15th International Conference on Experimental Mechanics

PAPER REF: 2747

ANALYTICAL AND NUMERICAL MODAL ANALYSIS OF AN

AUTOMOBILE REAR TORSION BEAM SUSPENSION
Marco Dourado1(*), Jos Meireles1
1
Mechanical Engineering Dept., University of Minho, Guimares, Portugal
(*)
Email: marcodanieldourado@hotmail.com

ABSTRACT
The aim of this paper is to present the vibrational analysis of a multi-DOF system,
representative of the torsion beam type suspension that equips some vehicles. The new
approach is to get the solution of the system, incorporating the effect of the torsion beam. The
natural frequencies i and mode shapes ui, are calculated analytically and numerically, freely
in space. The analytic results are compared with the numerical results obtained in the finite
element model developed. It is presented the mode shapes and natural frequencies of the
suspension system with and without torsion beam effect.
Keywords: torsion beam, torsion bar suspension system, multi-dof system
INTRODUCTION
The main functions of suspension system are to keep the vehicle tires in contact with the road,
support the weight of the vehicle, allow the vehicle to drive with stability and absorb the
forces generated by your movement, and provide comfort to passengers (Reza, 2008). When
the vehicle is moving, especially on uneven roads, forces are transmitted to the wheels with
vertical direction and which magnitude depends heavily of uneven pavement. The wheel thus
suffers a vertical acceleration.
In a torsion beam type suspension, the vertical displacement is transferred to the trailing arm,
which is rigidly connected to the torsion beam. The torsion beam is responsible for absorbing
energy that results from differences in effort between the two ends of the system. So this can
not only, guide the local system at each wheel, but also balance the effort involved on two
wheels when required with different loads.
The number of researches that study the interaction of torsion beam with the road vehicle is
very small. However, Jia et al (2006), make the behavior study of road vehicle in contact with
the deck surface, but dont applied the torsion bar in the system. Some studies of dynamics
analysis involving torsion bar suspension type, are applied to tracked vehicles, to evaluate the
ride performance, steerability, and stability on rough terrain (Yamakawa and Watanabe,
2004). Hohl (1986) study the influence of torsion beam in performance of tracked vehicle.
Murakami et al (1992), developed mathematical model which predicts spatial motion of
tracked vehicles on non-level terrain.
The our system is constituted by half body of a engine vehicle, assumed as a rigid mass m1, by
lateral mass moment inertia Iy and front mass moment inertia Ix as shown in Fig. 1. In this
new approach, a torsion beam is included in the system with stiffness constant kt, which,
together with the right and left wheel, constitutes the mass ((m2 + m3 ) 2 ) . As shown in later
Fig. 2, two springs with stiffness constant k1 and two shock absorbers with damping constant
c1, applied in n3-n6 and n4-n8 nodes, support the damped mass of the suspension system in the
linkage point one to the body vehicle, together with two other springs with stiffness constant
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k3 applied in n1-n5 and n2-n7 nodes, located in the other linkage point to the body vehicle. The
undamped mass is supported by two springs with stiffness constant k2 and two shock
absorbers with damping constant c2 applied in n5-n9, n7-n11, n6-n10 and n8-n12 nodes, that
represents the wheels.
To simulate the effect torsion beam, we applied kt values of same magnitude, in n3-n6, n4-n8,
n1-n5 and n2-n7 nodes, but with opposite signs. So, n3 n6 kt , n4 n8 kt , n1 n5 kt ,

n2 n7 kt . We attributed three different kt values, to get three different dynamic behaviors

in ours models.
We calculated natural frequencies i and mode shapes ui for the three models. These mode
shapes represent: the vertical displacement x, the body pitch and the body roll ; the vertical
displacement x1 and x3 of m2+m3 mass applied in n5 and n6 nodes, and the vertical
displacement x2 and x4 of m2+m3 mass applied in n7 and n8 nodes.
ANALYTICAL MODEL
As described in the previous point, for this system, shown in figure 1, it is assumed that the
system is undamped and natural frequencies are free in space. Then, the equation of motion
for the system under study is given by (Zienkiewicz, 1977):
..

[m] x + [k ]x = 0

a)

(1)

b)

c)

Fig. 1 Half car analytical model: a) right view; b) front view; c) left view

The equations that govern the movement of system shown in figure 1 are:
m1 x + k1 (x x1 d 1 + d 3 ) + k1 (x x 2 + d 2 + d 3 ) + k 3 (x x3 d1 d 4 ) +
..

+ k 3 (x x 4 + d 2 d 4 ) + k t (x x1 d 1 + d 3 ) k t (x x 2 + d 2 + d 3 )
k t ( x x 3 d 1 d 4 ) + k t ( x x 4 + d 2 d 4 ) = 0

(2)

I X d 1 k1 (x x1 d 1 + d 3 ) + d 2 k1 (x x 2 + d 2 + d 3 ) d 1 k 3 (x x 3 d 1 d 4 ) +
..

+ d 2 k 3 (x x 4 + d 2 d 4 ) d 1 k t (x x1 d 1 + d 3 ) d 2 k t (x x 2 + d 2 + d 3 ) +

(3)

d 1 k t ( x x 3 d 1 d 4 ) + d 2 k t ( x x 4 + d 2 d 4 ) = 0

I y + d 3 k1 ( x x1 d 1 + d 3 ) d 4 k 3 ( x x3 d 1 d 4 ) + d 3 k1 ( x x 2 + d 2 + d 3 )
..

d 4 k 3 ( x x 4 + d 2 d 4 ) + d 3 k t ( x x1 d 1 + d 3 ) d 3 k t ( x x 2 + d 2 + d 3 ) +

(4)

d 4 k t ( x x 3 d 1 d 4 ) d 4 k t ( x x 4 + d 2 d 4 ) = 0

Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

m 2 x1 k1 (x x1 d 1 + d 3 ) k t (x x1 d 1 + d 3 ) + k 2 ( x1 y1 ) = 0

(5)

m 2 x 2 k1 (x x 2 + d 2 + d 3 ) + k t (x x 2 + d 2 + d 3 ) + k 2 ( x 2 y 2 ) = 0

(6)

m3 x3 k 3 (x x 2 d 1 d 4 ) + k t (x x3 d 1 d 4 ) + k 2 (x3 y1 ) = 0

(7)

m 3 x 4 k 3 ( x x 4 + d 2 d 4 ) k t ( x x 4 + d 2 d 4 ) + k 2 ( x 4 y 2 ) = 0

(8)

..

..

..

..

So, the equation (1) is express in matricial form by:

..
m1 0 0 0 0 0 0 x k11

..
0 I x 0 0 0 0 0 k 21

..
0 0 I Y 0 0 0 0 k 31

..
0 0 0 m 0 0 0 x + k
2

1 41

x..
m
0
0
0
0
0
0
2

2 k 51

..
0 0 0 0 0 m3 0 x3 k 61

..
0 0 0 0 0 0 m3 x4 k 71

k 26 k 27 x

k 36 k 37


0 0 x1 = 0

x
0 0 2
x3
k 66 0 x4

0 k 77

k12 k13 k14 k15 k16 k17

k 22 k 23 k 24 k 25
k 32 k 33 k34 k 35
k 42 k 43 k 44

k 52 k 53

k 55

k 62 k 63

k 72 k 73

(9)

where,

k11 = 2k1 + 2k 3

(10)

k12 = k 21 = d1 k1 + d 2 k1 d1k 3 + d 2 k 3

(11)

k13 = k31 = 2d 3 k1 2d 4 k3

(12)

k14 = k 41 = k1 k t

(13)

k15 = k 51 = k1 + k t

(14)

k16 = k 61 = k 3 + k t

(15)

k17 = k 71 k 3 k t

(16)

k 22 = d12 k1 + d 22 k1 + d12 k 3 + d 22 k 3

(17)

k 23 = k 32 = d1d 3 k1 + d1d 4 k 3 + d 2 d 3 k1 d 2 d 4 k 3 d1d 3 kt d1d 4 kt d 2 d 3 kt d 2 d 4 kt

(18)

k 24 = k 42 = d1 k1 + d1 k t

(19)

k 25 = k 52 = d 2 k1 + d 2 k t

(20)

k 26 = k 62 = d1 k 3 d1 k t

(21)

k 27 = k 72 = d 2 k 3 d 2 k t

(22)

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k 33 = 2d 32 k1 + 2d 42 k 3

(23)

k 34 = k 43 = d 3 k1 d 3 kt

(24)

k 35 = k53 = d 3 k1 + d 3 k t

(25)

k 36 = k 63 = d 4 k 3 d 4 k t

(26)

k 37 = k 73 = d 4 k 3 + d 4 kt

(27)

k 44 = k1 + k 2 + k t

(28)

k 55 = k1 + k 2 k t

(29)

k 66 = k 3 + k 2 k t

(30)

k 77 = k 3 + k 2 + k t

(31)

The natural frequencies i are obtained by determination of the eigenvalues square root i ,
of matrix [A ], that is calculating the determinative

det = [[A] I ] = 0

(32)

em que

[A] = [m]1 [k ]

(33)

i = i2

(34)

The modes shapes u i , are calculated determining the eigenvectors of matrix [A]

[[A] i I ]u i = 0

(35)

The table 1 presents the values associated with the variables envolved in the system. The
stifness constant kt assumes three diferente values. So we get three diferente models: model
without torsion beam system, with stifness constant kt = 0 N/m; model with torsion beam
system, with stifness constant kt = 25000 N/m; model with torsion beam system. with stiffness
constant kt = 75000 N/m.

Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

Variable
d1
d2
d3
d4
k1
k2
k3
kt

Value
0.75
0.7
1.47
1.4
13000
200000
10000
0
25000
75000

Table 1 Variables of system

Units
Variable
m
m1
m
m2
m
m3
m
Ix
N/m
Iy
N/m
N/m

Value
840
33.8
32.2
147.2
576.63

Units
kg
kg
kg
kg.m2
kg.m2

N/m

Substituting the values of table 1, and with resource of MATLAB we solve the equations (33)
and (35) to the matrix system (9). The results are presented in the section Results.
NUMERICAL MODEL
The numerical model, as shown in figure 2, was constructed in ANSYS.

Fig. 2 Half car numerical model

The finite element model use three types of elements existents at the library of ANSYS: shell
elements (SHELL63), formed by n1, n2, n3 and n4 nodes, to represent the mass m1 of body;
mass elements (MASS 21), applied in n5, n6, n7 and n8 nodes, that represent the torsion beam
and wheels mass distributed in the system; combination elements (COMBIN 40) in n3-n6, n4ICEM15

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n8, n1-n5 and n2-n7 nodes, to represent the stiffness constant of springs and torsion beam, and
n5-n9, n7-n11, n6-n10 and n8-n12 nodes, to represent the stiffness constant of wheels.
ANALYTICAL RESULTS
Presents in this chapter the natural frequencies values analytically obtaind for the three
models with different kt values, and the respective modes shapes.
The eingenvalues of matrix [A] and natural frequencies for kt = 0 are, respectively:

1 = 50
2 = 154.8
3 = 158.1
4 = 6307.5
5 = 6309.8
6 = 6525.3
7 = 6526.3

1 = 50 = 7.07rad/s 1.13Hz
2 = 154.8 = 12.44rad/s 1.98Hz
3 = 158.1 = 12.57rad/s 2Hz
4 = 6307.5 = 79.42rad/s 12.65Hz
5 = 6309.8 = 79.43rad/s 12.65Hz
6 = 6525.3 = 80.78rad/s 12.86Hz
7 = 6526.3 = 80.79rad/s 12.86Hz

The eingenvalues of matrix [A] and natural frequencies for kt = 25000 are, respectively:

1 = 39.1
2 = 436.8
3 = 5568.1
4 = 5755.4
5 = 7092.5
6 = 7346.8
7 = 207.1

1 = 39.1 = 6.25rad/s 0.99Hz

2 = 436.8 = 20.90rad/s 3.33Hz
3 = 5568.1 = 74.62rad/s 11.88Hz
4 = 5755.4 = 75.86rad/s 12.08Hz
5 = 7092.5 = 84.22rad/s 13.41Hz
6 = 7346.8 = 85.71rad/s 13.65Hz

The eingnevalues of matrix [A] and natural frequencies for kt = 75000 are, respectively:

1 = 812.7
2 = 4191.5
3 = 4465.4
4 = 8693.8
5 = 9165.6
6 = 75.9
7 = 1220.4

1 = 812.7 = 28.50rad/s 4.54Hz

2 = 4191.5 = 64.74rad/s 10.31Hz
3 = 4465.4 = 20.90rad/s 10.64Hz
4 = 8693.8 = 93.24rad/s 14.85Hz
5 = 9165.6 = 95.74rad/s 15.24Hz

Although to be extracted seven eigenvalues for the trhee systems, nor all correspond to
natural frequencies, because these eigenvalues are negatives. For the case that kt = 0 N/m, we
have seven natural frequencies and seven mode shapes. For the case that kt = 25000 N/m only
six natural frequencies are considered, because the rotation aroun x axle and y axle, that is,
body roll e body pitch modes shapes, originate only one mode, the torsion mode
6

Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

shape. For the case that kt = 75000 N/m only five natural frequencies are considered, because
the displacement x is anulled, and the body roll e body pitch modes shapes originate
only one mode, the torsion mode shape.
The eigenvectors of matrix [A] to kt = 0 N/m are:

+ 0.9946
- 0.0458
+ 0.1590
+ 0.0078
- 0.0869
+ 0.0118
- 0.7599
- 0.2114
+ 0.0625
+ 0.0077

- 0.6482
+ 0.9643
+ 0.0113
- 0.1269
- 0.1026

u1 = + 0.0018 u 2 = + 0.0046 u 3 = + 0.0079 u 4 = + 0.6404 u 5 = + 0.7576

+ 0.0020
- 0.0113
+ 0.0035
- 0.7651
+ 0.6342

+ 0.0021
+ 0.0085
- 0.0017
- 0.0157
+ 0.0078
+ 0.0023
- 0.0033
- 0.0050
+ 0.0131
+ 0.0114

+ 0.0654
- 0.0085
- 0.0506
- 0.0083

- 0.0968
+ 0.0128

u 6 = - 0.0163 u 6 = + 0.0073
+ 0.0121
+ 0.0127

- 0.6085
- 0.7872
+ 0.7915
- 0.6053

The figures 3 to 9, presents the modes shapes analytically obtained, for the model without
torsion beam, kt = 0 N/m. In the abcisses axle are represented the seven DOFs, where:
Point 1 is the first mode shape associated to the vertical displacement x;
Point 2 is the second mode shape associated to the body roll ;
Point 3 is the third mode shape associated to the body pitch ;
Point 4 is the fifth mode shape associated to the vertical displacement x1;
Point 5 is the fourth mode shape associated to the vertical displacement x2;
Point 6 is the seventh mode shape associated to the vertical displacement x3;
Point 7 is the sixth mode shape associated to the vertical displacement x4.

Fig. 1 1 mode shape

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Fig. 4 2 mode shape

Porto/Portugal, 22-27 July 2012

Fig. 5 3 mode shape

Fig. 6 4 mode shape

Fig. 7 5 mode shape

Fig. 8 6 mode shape

Fig. 9 7 mode shape

The eigenvctors of matrix [A] to kt = 25000 N/m are:

Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

0.9997
0.0335
+ 0.0659
+ 0.0777
0.1733
0.0182
+ 0.4495
+ 0.0411
0.0593
+ 0.1058

0.8920
+ 0.0868
0.1109
0.2071
0.0096

u1 = 0.0061 u 2 = 0.0265 u 3 = + 0.0023 u 4 = + 0.0033 u 5 = + 0.9473

+ 0.0004
+ 0.9928
0.0293
0.0018
+ 0.0028

+ 0.0005
+ 0.0289
+ 0.9886
0.0027
+ 0.0028
+ 0.0217
+ 0.0013
+ 0.0018
+ 0.1362
0.0060

+ 0.1191
+ 0.1223

0.2437

u 6 = + 0.1372
+ 0.0007

+ 0.0010
0.9448

The figures 10 to 15, presents the modes shapes analytically obtained, for the model wityh
torsion beam, kt = 25000 N/m. In the abcisses axle are represented the seven DOFs where the
second and third correspond to one DOF only. So:
Point 1 is the first mode shape associated to the vertical displacement x;
Point 2 e 3 is the second mode shape associated to the body pitch and body roll , that
is, torsion;
Point 4 is the fifth mode shape associated to the vertical displacement x1;
Point 5 is the third mode shape associated to the vertical displacement x2;
Point 6 is the fourth mode shape associated to the vertical displacement x3;
Point 7 is the sixth mode shape associated to the vertical displacement x4.

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Fig. 10 1 mode shape

Fig. 11 2 mode shape

Fig. 12 3 mode shape

Fig. 13 4 mode shape

Porto/Portugal, 22-27 July 2012

Fig. 14 5 mode shape

Fig. 15 6 mode shape

The eigenvectors for the matrix [A] to kt = 75000 N/m are:

0.0052
+ 0.5176
+ 0.1247
+ 0.3635
- 0.1138
+ 0.4506
+ 0.0597
- 0.2670
- 0.1135
- 0.2653

+ 0.1410
- 0.5576
+ 0.2295
+ 0.5101
0.8899

u1 = 0.0522 u 2 = + 0.0136 u 3 = + 0.0019 u 4 = - 0.8120 u 5 = - 0.3436

+ 0.7189
+ 0.0024
- 0.4124
+ 0.0064
- 0.0012

+ 0.4377
0.0006
+ 0.6574
+ 0.0059
- 0.0016
+ 0.0469
+ 0.0105
+ 0.0029
- 0.3780
+ 0.7338

The figures 16 to 20, presents the modes shapes analytically obtained, for the model wityh
torsion beam, kt = 75000 N/m. In the abcisses axle are represented the seven DOFs where the
first is annulled, and the second and third correspond to one DOF only. So:
Point 2 e 3 is the first mode shape associated to the body pitch and body roll , that is,
torsion;
Point 4 is the fourth mode shape associated to the vertical displacement x1;
Point 5 is the second mode shape associated to the vertical displacement x2;
Point 6 is the third mode shape associated to the vertical displacement x3;
Point 7 is the fifth mode shape associated to the vertical displacement x4.

Fig. 16 1 mode shape

10

Fig. 17 2 mode shape

Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

Fig. 18 3 mode shape

Fig. 19 4 mode shape

Fig. 20 5 mode shape

NUMERICAL RESULTS
The natural frequencies and mode shapes numerically obtained are presented in table 2.
Table 2 Numerical natural frequencies and mode shapes for different kt values
kt
1
2
3
4
5
6
7
(N/m)
(Hz)
(Hz)
(Hz)
(Hz)
(Hz)
(Hz)
(Hz)
Without
1.12
1.97
1.98
12.63 12.64 12.85 12.86
Torsion
Beam
body
disp.
disp.
disp.
disp.
disp.
body
Mode
pitch x1 and x1 and x3 and x3 and
x
roll
Shape

x2
x2
x4
x4
With
+25000
0.92
3.29
11.87 12.06 13.32
13.6
Torsion
-25000
Beam
body roll
disp.
disp.
disp.
disp.
disp.
Mode
and body pitch x2 and x2 and x1 and x1 and
x
Shape
(torsion)
x3
x3
x4
x4
With
+75000
4.50
9.98
10.58 14.30 15.07
Torsion
-75000
Beam
body roll
disp.
disp.
disp.
disp.
Mode
and body pitch x2 and x2 and x1 and x1 and
Shape
(torsion)
x3
x3
x4
x4

The table 3 and table 4, present respectively, the comparison between the natural frequencies
and mode shapes analytically and numerically calculated. The values obtained using the two
methods, numerical and analytical, are very concordant, and the numerical models confirm
the analytical models.

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Table 3 Comparison between the natural frequencies obtained using the two methods
Without
With
With
Torsion
Torsion
Torsion
Beam
Beam
Beam
+25000
+75000
kt (N/m)
kt (N/m)
kt (N/m)
-25000
-75000
Analytical Numerical Analytical Numerical
Analytical Numerical
Model
Model
Model
Model
Model
Model
1.13
1.12
0.99
0.92
4.54
4.50
1 (Hz)
1.98
1.97
3.33
3.29
10.31
9.98
2 (Hz)
2
1.98
11.88
11.87
10.64
10.58
3 (Hz)
12.65
12.63
12.08
12.06
14.85
14.30
4 (Hz)
12.65
12.64
13.41
13.32
15.24
15.07
5 (Hz)
12.86
12.85
13.65
13.6
6 (Hz)
12.86
12.86
7 (Hz)

Mode
Shapes
1st
2nd
3rd
4th
5th
6th
7th

Table 4 Comparison between the mode shapes obtained using the two methods
With
With
Without
Torsion
Torsion
Torsion
Beam
Beam
Beam
+25000
+75000
kt (N/m)
kt (N/m)
kt (N/m)
-25000
-75000
Analytical
Numerical
Analytical
Numerical
Analytical
Numerical
Model
Model
Model
Model
Model
Model
disp. x
disp. x
disp. x
disp. x
body roll
body roll
body roll
body roll
body roll
body roll
and body pitch and body pitch and body pitch and body pitch
body pitch
body pitch
(torsion)
(torsion)
(torsion)
(torsion)
disp. x1
disp. x1 and x2
disp. x2
disp. x2 and x3
disp. x2
disp. x2 and x3
disp. x2
disp. x1 and x2
disp. x3
disp. x2 and x3
disp. x3
disp. x2 and x3
disp. x3
disp. x3 and x4
disp. x1
disp. x1 and x4
disp. x1
disp. x1 and x4
disp. x4
disp. x3 and x4
disp. x4
disp. x1 and x4
disp. x4
disp. x1 and x4

CONCLUSION
Depending on the increase of stiffness constant value kt of torsion beam, for constant values
k1, k2 and k3, the natural frequencies that influence the vertical displacement x tend to decrease
or disappear. The body roll and the body pitch become a torsion mode shape when the
torsion beam is incorporated in the system. The fourth and fifth natural frequency value, both
associated with the vertical movement x2 and x3 of the undamped mass, decrease by increasing
kt value.
The natural frequencies and mode shapes values analytically calculated, confirm the values
numerically obtained, so the new method to represent the torsion beam effect is reliable.
ACKNOWLEDGMENTS
The authors gratefully acknowledge the Centre for Mechanical and Materials Technologies
(Centro de Tecnologias Mecnicas e de Materiais CT2M) and QREN.

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Editors: J.F. Silva Gomes and Mrio A.P. Vaz

15th International Conference on Experimental Mechanics

REFERENCES
Hohl G.H. Torsion-Bar Spring and Damping Systems of Tracked Vehicles. Journal of
Terramechanics, Vol. 22, N 4, pp. 195-203, 1986.
Jia J., Ulfvarson A. Dynamic Analysis of Vehicle-Deck Interactions. Ocean Engineering, Vol.
33, pp. 1765-1795, 2006.
Murakami H., Watanabe K., Kitano M. A Mathematical Model for Spatial Motion of Tracked
Vehicles on Soft Ground. Journal of Terramechanics, Vol. 29, N 1, pp 71-81, 1992.
Reza NJ. Vehicle Dynamics: Theory and Application. Springer, New York, 2008, p. 827-881.
Yamakawa J., Watanabe K. A Spatial Motion Analysis Model of Tracked Vehicles with
Torsion Bar Type Suspension. Journal of Terramechanics, Vol. 41, pp. 113-126, 2004.
Zienkiewicz OC. The Finite Element Method in Engineering Science, McGraw-Hill
Publishing Company, London, United Kingdom, 1977.

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