A Project Stage- II Report

On

Simulation and Experimental

Analysis of Anti-Roll Bar
Considering Bushing Stiffness
By
Ms. Mayuri Deshpande
Under Guidance of
Dr. C. S. Dharankar

Department of Mechanical Engineering

All India Shri Shivaji Memorial Society’s

College of Engineering, Pune -411001.
[2022-2023]

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 All India Shri Shivaji Memorial Society’s
College of Engineering, Pune-1

CERTIFICATE
This is to certify that Miss Mayuri Deshpande, Exam seat no. 11084 has
successfully completed the Project Stage- II entitled “Simulation and
Experimental Analysis of Anti-Roll Bar Considering Bushing Stiffness.” under
my supervision, in the partial fulfilment of Master of Engineering-Mechanical
(Design Engineering) of Savitribai Phule Pune University, Pune.

Date:

Place: Pune

[Link] [Link]

Guide & PG. Coordinator HOD, Mechanical

Engineering

External Examiner Seal Principal,

AISSMS COE, PUNE-1

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 AKNOWLEDGEMENT

I take this opportunity to express my sincere gratitude towards the Department

of Mechanical Engineering, AISSMS COE, Pune that gave me an opportunity
for presentation of my Project Stage-II in their esteemed organization.

I would like to express my sincere thanks to my Project guide

Dr. C. S. Dharankar, Head of the Department Dr. S. V. Chaitanya and
Dr. D. S. Bormane Principal, AISSMS COE, Pune without whose guidance
and adequate facilities, I would not have completed my Project, their valuable
advice made it easy for me to proceed.

I am also thankful to Mubea Automotive Components India Pvt. Ltd. for

giving me necessary resources and support to complete my Project.

Last but not the least, I thank all others, and especially my classmates and my
family members who in one way or another helped me in the successful
completion of this work.

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 ABSTRACT

With increasing speeds of modern automobiles, not only driving comfort

but also driving safety is important. Suspension system of a vehicle is
something we can’t scoff at. It is a part of an automobile that negates
most of the forces that the car gets from driving on the road making sure
the cabin stays still. It can be small rocks on the road to big potholes,
suspension deals with them all. This is a normal understanding we have
that the job of a suspension is to only provide a cushion when a bump or
a crack appears on the road. But it also helps to reduce the body roll of a
vehicle during fast cornering or over road irregularities. The Anti-roll
bars (roll bar, anti-sway bar, sway bar, stabilizer bar) increases the
suspension's roll stiffness and its resistance to roll in turns. The spring
rate is most important functional characteristic of an anti-roll bar. It is
basically determined by torsional or bending stiffness of its cross section.
This Anti-roll bar system consists of Bushings, Clamps, Brackets and
Links. The bushings in the system plays an important role in controlling
the stiffness of the Anti-roll bar.

In this report, optimization and control of anti-roll bar bushing stiffness

is experimentally validated. A machine fixture is designed for the
stiffness measurement in axial as well as radial direction. Three types of
bushings- Slipper rubber bushing, Gripper rubber bushing and PV
bushing are designed in CATIA V5 and simulated in ANSYS software
along with the Anti-roll bar to get calculate stiffness. The same designed
three rubber bushings were then tested on the machine set-up. The
stiffness results of experimental and software based are compared. Also
a comparison between stiffness of Slipper rubber bushing, Gripper
rubber bushing and PV Bushing is presented. We can now optimize the
overall anti-roll bar stiffness and reduce the weight of the system.

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 INDEX

Sr Title Page
no no

1 12
Introduction

1.1 Problem Statement 12

1.2 Objective 12

1.3 Sponsoring Company 13

2 Scope 14

3 Methodology 15

4 Literature review 32

5 Results 52

6 Concluding remarks and future 66

scope

7 References 67

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 LIST OF FIGURES

[Link] Title Page

no

1.1 Schematic presentation of an 12

anti-roll in action

2.1 Different types of bushings used 14

3.1 Simple Bushing 15

3.2 Fixture for rubber bushing stiffness 15

check

3.3 Anti-roll bar drawing referred 16

3.4 Eddy current control 17

3.5 Bending Operation 18

3.6 Bending Machine 18

Oven piece hardening and conductive
3.7 piece hardening 19

3.8 Flattening bar end 20

3.9 Inductive Heating 20

3.10 Calibration after the end forming 21

3.11 Crimping 22

3.12 Powder coating chamber 23

3.13 Bush and clamp assembly 24

3.14 Bushing Coordinate system 25

3.15 Bushing radial stiffness 26

measurement

3.16 Torsional stiffness measurement of 26

bushing

3.17 Anti-roll bar system stiffness 27

measurement

3.18 Noise test set-up 27

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3.19 Durability test set-up for Anti-roll 28
bar

3.20 Durability test set-up for Anti-roll 29

bar system

3.21 Collar slipping force test set-up 30

3.22 Test rig for PV bonding test 30

4.1 The picture of the undamaged 33

anti-roll bar analyzed in this
study

4.2 Straight Level Road 33

4.3 Straight road, driving over a bump, 34

stabilizer rotates without exerting
force

4.4 Bushings provide a righting 34

moment

4.5 General requirements of Anti-roll 35

bar
Rubber-synthetic or rubber-metal connection
4.6 38
bushing

4.7 Bush with bracket 39

4.8 Ring pressing technology 39

4.9 Post vulcanized bushing 40

4.10 Single layer treatment 41

4.11 Vulcanization process 41

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 LIST OF FIGURES

[Link] Title Page

no

4.12 Polishing and grinding of bush 42

4.13 Rotating brush 43

4.14 Laser 43

4.15 Quettes 44

4.16 Active stabilizer bars in the rack before 45

furnace

4.17 Special HAP Quette 46

4.18 Prototype HAP Machine 46

4.19 HAP Machine- Series 47

4.20 Quetting station 48

4.21 Glued Bushing 49

4.22 Assembly prospects for clamps 51

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 LIST OF TABLES

[Link] Title Page

no

3.1 Noise test- test conditions 28

3.2 Test condition for bushing stiffness- 31

Slipper, Gripper and PV bushings

4.1 Characteristics of bushings 36

4.2 Rubber bushings for car stabilizer 37

bar

4.3 Specification overview- Rubber 37

bushings

5.1 Anti-roll bar simulation output 52

5.2 Layout measurement of Anti-roll bar 53

5.3 Bare bar stiffness measurement 53

5.4 Bush static stiffness measurement 54

5.5 Slipper bushing: Z- Direction 54

5.6 Gripper bushing: Z- Direction 55

5.7 Gripper bushing: Y- Direction 56

5.8 Gripper bushing: X- Direction 57

5.9 PV bushing: Z- Direction 58

5.10 PV bushing: X- Direction 59

5.11 PV bushing: Y- Direction 60

5.12 Bare bar durability test 61

5.13 System durability test 62

5.14 Collar slipping force measurement 62

5.15 Anti-roll bar simulation output 63

with slipper bushing

15.16 Anti-roll bar simulation output 63

with gripper bushing

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15.17 Anti-roll bar simulation output 64
with PV bushing

5.18 System stiffness measurement 64

5.19 Stiffness and weight comparison 65

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 LIST OF GRAPHS

[Link] Title Page

no

4.1 Standard Bushing Vs High 50

performance bushing

5.1 Force Vs displacement graph for slipper 55

bushing in Z- direction

5.2 Force Vs displacement graph for 56

gripper bushing in Z- direction

5.3 Force Vs displacement graph for gripper 57

bushing in Y- direction
5.4
Force Vs displacement graph for gripper 58
bushing in X- direction

5.5 Force Vs displacement graph for PV 59

bushing in Z- direction

5.6 Force Vs displacement graph for PV 60

bushing in X- direction

5.7 Force Vs displacement graph for PV 61

bushing in Y- direction

5.8 Noise test condition report 61

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 1. INTRODUCTION

1.1 Problem Statement:

Currently, all Indian OEMs are not giving importance on anti-roll bar stiffness
parameters. They are controlling system stiffness by varying stab bar geometry but
bushing plays important role in controlling the overall system stiffness.
By comparing the Anti-roll bar system with different bushings- Slipper, Gripper and
PV bushing, we can make the Anti-roll bar efficient for the customer.

1.2 Objective:

 Comparison between three different types of bushings and choosing the

appropriate one considering different parameters.
 Optimization of Anti-roll bar system stiffness.
 Reduction of weight of Anti-roll bar system.
 Understanding design and development process of a new machine set-up.

Fig. 1.1 Schematic presentation of an anti-roll in action

[Engineering Failure Analysis 13 (2006) 732–738]

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1.3 Sponsoring Company:

Osef Muhr and his son of the same name laid the foundation for today’s Mubea group
of companies by founding the company in Attendorn on August 1, 1916. After the
Bender family got involved, the Mubea trademark, made up of the initials of the owner
families and the company headquarters in Attendorn, was established in 1931.

Mubea Automotive Components India Pvt. Ltd. Is a top automotive supplier with the
products for chassis, car body and powertrain. With new light weight products,
materials and production technologies, we work closely together with our customers
and scientific institutions to offer innovative solutions for lighter vehicles. We develop
trailblazing new products that set international standards.
Being a global organization, Mubea is located in 44 locations in almost 18 countries.
In India, Mubea has plants in Pirangut and Chakan in Pune division and Sanand in
Gujarat. Products from Mubea India include Coil springs, Stabilizer bars, Hose
clamps, Valve springs, Belt tensioners etc.

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2. SCOPE:

 Simulation of bare anti-roll bar (without rubber bushing)

 Simulation of anti-roll bar with slipper bushing.
 Simulation of anti-roll bar with gripper bushing.
 Simulation of bare anti-roll bar with PV rubber bushing.
 Reduce the stabilizer bar diameter and reduce the weight of the system.
 Measure and verify the stiffness of the slipper bushing, gripper bushing PV
bushing on actual designed machine set-up for stiffness measurement.,

Fig 2.1: Different types of bushings used

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3. METHODOLOGY

1. After a market study was conducted, we compared

the benefits of having control over the bushing
stiffness for an optimized suspension system.

2. A proper bar design and material was decided for the

project.

3. Design of the bush in Catia was the next task

performed.

Fig.3.1 Simple Bushing

4. The machine set up was also designed in Catia and

the tool drawing was also sent to the supplier for
development.

Fig.3.2 Fixture for rubber bushing stiffness check

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 5. An Anti-roll bar with specifications mentioned in the drawing
was manufactured in Mubea company plant at Pirangut.

Fig 3.3 Anti-roll bar drawing referred

6. A Mubea specific process for the manufacturing of Anti-roll bar was

followed.

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7. Each process has a particular purpose which is carried out.

I. Tube:

 Principle-

 cutting or sawing the required length for stabilizer manufacturing

 Integrated automated testing of length and straightness
 Storage of final cut bars in racks

 Parameters-

 Tight tolerance of length

 High straightness

 Purpose-

 Proper bendability (cold forming)

 No surface defects

 Control-

 eddy current inspection for material with surface defects including sorting and
separation

Fig 3.4: Eddy current control

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II. Cold Bending:

 Principle-

 Schematic bending operation

Fig 3.5: Bending Operation

 Parameters-

 Radius of the bending

 Distance between bends
 Program of the Anti-roll bar
-
 Purpose-

 Cold bending of solid material

Fig 3.6: Bending Machine

 Control-

 Bending Paper gauge- Prototype Productions

 Layout Inspection, Optical 3D Inspection

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III. Piece Hardening:

 Principle-

 Heat treatment of the formed stabilizer bar

Fig 3.7: Oven piece hardening and conductive piece hardening

 Parameters-

 Heating conditions
 Stress relieving – 450+ degrees

 Purpose-

 Relieve the residual stress due to the cold bending process

 In some cases, heat treatment (Hardening + Quenching) is used to improve the
fatigue life

 Control-

 Temperature control through thermocouples

 Control of Soaking Time.

IV. Paddle ends hot forming:

 Principle-

 4 main process steps :

Inductive heating
End flattening
Hole punching
Hole calibrating

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 Fig 3.8: Flattening bar end

Fig 3.9: Inductive Heating

 Parameters-

 Forging Tool Profile Tolerances

 End Geometry – as per drawing.

 Purpose-

 End Forming Through hot forming Process

 In tubular bar introduction of inner corrosion protection oil
 Each bar is formed Sequentially
 One bar side per time
 High Flexibility to control the parameter and verify them

 Control-

 End form gauge/snap gauge

 Periodic inspection through process sheet

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 Fig 3.10: Calibration after the end forming

V. Outer Shot Peening:

 Principle-

 Inducing of a compressive residual stress layer into the outer surface

 Overhead rail blast peeners, two wheel blast
 Rack rotation and oscillation

 Parameters-

 Cycle time- 15min

 Purpose-
 Inducing of residual compressive stresses into the outer surface

 Cleaning of Bar surface

 Control-

 Residual stress measurement

 mass production control : Almen test for intensity

VI. Collar fixation:

 Principle-

 Semi-automatic hydraulic tool

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 Fig 3.11: Crimping

 Parameters-

 Crimp Distance.
 Crimping Pressure
 Shape of the rings

 Purpose-

 To prevent axial displacement of bushings

 For ease of fitment of bar in the vehicle

 Control-

 Pull out Test on the ring.

 Side slip force F > 1,5 kN

VII. Powder Coating:

 Principle-

 5 main process steps :

 De-Greasing of Part Surface
 Application of Zinc Phosphate Layer
 Drying
 Powder Application ( electrostatic Spray – epoxy Powder)
 Oven Curing

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  Parameters-

 Line Conveyor Speed

 Flow rate of Powder
 Curing Time and Temperature

Fig 3.12: Powder coating chamber

 Purpose-

 Protection against Corrosion

 Appearance

 Control-

 Checking of the thickness of the painting

 Test of adhesion
 Concentration of chemical agents

VIII. Assembling, Labelling and Packaging:

 Principle-

 Bush Fixation
 Clamp Fixation

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 Fig 3.13: Bush and Clamp assembly

 Parameters-

 Dimensions of bush and clamp

 Control of position bar ends w.r.t bush
 Control of harness of rubber material

 Purpose-

 High radial stiffness Low torsional stiffness Compact design

 Control-

 Bonding test- PV bushings

 Static load and torsional stiffness measurement
 Noise test- development phase

8. Different tests were carried out for achieving optimum Anti-roll bar weight.

 Types of tests carried out:

 Layout measurement of anti-roll bar
 Anti-roll bar stiffness measurement
 Bush stiffness measurement
 Bar system stiffness measurement
 Noise test
 Durability test for Anti-roll bar
 Durability test for complete anti-roll bar system
 Ring slipping (Lateral force measurement)

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I. Bare stab bar stiffness measurement:

 Procedure-
 Mount the stabilizer bar on the rate testing machine.
 Load is recorded at displacement of ±44mm (Considered as per customer
requirement).
 Rate is calculated with below formula

II. Bush Static stiffness measurement (Radial stiffness):

 Procedure-

 Mount clamp and bushing in the load testing machine with specified tooling
 Apply the force as per target load displacement in X,Y and Z
 Measure the stiffness as per defined evaluation range.

Fig 3.14 Bushing Coordinate system

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 Fig 3.15: Bushing radial stiffness measurement

III. Torsional stiffness measurment:

Torsional stiffness is not a test for slipper bushings.

Ideally the torsional stiffness should always be less (till 1.5 N/mm) but never
zero.

 Procedure-

 Mount clamp and bushing in the load testing machine with specified tooling
 Apply the load to rotate the bushings in the fix clamp fixture. Rotate till ± 25°
 Measure the stiffness as per defined evaluation range.

Fig 3.16: Torsional stiffness measurement of bushing

IV. System stiffness measurement (Anti-roll bar with bush,

clamps and linkages):

 Procedure-
 Mount the stabilizer bar, clamp, bush and links on the rate testing machine.
 Load is recorded at displacement of ±44mm
 Rate is calculated.

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 Fig 3.17: Anti-roll bar system stiffness measurement

V. Noise Test:

To estimate the noise between stabilizer bar and bushings

 Procedure-

 Stab bar is tested in quiet room by human power.

 Moving angle is controlled
 Test temperature = RT ~ 20 + - 5 deg C
 With recording VIDEO and dB
 Fix the stab bar to the table, background noise is reduced as much as possible
 Before testing, put stroke and check angle by an instrument, then put white line
on the bush. Stab bar moving during the test is controlled between these 2 white
marker

Fig 3.18: Noise test set-up

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Noise test- test conditions:

Table 3.1: Noise test- test conditions

VI. Bare bar durability test:

This test is done t0 verify that stabilizer fatigue life satisfy the minimum life
requirement.

 Procedure-

 Mount the stabilizer bar on durability test rig.

 Define the displacement of 19,5° / ±44mm
 Stabilizer bar is fatigue at a frequency of 15.5 Hz, through the oscillation angle
A is that centered on the specified set angle

Fig 3.19: Durability test set-up for Anti-roll bar

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VII. System durability test:

Purpose of the test is to verify that stabilizer bar and system component fatigue
life satisfy the minimum life requirement.
 Procedure-

 Mount the stabilizer bar and system components on durability test rig.
 Define the displacement of 19,5° / ±44mm
 Stabilizer bar is fatigue at a frequency of Hz,

Fig 3.20: Durability test set-up for Anti-roll bar system

VIII. Collar slipping force measurement:

To verify the collar slipping force in Y direction (Axial directionof the collar) is the
main purpose of the test.

 Procedure-

 For preparation of sample we cut the stabilizer bar in the collar area.
 Then apply the load in the ring surface area, using the load testing machine.
(with specified tooling)
 Recorded the slipping force at 0.5mm of ring displacement.

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 Fig 3.21: Collar slipping force test set-up

IX. PV Bush bonding test:

Purpose of the test is to verify the bonding performance of the PV bush,

Bonding test: Requirement > 80 % rubber break.

 Procedure-

 Prepare the samples of rubber bushing and metal piece.

 Apply the shear force on the surface of the bushing, using the load tester
 Visually check the rubber present on the surface of the metal piece.

Fig3.22: Test rig for PV bonding test

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Table 3.2: Test condition for bushing stiffness-Slipper, Gripper and PV
bushings

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 4. LITERATURE REVIEW

Ground vehicle design typically represents a trade-off between performance

and safety. Design parameters affecting lateral dynamics can influence
maneuvering ability, but also have some influence on the dynamic stability
including spinout and rollover. In steering maneuvers, vertical loads on tires at
the outer track increase and those on the inner track decrease, which is called
lateral load transfer. When moment equilibrium is broken at some conditions, a
vehicle loses roll stability. Geometric dimensions, suspension characteristics as
well as maneuvering conditions influence the dynamic roll behavior of a car.
To improve the roll characteristics of a car, the customary approach is to
increase the roll stiffness by using a stabilizer bar which affects the ride comfort
with respect to high frequency isolation induced by road excitation.

In order to enhance the vehicle performance, several experiences are studied.

At present one of the most efficient methods is the roll control with a semi-
active suspension system in order to isolate the driver from roadway noise, road
holding on irregular road surfaces and safe turning through steering. As is the
case with any vehicle system, an actual car is expected to operate in a highly
variable environment. For instance, parameter variations resulting from loading
pattern and driving condition will influence vehicle dynamics.

The antiroll bar is a circular sectioned torsion bar mounted transversely on

spaced out rubber bush swivel bearings to the body and having cranked arms.
That is, bent extended ends which are attached to each swing-arm via short
vertical link-rods by means of rubber-bush joints. Thus the function of the
antiroll bar is to relieve the main suspension springs of some of their load every
time the body rolls. An antiroll bar stiffens the suspension springing when the
body rolls or one wheel goes over a bump or dip in the road. The antiroll bar
therefore permits softer suspension springing to be used when the vehicle is
moving straight ahead, as this responds far better than hard springing to small
ripples or irregularities in the road, hence it improves the ride comfort of the

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 passengers. In the extreme, some antiroll bars are tuned to take as much as 30–
40% of the total vertical load imposed on the suspension when subjected to
severe body roll.

Fig. 4.1. The picture of the undamaged anti-roll bar analyzed in

this study [Engineering Failure Analysis 13 (2006) 732–738]

The principle of the functioning of type A stabilizer bars is shown in Fig. 3.5. The
front suspension shown here consists of double wishbones and suspension struts.
When the vehicle is traveling straight ahead, the suspension struts exert a force F0,
while the stabilizer bar exerts no force in this state (Fig. 3).

Fig 4.2. Straight, level road (Stabilizer exerts no force)

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If the wheels compress the springs on both sides by the same amount due to
road irregularities, the forces acting on the suspension struts increase by ΔF.
The stabilizer bar rotates in the rubber bushings, but is not twisted and thus
does not exert any force here either (Fig. 4).

Fig. 4.3: Straight road, driving over a bump, stabilizer rotates without exerting force

When cornering, centrifugal force Z acts towards the outside of the corner,
causing the body to roll and the outside wheel to compress the spring and the
inside wheel to rebound. The connection of the control arm to the stabilizer
bar ensures that the stabilizer bar arms move in opposite directions. This
movement twists the back of the stabilizer bar and bends the stabilizer arms
(Fig.4).

Fig 4.4: Taking a left turn (car is coming out of the page). The stabilizer is
twisted, and the resulting reaction forces in the bushings provide a righting
moment.

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Anti- roll bar rubber bushing:

After the stabilizer bars have been powder coated, they can be equipped with bushings,
clamps and optionally with links. In general, the whole is considered as stabilizer
system.

General requirements

1. General information on the bushing, clamps, technology and locking agents that are
used

o A specified definition (item number, drawing number, drawing version, shore

hardness) and further information (such as cores, coatings, technology) on all stabilizer
system components, is mandatory in the manufacturing instruction.

Fig 4.5

2. Information on the position at the stabilizer bar

o for the exact positioning of the bushing and the claps, the following
information are needed → bushing distance and angle

o for the links, the fastening torque and position (inner/outer + possibly angle)
are needed

o mold parting line of the bushing → has to be positioned machinery conform

(stabilizer arm has to be as parallel as possible to the parting line)

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 Bushing

The rubber bushings for the shoulder section of the stabilizer bar are developed in
close cooperation with qualified suppliers. They are used to connect the stabilizer bar
to the vehicle body, but at the same time they must isolate the latter from vibrations
from the road. It is almost exclusively natural rubber that is used as an elastomer on
account of its good dynamic and acoustic properties. It can be distinguished in three
basic types of bushings:

o simple plug bushings (Type a, b)

o rubber-synthetic- or rubber-metal connection bushing (Type c)
o post vulcanized order bonded bushings (Type d)

(b) rubber
(a) rubber (c) gripper
bushing (Teflon (d) PV-bushing
bushing bushing
insert)

relative motion between relative motion relative motion low relative no relative
stabilizer bar and bushing possible possible motion motion
corrosion due to coating
high risk high risk reduced risk no corrosion
damage
abrasion risk abrasion low abrasion no abrasion no abrasion
mount of the stabilizer frequently as frequently as possible as stabilizer bar
bar to the vehicle individual parts individual parts subsystem subsystem
noise problems noise low noise no noise no noise
driving comfort adequate adequate good good
vulcanization of bushing
not possible not possible not possible possible
and clamp

Table 4.1: Characteristics of bushings

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 Details- Rubber Bushing For Car Stabilizer Bar

Table 4.2: Rubber Bushing For Car Stabilizer Bar

Rubber bushings

Table 4.3: Specification overview- Rubber bushings

Simple bushing

o Simple plug bushings are based on the relative movement of the stabilizer bar
surface to the rubber surface.
o To that they enable a cost advantage (due to the simple design) as well as very
low torsion rates. However, they are very prone to noise generation, wear, and
contamination (dirt). Using Teflon inserts, at least the noise risk can be reduced.

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o Are only force-locked joined
o The fixation on the stabilizer bar is usually done by pressing on of an appropriate
clamp.
o To increase the axial displacement force, appropriate rings can be used.

Fig 4.6 Rubber-synthetic or rubber-metal connection bushing

o Rubber-plastic or rubber-metal composite bushings are designed to remain

frictionally connected to the powder-coated surface of the stabilizer bar on
account of a high initial compression as well as a special rubber formulation with
a high coefficient of friction.
o The torsional movement does not take place at the interface of the two surfaces
but is affected by a shearing action of the rubber material.
o Thus the torsional rate of the bushing rises drastically.
o Often, the two working rubber tracks are separated by a sub shell made of metal
or plastic, in order to reduce the shearing angle and at the same time the torsional
stiffness. Yet, very high radial bushing stiffness may be ceased.
o The high initial compression of the bushings is achieved through a geometrical
interference of the outer diameter of the stabilizer bar in relation to the inner
diameter of the bushing and of the external contour of the bushing in relation to
the internal contour of the mounting bracket. This has a decisive influence on the
structural durability and noise generation tendency of the composite bushing.

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 Fig 4.7 Bush with bracket

o Relative movements between the bushing and the surface of the stabilizer bar are
only possible if there is a very large spring compression travel. The noise and
corrosion risk is significantly reduced.
o After longer operation time, however, degradation of the elastomer through wear,
aging and setting can lead to a deterioration of the frictional connection.
Especially under the influence of additional environmental impact, relative
movements and damage to the power coating by ingress of dirt cannot be
eliminated.
o To increase the axial displacement force, appropriate rings can be used. Refer to,
technology, pressing of the rings.

Fig 4.8 Ring pressing technology

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Post-vulcanized bushing

o Rubber bushing, that is firmly connected to the coating surface of the stabilizer
bar
o Between bushing and powder coating, no relative movement or gap formation
possible
o Damage of the powder coating by contamination (dirt) and a noise formation is
impossible
o Rings, to increase the axial displacement force, are not necessary

Fig 4.9 Post vulcanized bushing

Basics of the vulcanization

o Vulcanization is a chemical-technical procedure that is used by Mubea in order to
join rubber bushings to powder coated stabilizer bars.
o This procedure takes place under the impact of time, temperature and pressure.
o This is enabled and supported by a chemical layer that is also considered as
adhesion system.
o Before vulcanization, this layer is applied to the inner surface of the bushing
o Two systems are available:

1st layer: Cover

2nd layer: Primer

o Single layer treatment

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 Fig. 4.10 Single layer treatment

Pretreatment of the bushing

o For vulcanization, an adhesion system is needed
o The layers, consisting of cover and primer, can be applied to the stabilizer bar
before vulcanization.
o Generally the adhesion system is applied to the inner surface of the bushing.
o The bushings may be sprayed by hand or with special machinery.
o Process steps:
- annealing of bushing
- applying of adhesion system
- Previous to the vulcanization, the bushing half shells have to be
ventilated.
- The pretreatment of the bushings is to be done no longer than 4
weeks before vulcanization

Fig. 4.11 Vulcanization process

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Activation of the stabilizer surface
o Is considered to be the roughening of the powder coated stabilizer bar surface
o This is necessary, since the surface becomes larger, thus the adhesion increases as
well
o When roughening, a maximum of 10µm of the powder coating layer is removed.
o Penetration of the powder coating layer is unacceptable and can also be displayed
as process reliable
o For the realization, the following technology is used:
• Abrasion, using a polishing and grinding fleece (occasionally used in
prototyping and older small batch sizes)
• Abrasion, using a rotating brush (Standard in prototyping and small batch sizes)
• Abrasion, using a laser (Standard in mass production.)

Polishing and grinding

Fig. 4.12

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 Fig 4.13 Rotating Brush

Fig 4.14 Laser

Quettes
o These are needed to achieve the required bonding pressure, that is necessary for
vulcanization
o For every bushing design (depending on technology), a special Quette design is
necessary.
• HAP technology: Quettes material PA 6.6 synthetic, since Quettes are exposed to
an inductive magnetic field
• Furnace technology: Quette material high-strength aluminum. Steel is also
possible. However aluminum is used for weight saving, since the Quettes are mostly
used for small batch sizes with manual handling
• MAT technology: Quettes material steel

o For the construction of these, to be used technology (3D data) as well as the
matching bushing designs are needed.

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 Fig 4.15 Quettes

Furnace vulcanization
o Here the temperature, which is needed for the vulcanization process, is brought in
by a furnace.
o Work process:
• Pretreatment bushing
• Activation of stabilizer bar surface
• Assembling of the bushing using Quettes
• Vulcanization in the furnace
• Air cooling
• Disassembling of the Quettes
o application area: for prototyping and small batch sizes (e.g. active Stabilizer bars)
o required machinery: assembling of Quettes by hand (positioning table), furnace
o version of the Quettes: high-strength aluminum
o advantage:
• Almost no technological limitations (e.g. bearing cores, bushing- and stabilizer
geometry)
• Little tool, first invest, little setup effort

Disadvantage:
• High manual and energetic effort, low throughput

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 Fig 4.16 Active stabilizer bars in the rack before furnace

HAP (Technology)
o shortcut means: Hot Adhesive Process
o Here the temperature, which is needed for the vulcanization process, is
inductively brought in, after assembling the bushing, by a u-shaped inductor.
Thus the only bushing area is heated.
o Work process:
• Pretreatment of the bushing
• Activation of the stabilizer bar surface
• Assembling of the bushing, onto specific bushing holding fixtures, using
Quettes
• Vulcanization by using inductive heating at HAP
• Air cooling followed by disassembling
o Quettes material PA 6.6 (made of synthetic material, since the Quettes are
exposed to an inductive magnetic field)

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 Fig 4.17 Special HAP Quette

o Application area: for small to medium batch sizes as well as prototyping

o Required machinery: HAP machine as well as type specific workpiece holding
fixtures
o Advantages:
• More economic than furnace vulcanization
• Good flexibility in prototyping
• Moderate setup effort
o Disadvantages:
• No bushing with metal insert
• Higher invest at more workpiece holding fixtures
• Very geometry dependent

Fig 4.18 Prototype HAP Machine

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MAT- Mubea Adhesion Technology

o Short cut for: Mubea Adhesive Technology

o Here the temperature, which is needed for the vulcanization process, is
inductively brought in by a U-shaped inductor, before assembling the bushings.
Thus, only the bushing area is heated.
o Work process:
• Pretreatment of bushing
• Activation of stabilizer bar surface
• Inductive heating of the stabilizer bar in the bushing area (MAT machine)
• Assembling of the bushings, using Quettes, onto the heated stabilizer bar
• Air cooling followed by disassembling

o Design of the Quettes: steel

Fig 4.19 HAP machine

o Application area:
o Medium to large series production
o Required machinery: MAT series machine with type specific Quettes insertion
o Advantages:
• More economic than HAP
• Good flexibility
• Bushings with metal inserts are possible

o Disadvantages:
• High machinery invest
• Higher setup effort
• High technological complexity

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At the MAT machine, stabilizer bars with a bushing distance of up to 940mm may be
produced.

MAT machine in the background: heating and Quetting station in the foreground:
Laser activation

Fig 4.20 Quetting station

Glued bushings:

The gluing of bushings is an alternative to the technology of vulcanization. Here the

bushings are positively substance joined to the stabilizer bar.

o The bonding force for the gluing results from the assembling of the clamps or
from the appropriate Quettes.
o Assessment is analog for vulcanized bushings by adhesion assessment after
shearing test; depending on the customers demand, an assessment via
displacement forces is also possible.
o the used glue is a two-component epoxy glue, which is known under the
following names:
• Loctide (general name in the EU)
• Hysol (general name for the US market)
• Active Bond (Trade name for the supplier)

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All names refer to the chemical identic product.

Fig 4.21 Glued bushing

o Work process:
Prepare bushing:
- Annealing (approx. 1h / 60°C, depending on age of the bushing)
- Cleaning the inner surface and ventilating for approx. 10-20 minutes
- Priming the inner surface coating the inner bushing surface with glue
recommended coat thickness 0,3mm

At the stabilizer bar, no activation is required

 Stabilizer bar has to be assembled with the bushings. For this purpose, Quettes,
mounting brackets or other devices can be used.

 Stabilizer bar has to be heated up to 150°C ±10 and then dried (cooled down)
for at least 3 minutes.

 Disassembling of the possibly used fastening device (e.g. Quettes)

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 X. Stab bar innovations- Bushings

Graph 4.1: Standard Bushing Vs High performance bushing

Mounting bracket and links on anti-roll bar:

The clamps are mounted using fully automated rotary index tables. The stabilizer bars,
the top and bottom parts of the clamps as well as rivets or rivet nuts are transported,
oriented and separated in vibrating feeders. With non-vulcanized stabilizer bars, the
rubber bushings are fed to the mounting unit in the same way. The connection of one-
piece clamps with the rubber bushings can be effected by means of undercuts, beads or
snap-in elements. With two-piece clamps, the top and bottom parts can be connected
by crimping drawn-in domes (B) or rivet nuts (C) or alternatively using simple formed
sheets (D). The connections are either used as transportation restraints only, or already
guarantee the full prestress of the rubber bushing. The correct position and orientation
of the bearing point is then checked in random samples on complex assembly gauges.
The stabilizer bar systems are then packed ready for the customers and shipped.

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 Fig 4.22: Assembly prospects for clamps

If stabilizer links with rubber joints are used, the complete assembly of the module
with bearings, clamps and links can lead to logistical advantages in axle assembly.
Assembly is usually effected in separate workplaces with special screwing units which
guarantee that the torque and rotation angle of the screw connection at the end of the
stabilizer bar are correctly regulated.

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 5. RESULTS:
The objective of the report was optimize the weight of Anti-roll bar by optimization of
bush stiffness. The results for the tests conducted are presented.

Results for anti-roll bar ANSYS simulation output:

Table 5.1: Anti-roll bar simulation output

It is observed that the outer equivalent stress is the required limits to satisfy the life of
the anti-roll bar.

Using the Mubea specific process, the necessary rate is being achieved at the customer
specific stroke.

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Results for layout measurement of Anti-roll bar:

Table 5.2: Layout measurement of Anti-roll bar

Experimental results for Bare bar stiffness measurement:

Table 5.3: Bare bar stiffness measurement

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Experimental results for bush static stiffness measurement:

Table 5.4: Bush static stiffness measurement

Slipper bushing stiffness in Z- Direction-

Table 5.5: Slipper bushing: Z- Direction

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 Graph 5.1: Force Vs displacement graph for slipper bushing in Z- direction

Gripper bushing stiffness in Z- Direction-

Table 5.6: Gripper bushing: Z- Direction

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 Graph 5.2: Force Vs displacement graph for gripper bushing in Z- direction

Gripper bushing stiffness in Y- Direction-

Table 5.7: Gripper bushing: Y- Direction

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 Graph 5.3: Force Vs displacement graph for gripper bushing in Y- direction

Gripper bushing stiffness in X- Direction-

Table 5.8: Gripper bushing: X- Direction

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 Graph 5.4: Force Vs displacement graph for gripper bushing in X- direction

PV bushing stiffness in Z- Direction-

Table 5.9: PV bushing: Z- Direction

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 Graph 5.5: Force Vs displacement graph for PV bushing in Z- direction

PV bushing stiffness in X- Direction-

Table 5.10: PV bushing: X- Direction

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 Graph 5.6: Force Vs displacement graph for PV bushing in X- direction

PV bushing stiffness in Y- Direction-

Table 5.11: PV bushing: Y- Direction

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 Graph 5.7: Force Vs displacement graph for PV bushing in Y- direction

Noise test condition report- Judgement by microphone:

Graph 5.8: Noise test condition report

Results for bare bar durability test:

Table 5.12: Bare bar durability test

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Results for system durability test:

Table 5.13: System durability test

Results for collar slipping force measurement:

Table 5.14: Collar slipping force measurement

Results for the system stiffness measurement:

(Measurement of Stab bar with bush. bracket)

Ansys Simulation of Anti-roll bar with simple bushing:

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 Table 5.15: Anti-roll bar simulation output with slipper bushing

Ansys Simulation of Anti-roll bar with gripper bushing:

Table 5.16: Anti-roll bar simulation output with gripper bushing

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Ansys Simulation of Anti-roll bar with PV bushing:

Table 5.17: Anti-roll bar simulation output with PV bushing

Experimental system stiffness measurement:

Table 5.18: System stiffness measurement

SB: Slipper bushing

GB: Gripper bushing

PV: Post vulcanized bushing

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The above result table shows that the anti-roll bar mounted with PV bushing has the
highest stiffness among the SB, GB and PV bushings.

This indicates that there is more scope of weight reduction in the Anti-roll bar with PV
bushing.

The second highest stiffness Anti-roll bar is the bar with GB bushing where there is
scope of weight reduction. We can always choose a gripper bushing for optimized
anti-roll bar weight reduction because of

 Bushing design simplicity

 Easy manufacturing process of the bush

 Cost efficient

On the other hand, the cost and process for PV bushings is very complex and time
consuming. For good efficiency, we conclude usage of gripper bushing over PV
bushings.

Stiffness and weight comparison:

Table 15.19: Stiffness and weight comparison

 Additional Bushing Technology Reduced Weight By 270gm Without Changing

System Stiffness.

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6. CONCLUDING REMARKS AND FUTURE SCOPE:

 A new idea has been proposed for the automobile suspension technology by
introducing this machine set-up for measuring bushing stiffness.

 A light and efficient stabilizer bar will be delivered to all OEMs.

 Improvement in the bushing design for its better performance as well as a

proper behavior of Anti-roll bar system is intended.

 Analysis of other different bushings and its optimization for achieving more
mechanical comfort in the car suspension.

 Study and analysis of other anti-roll bar components- clamps, crimps and its
effect on the stab bar.

 The Mubea Anti-roll bar cleared the durability requirement as per the
customer requirements.

 Relative movement of Slipper bushing is comparatively high might cause

noise issue.

 PV bushing technology reduced weight by 270gm without changing system

stiffness.
 Anti-roll bar can be tuned according to the stiffness of Gripper and PV
bushings.

 Necessary tests have been covered for the comparison of different bushings
and optimization of the Anti-roll bar weight.

 A tubular stabilizer bar can reduce more percentage of weight and by using
proper bushing.

 Special bushing design can lead to increased radial stiffness to torsional

stiffness.

 Steering precision and response can be significantly improved.

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 7. REFERENCES:

1. Ersoy, M.; Heißing, B. (Hrsg.): Fahrwerkhandbuch: Grundlagen, Fahrdynamik,

Komponenten, Systeme, Mechatronik, Perspektiven, 2. Verb. Und akt. Auflage,
Teubner Verlag, 2009 – ISBN 978-3-8348-0444-0
2. Xue HQ, Bayraktar E, Marines-Garcia I, Bathias C. Torsional fatigue behaviour
in gigacycle regime and damage mechanism of the perlitic steel. J Achiev
Mater Manufacture Eng 2008
3. Uygun EM. Structural Analysis of stabilizer bar under torsion. MSc thesis. I_TÜ
Institute of Science and Technology; 2007.
4. Tasatar C. Structural analysis of stabilizer bar. MSc thesis, SAU Institute of
Science and Technology; 2006.
5. Fan X, Cai H, Lin S, Gummadi LNB, Cao K. Non-linear analysis of tunable
compression bushing for stabilizer bars. SAE technical paper series 01-1548;
2004.
6. Aslantas K, Ucun I, Tasgetiren S. 3-D analysis of contact stresses in bolted
connections. Technol Res: EJMT 2004
7. Gummadi LNB, Cai H, Lin S, Fan X, Cao K. Bushing characteristics of stabilizer
BARS. SAE technical paper series 01-0239; 2003.
8. Schijve J. Fatigue of structures and materials. Secaucus, (NJ, USA): Kluwer
Academic Publishers; 2001.
9. Stephens RI, Fatemi A, Stephens RR, Fuchs HO. Metal fatigue in engineering.
2nd ed. John Wiley Sons; 2001.
10. Stockel MW, Stockel MT, Johanson C. Auto fundamentals. Illinois:
Goodheart-Willcox pub.; 1999.
11. Heisler H. Vehicle and engine technology. 2nd ed. London: SAE International;
1999.
12. Gillespie TD. Fundamentals of vehicle dynamics. SAE Publication; 1992.
13. Muhr, R.: Spannungsermittlung und Schwingfestigkeit von Stabilisatoren mit
rohrförmigem Querschnitt , Dissertation TU Clausthal, 1985.

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 14. Matsuki, S.: Study of hollow stabilizer bar, SAE-Paper 790405, Februar 1979

Reference Books:
15. Mubea Automotive Components information manual. 2012.
16. ASM metals handbook. Properties and selection: irons, steels, and high
performance alloys, vol. 1.
17. ABAQUS version 6.8 Release Notes. Abaqus Inc., Dassault systems; 2007.
18. Engineering Failure Analysis, vol 13, 2006
19. ANSYS 5.4 versions user’s manual.

Internet:
20. [Link]/locate/engfailanal
21. [Link]

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