCA) were investi-
gated. In this work, the new design concept of front lower control arm is employed. CATIA software was employed in this work to
design the concept of the lower control arm. After that, Hyperworks software is used to analyze the structural strength and opti-
mized the weight of the part. The target of the new design is 20% reduction of the overall weight of the front lower control arm
which fabricated using steel material. The obtained results show a significant reduction of the overall weight as high as 25% with a
fatigue life cycle 396,000 cycles. This finding proved that the new design of front lower arm has fulfilled the criteria of fatigue life
cycle and suitable to be used in a C-segment passenger car.

Keywords: Design, Topology optimization, Aluminum cast, lower control arm

hood outer, trunk lid, tailgate, etc. For examples, Ford F150
1. Introduction model 2015 mostly used Aluminum alloy for the body in
white structures and at the closure panels. Meanwhile, the
Cadillac ATS and CT6 used mixing material such as using
Several factors such as global warming, increase of energy aluminum casting, high strength steels and sheet metals on
prices, emission and many more factors that influence the their BIW and closures panels [4].
automotive manufacturer to design the lightweight vehicle There are two type of aluminum alloy that widely used in
[1].The challenge for automotive manufacturer to produce automotive industries. The first type non-heat-treatable and
the lightweight components but at the same time need to the second type is work-hardening of aluminum alloy. The
maintain the performance of the components. To produce type non-heat-treatable aluminum alloy such as AlMg(Mn)
the lightweight components, the main criteria to over- alloys (5000 series alloys) shows the good combination of
look are the advance material and the manufacturing tech- strength and formability. Then for the work-hardening
nology. Weight reduction enables the manufacturer to de- aluminum alloy type, AlMgSi alloys (6000 & 7000 series
velop the same vehicle. If all the components in vehicle alloys) obtain the required strength through the heat treat-
can contributed for about 10% to 20% of weight reduction, ment cycle [5].
it is estimated that 20% of vehicle weight reduction results Most of the chassis components in vehicle that use
in 8–10% of fuel economy improvement. There several aluminum alloy commonly use that non heat-treatable type
ways to achieve the lightweight components in vehicle. for series 5000 because its showed good formability and
Changing a new lightweight material such as composites weldability. However aluminum alloys that exposed to the
and aluminum alloy can give a good weight reduction to heat treatment process can resist from the corrosion to
vehicle and improve the fuel economy[2]. Nowa- occurred [6]. Moreover, cast aluminum alloys (i.e A319,
days, several automotive manufacturers already change from Adc 12 and A356) is used widely to fabricate an engine
steel alloy and cast iron to alternative lightweight material component such as flywheel, cap cam shaft and engine
such as composite and aluminum alloy. The market pattern mounting.
for material show gradual decrease for steel and cast-iron Focusing in the front suspension assembly, there are
usage in automotive industries. several parts involved such as lower control, spring, damper,
Nowadays, aluminum alloy are widely used in automotive knuckle and tie rod. In this study, the components that has
sectors in order to give lightweight vehicle and improve fuel been done for the weight reduction is front lower control
efficiency [3]. Ford as one of the automotive manufacturer (FLCA). The front lower control arm is a part connected
widely used the aluminum alloy in body in white (BIW) between subframe and knuckle. Function of front lower
structure and closure such as panel door outer, roof, panel control arm is to control the alignment of wheel and to con-
Copyright © 2018 Authors. This is an open access article distributed under the Creative Commons Attribution License, which permits unrestrict-
ed use, distribution, and reproduction in any medium, provided the original work is properly cited.
72 International Journal of Engineering & Technology

trol the lateral and longitudinal loading transmitted from points of lower control arm and to endure the same kinematics
wheel to the suspension subframe. Major role of front lower performance of lower control arm.
control. So front lower control arm need a robust design to
sustain higher loading in front suspension but at the same
time need a lighter weight to give the optimum performance
as the main alignment [7-8].
Commonly, steel material is used to fabricate the lower con-
trol arm [8]. The weight of this part is about 4.8 Kg. Hence,
there is a needs to reduce the weight of the part as to fulfill
the car manufacturer’s target to reduce the fuel con- Fig. 2: Current metal stamping (a) and initial concept design (b) of front
lower control arm
sumption of their vehicle [10-11]. Therefore, a new
design of lower control arm which utilized cast aluminum
The initial concept design, then undergo the optimization
alloys is needed to reduce the weight of the parts as much as
process and strength analysis to achieve the target 20% of
20%. Up to date, there is no design that identical to the
weight reduction for this part. The challenge in the design
proposed design as it utilized the I-beam concept to reduce
process after the optimization process is to consider the cast-
the weight of the part. Design of the aluminum cast lower
ing process and the clearance issue with the surrounding parts
arm was carried out in combination of finite element (FE) in the suspension system.
analysis and design optimization process. There are two
types of optimization method. The first type is topology
2.2. Topology Optimization of Design Concept
optimization and the second type are shape optimization that
normally used in optimization process of new product. In
this research, topology optimization is used since the In topology optimization process using Hyperworks Op-
topology optimization process able to optimize with prede- tistruct software, the base concept design was optimized
fined constraint such as loading at all bush mounting com- based on standard suspension abusive loadcases loading at
pared to shape optimization. Fatigue analysis is then carried FLCA hardpoint as shown in Table 1. The topology opti-
out to analyze the durability and robustness of the new de- mization is a method to optimize the design in design space
sign of front lower control arm. Successful outcome of this with the constraint of loads and some boundary condi-
new design will contribute to the weight reduction and re- tion. It is a stress-based optimization through load path on the
duce the fuel consumption especially for C-segment passen- geometry [10]. It gives the best selection of design based on
ger car. load path on material to reduce the weight of material.
Focusing on FLCA design, the non-load path area based on
suspension abusive loading were eliminated to reduce the
2. Research Methodology material. This process was done in several iterations to get the
optimum minimum 20% weight reduction target as shown in
Three main process areas were utilized in this study. There Figure 3.
are new design concept, optimization and structural strength
and fatigue. The detail process flow chart shown in Figure 1 Table 1: Suspension Abusive Loadcases
below: Analysis Suspension Abusive
Loadcases
Linear Design Position
Porthole Brake
Ultimate Vertical
Reverse Brake
Non-linear Oblique Kerb Strike
Lateral Kerb Strike
Porthole Corner

Fig. 3: Topology optimization process of aluminum cast FLCA

2.3. Structural Strength and Fatigue Analysis of Op-

timize Design Concept

Figure 4 shows the Strength analysis of FLCA based on

Fig. 1: Process flow chart of design optimization of aluminum cast FLCA
suspension abusive loadcase. The structural strength analysis
of optimized design FLCA is evaluated based on Proton
suspension abusive loadcases which is derived from multibody
dynamics (MBD) analysis of suspension system. The loading
2.1. Design Concept of Aluminium Cast Lower Control
from MBD suspension abusive loadcases will be used to run
Arm strength analysis. The Finite Element (FE) model for
FLCA design was setup in Altair Hypermesh software. The
The initial conceptual design of FLCA starts with a solid loading was applied at front bush, rear bush and outer bush
design to get the basic shape based on current stamping FLCA mounting. Based on the suspension abusive loadcases, there
using CATIA V5 as shown in Figure 2. The general L-shape are four loadcases under linear analysis which are design
of current metal stamping front lower control is remained to position, porthole brake, ultimate vertical and reverse
avoid any major changes to the surrounding parts, the hard-
International Journal of Engineering & Technology 73

brake[13-16]. The strength results based on this four loadcases such as an oblique kerb strike, lateral kerb strike and porthole
must not over the yield stress of material which about 235 corner which give a lower safety factor. So, the FLCA need to
MPa for aluminum LM25 material. The other three loadcases re-design to meet the strength requirement.
are oblique kerb strike, lateral kerb strike and porthole corner
under non-linear loadcases since it gives higher and severe
loading compared to linear loadcases. The non-linear loadcas-
es strength results must not over the Ultimate Tensile Stress
(UTS) of aluminum LM25 material which about 250 MPa. All
the seven loadcases target safety factor must achieved above
1.2 as per target requirement.
Fig. 6: FLCA design iteration 1

Fig. 4: Structural strength analysis using Hypermesh software

Then fatigue analysis is then carried out using Hyperworks

software to analyze the durability and robustness of the new
design of front lower control arm. The fatigue test loadcases
based on Proton fatigue test standard for front lower control
arm. Two type of fatigue test which are longitudinal load and
lateral load fatigue test is used in this study. Loading about
9000N were applied at lower control arm outer hardpoint as
shown in Figure 5. The part must comply with target 300,000
cycles to pass the fatigue test.

Fig. 7: Structural strength results for design iteration 1

Next, the design iteration 2 as shown in Figure 8(a) covered all 7

loadcases loading. Based on this design, it gives 23.41% of
weight reduction which is about 2.604 kg. For design iteration 3
as shown in Figure 8(b), the optimization process is more
Fig. 5: Longitudinal and lateral fatigue analysis model setup focusing on a combination of non-linear loadcases that gives
higher loading which are oblique kerb strike, porthole brake,
3. Results and Discussion porthole corner and lateral kerb strike. Based on this loadcases,
the weight reduction is about 26.18%. The strength analysis for
design iteration 2 more focusing on non-linear loadcases. The
3.1. Optimization & Structural Strength Analysis of
maximum stress occurred for all three non-linear loadcases still
Aluminium Cast Lower Control Arm below the ultimate tensile strength (UTS) of material. The safety
factor loadcases oblique kerb strike, lateral kerb strike and
The optimization design of aluminum cast FLCA consists of
porthole cornering are about 1.59, 6.14 and 12.72 respectively as
several iterations to reduce weight up to 20% from the current
shown in figure 9(a), (b) and (c). All these 3 loadcases meet the
design. The optimized design based on Proton Suspension target safety factor above 1.2.
Abusive 7 loadcases loading. Loading is applied at FLCA
hardpoints (FLCA front, FLCA rear & FLCA outer). After that,
all the iteration design will be evaluated. For design iteration 1
based on Figure 6, the optimization process is based on
design/static position loadcase only. Based on this iteration, the
(a) (b)
weight of FLCA can reduce up to 37.53% which is about 2.124 Fig. 8: (a) Design iteration 2 and (b) design iteration 3
kg. Then the design will be analyzed in term of strength based
on loading from suspension abusive loadcase. Based on the
strength results for design iteration 1, only two loadcases meet
the target safety factor above 1.2 which are design position
about 13.88 safety factor as shown in figure 7(a) and ultimate
vertical about 3.21 as shown in figure 7(c). The other four
loadcases as shown in figure 7 (b), (d), (e), (f) and (g) not meet
the target safety factor 1.2 especially on non-linear loadcases
 74 International Journal of Engineering & Technology

(a) (b) (a) (b)

(c) (c) (d)

Fig. 9: FLCA design iteration 3 strength non-linear analysis for oblique
kerb strike (a), lateral kerb strike (b) and porthole corner (c) loadcases

3.2. Final Design of Aluminium Cast Lower Control Arm

The final design of FLCA is based on the optimized design

iteration 3 as shown in Figure 10. This design is more focusing on
(f)
manufacturing design that tailored for the casting and machining (e)
process. The weight for final design achieved 2.55 kg, which
about 25.0% weight reduction. Based on this final design, there
are constraints to replicate the 100% design as per design
iteration 3 due to manufacturing process and a clearance issue
with the surrounding suspension parts. The front bush
housing needs to replace with adaptable bush as shown in
Figure 10 to overcome the clearance issue. Based on design
(g)
iteration 3, the front bush housing is a part of aluminum cast with
thickness 7.5 mm has not met the target clearance above 5 mm
with surrounding parts. By reducing the thickness of cast front Fig. 11: Structural strength results for final design
bush housing will gives lower strength in that area to endure the
load at front bush. The best countermeasure for this issue is to Table 2: Summary of design optimization iteration
apply the adaptable bush using material SAPH 440 with 2 bolted Optimize Target Weight (kg) Weight % Reduce
connecting between steel and aluminum cast. Design (kg) Weight
Iteration 1 Min 20% reduce 2.124 37.53%
Iteration 2 weight 2.604 23.41%
Iteration 3 (max 2.7kg) 2.510 26.18%
Final Design 2.550 25.00%
The fatigue test analysis was done for final design of FLCA.
Based on both lateral and longitudinal loadcases, the alumi-
num cast of FLCA meets the fatigue test target 300,000 cy-
cles. The longitudinal fatigue test achieved 396,000 cycles
and lateral fatigue test achieved 346,000 cycles as shown in
Fig. 10: Final design of aluminium cast FLCA with adaptable bush Figure 12. Therefore, it is proved that the performance of
optimized design cast aluminum alloy of FLCA gives
The strength analysis was done for final design of FLCA. better performance compared to current metal stamping part.
Based on linear loadcases design position, porthole brake,
ultimate vertical and reverse brake, the maximum stress still
below from the yield stress of material and the safety factor
above 1.2 as shown in figure 11 (a) to (d). same goes to all
three non-linear loadcases, the maximum stress occurred
below the UTS of material which give higher safety factor
as shown in figure 11(e) to (g). Summary of the optimiza-
tion design for all iteration as shown in Table 2.
(a) (b)
Fig. 12: Longitudinal fatigue test (a) and lateral fatigue test (b) analysis
results

3.2. Design Comparison of the commercial lower arm

and cast lower arm

The commercial part of FLCA consist of two-piece of metal

stamping parts coated with black paint as shown in Figure 13. It
was designed as two-piece metal stamping parts lower arm by
using welding process. The disadvantage of using a welding
process is the part is exposed with the corrosion thus reduce the
performance of the part. However, in this work, the new design
of aluminum cast front lower control is produced which utilized
International Journal of Engineering & Technology 75

the aluminum alloys. The alloys used in this part have a corro- sleeves metal stamping for at rear lower control arm bush hard-
sion resistance characteristic while it promises the good strength point. The I-beam cross section gives higher stiffness and a mo-
to support the body of the vehicle. By referring to the Figure 14, ment for the part to sustain the higher bending moment.
it has 4 degrees of draft angle at parting lines surrounding the
body part. It also has four unique triangular shape holes to min- Acknowledgement
imize the weight. The cross section of lower control arm has I-
shaped beam characteristic. Due to its shape, the body part has a
high moment of inertia and stiffness which makes it resistant to The authors would like to thank the Universiti Teknikal
bending moments. This unique and robust design gives better Malaysia Melaka and Perusahaan Otomobil Nasional Sdn Bhd
performance compared to current commercial front lower con- (PROTON) for financial support under grant
trol arm part. GLuar/PROTON/2016/FKP-AMC/I00006.

References
[1] Ijagbemi CO, Oladapo BI, Campbell HM & Ijagbemi CO (2016),
Design and simulation of Fatigue Analysis for a Vehicle
Suspension System and its Effect on Global warming - for merge.
Procedia Engineering 159, 124–132
[2] Asnafi N, Langstedt G, Andersson CH, Östergren N & Håkansson
T (2000), New lightweight metal-composite-metal panel for
applications in the automotive and other industries. Thin-Walled
Structures 36, 289–310
Fig. 13: Two-piece of commercial metal stamping of front lower control
[3] Chen JK, Hung HY, Wang CF & Tang NK (2017), Effects of
arm
casting and heat treatment processes on the thermal conductivity of
an Al-Si-Cu-Fe-Zn alloy. International Journal of Heat and Mass
Transfer 105, 189–195
[4] Joost WJ & Krajewski PE (2016), Towards magnesium alloys for
high-volume automotive applications. Scripta Materialia 128,
107–112
[5] Nikoo MF, Azizi H, Parvin N & Naghibi HY (2016), The influence
of heat treatment on microstructure and wear properties of friction
stir welded AA6061-T6 / Al 2 O 3 nanocomposite joint at four
different traveling speed. Journal of Manufacturing Processes 22,
90–98
[6] Ju¨rgen Hirsch (2011), Aluminium in Innovative Light-Weight Car
Design *. 52, 818–824
[7] Kim Y, Jeong J, Park J, Yang I, Park T, Muhamad PB, Choi D &
Oh J (2013), Optimization of the lower arm of a vehicle suspension
system for road noise reduction by sensitivity analysis. DOI:
10.1016/j.mechmachtheory.2013.06.010
[8] Zhao LH, Zheng SL & Feng JZ (2014), Failure mode analysis of
torsion beam rear suspension under service conditions.
Engineering Failure Analysis 36, 39–48
[9] Kim DH, Choi DH & Kim HS (2014), Design optimization of a
carbon fiber reinforced composite automotive lower arm.
Composites Part B: Engineering 58, 400–407
Fig. 14: The new design of aluminum cast front lower control arm
[10] Hyun S, Ho S, Choi D & Ho G (2013), Toward a stress-based
topology optimization procedure with indirect calculation of
4. Conclusion internal finite element information. Computers and Mathematics
with Applications 66, 1065–1081
[11] Vdovin D & Chichekin I (2016), Loads and Stress Analysis Cycle
The main objective of this research is to design a new light- Automation in the Automotive Suspension Development Process.
weight of front lower control arm for the C-Segment vehicle Procedia Engineering 150, 1276–1279
using topology optimization process and new material is
introduced which used aluminum cast. This research can be
beneficial to the automotive industry and university in term of
knowledge transfer, experience and expertise to explore in
lightweight material and manufacturing process which focusing
on new casting process compared to current conventional stamp-
ing process so that the vehicle performance on par with other
global Automotive Manufacturer in term of lightweight
vehicle and advance manufacturing process.
After several iterations of design and optimization process of
aluminum cast FLCA, the weight reduction of aluminum cast
FLCA achieved the target of 20% of weight reduction. Based on
the final design concept of FLCA, the total weight is 2.55 kg,
which is about 25% of weight reduction compared to current
metal stamping FLCA weight 3.40 kg and still maintain the
structural strength performance and fatigue durability
performance.
The new design of this aluminum cast lower control arm has
unique design compared to the current commercial design. It has
shown some novelty in term of the design shape of the body part
with the combination of the aluminum cast for body parts and