Unit - II

SUSPENSION : Requirements, Sprung mass

frequency, Wheel hop, wheel wobble, wheel
shimmy, Choice of suspension spring rate,
Calculation of effective spring rate, Vehicle
suspension in fore and apt directions

1
Suspension
The primary functions of a suspension system are to:
Provide vertical compliance so the wheels can follow the
uneven road, isolating the chassis from roughness in the
road.
Maintain the wheels in the proper steer and camber attitudes
to the road surface.
React to the control forces produced by the tires-longitudinal
(acceleration and braking) forces, lateral (cornering) forces,
and braking and driving torques.

Resist roll of the chassis.

Keep the tires in contact with the road with minimal load
variations.
Suspension
Requirements
• Stiffness/Displacement bound
• Compatibility
• Min wear
• Maintenance low
• Initial cost low
Suspension
The properties of a suspension important to the
dynamics of the vehicle are primarily seen in the
kinematic (motion) behavior and its response to the
forces and moments that it must transmit from the
tires to the chassis.

Suspensions generally fall into either of two groups-

• solid axles
• independent suspensions.
 Suspensions

Independent

Nonindependent
BASIC CONSIDERATION
 Vertical loading
• When road wheel comes across a bump or pit on the
road, it is subjected to vertical forces, tensile or
compressive.
• Further when wheel strikes a bump it starts
vibrating. These vibration die down exponentially
due to damping present in the system.
• The rear wheel, however reaches the same bump
after certain time depending on the wheel base and
speed of the vehicle.
• To reduce pitching tendency of the vehicle, the
frequency of front springing system should be less
than that of rear springing system.
• For human comfort it is desirable to have low
vibration frequencies.
ROLLING
 The center of gravity of vehicles is considerably
above the ground.
 Due to this reason, while taking the turns, the
centrifugal force acts downward on the C.G, of
vehicle.
 While the road resistance acts inward, at the
wheels.
 This gives rise to a couple turning the vehicle
about a longitudinal axis. This is called rolling.
BRAKE DIP AND SQUAT
 On braking, the nose of vehicle has a tendency to
be lowered or to dip. This depends on the relative
position of C.G. from ground and wheel base.
 In the same way, torque loads during
acceleration tend the front of vehicle to be lifted.
 This effect is called squat.
SIDE THRUST
 Centrifugal force during cornering, cross-winds,
cambering the road etc. cause a side thrust to be
applied to the vehicle.

 Road Holding
o The degree to which a vehicle maintains a
contact with road surface in various types of
directional changes, e.g. dip, squat, cornering,
etc. and in a straight line motion is called road
holding.
o Road holding can be improved by minimized the
transfer of vehicle from side to side and front to
back or vice-versa.
RIDE AND HANDLING
 Ride is the qualitative ability of a vehicle to
provide a smooth, comfortable drive on a bumpy
road. Handling is ability of vehicle to safely
accelerate, brake and corner.
 Ride and handling need opposite quantities of
suspension. Thus designing of for ride and
handling is a compromise, which has to be made
depending on the target use of vehicle.
UNSPRUNG WEIGHT
 Unsprung is the weight of vehicle components
between the suspension and road surface.
 This includes rear axle assembly, steering
knuckle, front axle in case of rear drive rigid axle
suspension, wheels, tyres and brakes.
 The sprung weight i.e. weight supported by the
vehicle suspension system, includes the frame,
body, engine and entire suspension system.
 When the wheels , strike a bump, they vibrate
alongwith other unsprung parts which store the
energy of vibrations and then further transmit it
to the sprung parts via spring.
CONTD…
 Thus it is seen that greater the weight of the
Unsprung parts, greater will be energy stored
due to vibrations and consequently greater
shocks.

 Miscellaneous
o When a small shock results in a large movement
of the wheel, the suspension is said to be soft.
Such a soft system is more comfortable to the
occupants. However, excessively soft suspension
will result in the loss of contact between the road
and the wheel due to which driving and braking
efforts are decreased.
 Types of Springs
A. Coil spring
B. Leaf spring
C. Air spring
D. Torsion bar
Suspension
SOLID AXLES
• A solid axle is one in which wheels are mounted
at either end of a rigid beam so that any
movement of one wheel is transmitted to the
opposite wheel causing them to steer and
camber together.
• Solid (sometimes called "live") axles are used on
the rear of many cars and most trucks and on the
front of many four-wheel-drive trucks. Solid beam
axles are commonly used on the front of heavy
trucks where high load-carrying capacity is
required.
Suspension
SOLID AXLES
• Solid axles have the advantage that wheel
camber is not affected by body roll.
• Thus, there is little wheel camber in cornering,
except for that which arises from slightly greater
compression of the tires on the outside of the
turn.
• In addition, wheel alignment is readily
maintained, minimizing tire wear.
• The major disadvantage of solid steerable axles
is their susceptibility to tramp shimmy steering
vibrations.
Types of Solid Axle Drive Suspension

1.Hotchkiss

2.Four Link

3.De Dion
Suspension
Hotchkiss
• The most familiar form of the solid drive axle is
the Hotchkiss drive.
• The axle is located by semi-elliptic leaf springs as
shown in Figure, and is driven through a
longitudinal driveshaft with universal joints at the
transmission and axle.
• The springs, mounted longitudinally, connect to
the chassis at their ends with the axle attached
near the midpoint.
Suspension
Hotchkiss
Suspension
Hotchkiss

Leaf springs are perhaps the simplest and least

expensive of all suspensions.

While compliant in the vertical direction, the leaf is

relatively stiff in the lateral and longitudinal
directions, thereby reacting the various forces
between the sprung and unsprung masses.
Suspension
Four Link
In response to the shortcomings of leaf spring
suspensions, the four-link rear suspension, shown
in Figure, evolved as the suspension of choice in
recent decades for the larger passenger cars with
solid rear-drive axles.

The lower control arms provide longitudinal control

of the axle while the upper arms absorb braking
driving torques and lateral forces.
Suspension
Four Link
Although more
expensive than the
leaf spring, the
geometric design of
the four-link allows
better control of roll
center location, anti-
squat and anti-dive
performance, and roll
steer properties.
Suspension
De Dion
Across between the solid axle and an independent
suspension is the classic, but little used, de Dion
system (patented in 1894 by Count de Dion and
George Bouton), shown in Figure.
It consists of a cross tube between the two driving
wheels with a chassis-mounted differential and half
shafts.
Like a solid axle, the de Dion keeps the wheels
upright while the unsprung weight is reduced by
virtue of the differential being removed from the
axle. Axle control is provided by any of a variety of
linkages from leaf springs to trailing arms.
Suspension
De Dion
Suspension
INDEPENDENT SUSPENSIONS
In contrast to solid axles, independent suspensions
allow each wheel to move vertically without affecting
the opposite wheel.
Nearly all passenger cars and light trucks use
independent front suspensions, because of the
advantages in providing room for the engine, and
because of the better resistance to steering (wobble
and shimmy) vibrations.
The independent suspension also has the
advantage that it provides an inherently higher roll
stiffness relative to the vertical spring rate.
Suspension
Trailing Arm Suspension
One of the most simple and economical designs of
an independent front suspension is the trailing arm
used by Volkswagen and Porsche.

This suspension, shown in Figure, uses parallel,

equal length trailing arms connected at their front
ends to lateral torsion bars, which provide the
springing. With this design the wheels remain
parallel to the body and camber with body roll.
Suspension
Trailing Arm Suspension
Wishbone Suspension/ SLA suspension
The suspension must be
designed in such a way as
to keep the wheel upright for Upper wishbone
maximum tyre contact
(vehicle control) and to
minimize tyre wear.
The upper wishbone is
short and the lower
wishbone is longer.
Both wishbones pivot points
and lengths are calculated to
provide the best operating
angle for a given suspension
movement.
Lower wishbone
 Advantages & Disadvantages of
Wishbone type independent suspension
Advantages Disadvantages

• Ride quality is good. • Initial cost is more

• Improve the steering • Maintenance cost is more.
preciseness since the • Required frequent wheel
wheel movement are alignment otherwise
not link increase tyre wear.
• Ground clearance
increase

Applications:-SUV,CARS
MacPherson Strut
This is a very popular and efficient form of
suspension. It has one control arm and a strut
assembly. A coil spring and shock absorber Strut
will normally form parts of the strut assembly. assembly

Coil springs may be mounted on

Frame
the control arm instead of being
around the strut. On this type,
the shock absorber connects
Shock
the knuckle to the frame.
absorber

This type of suspension strut is Knuckle

often also used on rear
suspension systems. Control
arm
Coil spring
Front Suspension
(MacPherson Strut)
MacPherson Strut Suspension
The top of the strut is bolted to
a reinforced section of the Steering knuckle
frame structure.

The lower end of the strut is

attached to a steering knuckle. Strut

The control arm is also attached

to the steering knuckle. Frame

The control arms are mounted on Control

a cradle section of the frame. arm

An anti-roll bar links the two Cradle

control arms together to reduce
sway (body roll). Anti-roll bar
34 of 12
 Advantages & Disadvantages of
Macpherson strut suspension
Advantages Disadvantages
• Light in weight. • Not suitable for Heavy motor
• Camber does not change vehicle.
due to up & movement of • Load caring capacity is less.
wheels
• Maximum Engine
compartment available.
• Maintenance cost is less.
• Initial cost is less.
• Ride comfort is more.
• Improve road safety.

Applications:-CARS
Suspension
Multi-Link Rear Suspension
In recent years, multi-link versions of independent
rear suspensions have become quite popular.
Fig. shows that used on the Ford Taumsl Sable
cars. The multi-link is characterized by ball-joint
connections at the ends of the linkages so that they
do not experience bending moments.
Generally speaking, four links are required to
provide longitudinal and lateral control of the
wheels, and react brake torques. Occasionally five
links are used, as in the Mercedes Benz rear
suspensions.
Suspension
Multi-Link Rear Suspension
The additional link over-constrains the wheel, but
capitalizes on compliances in the bushings to allow
more accurate control of toe angles in cornering.

The use of linkages provides flexibility for the

designer to achieve the wheel motions desired.
Suspension
Multi-Link Rear Suspension
Suspension
Trailing-Arm Rear Suspension
Suspensions of this type are often used on more
expensive and high performance cars.
Popular cars are the Corvette rear suspension
shown in Figure.

The control arms (trailing arms) absorb longitudinal

forces and braking moments, and control squat and
lift. In the Corvette design the U-jointed half shafts
serve as an upper lateral control arm with a simple
strut rod serving as the lower lateral arm.
Suspension
Trailing-Arm Rear Suspension
Suspension
Swing Axle
The easiest way to get independent rear suspension
is by swing axles as shown in Figure.

Edmund Rumpler is credited with inventing this

system around the turn of the century, and by 1930
they were used on several European cars, most
notably the Volkswagen "Beetle."
Suspension
Swing Axle
Suspension
Swing Axle
Suspension
Suspension Categories
The various levels of "active" qualities in
suspensions may be divided into the categories
shown below, listed in order of increasing
capabilities.
Passive suspensions consist of conventional
components with spring and damping (shock
absorber) properties which are time-invariant.
Passive elements can only store energy for some
portion of a suspension cycle (springs) or dissipate
energy (shock absorbers). No external energy is
directly supplied to this type of suspension.
Suspension
Self-leveling suspensions are a variation of the
passive suspension in which the primary lift
component (usually air springs) can adjust for
changes in load.
Air suspensions, which are self-leveling, are used
on many heavy trucks and on a few luxury
passenger cars.
A height control valve monitors the suspension
deflection, and when its mean position has varied
from normal ride height for a designated period of
time (typically more than 5 seconds), the air
pressure in the spring is adjusted to bring the
deflection within the desired range.
Suspension
Semi-active suspensions contain spring and
damping elements, the properties of which can be
changed by an external control. A signal or external
power is supplied to these systems for purposes of
changing the properties.
There are several sub-categories of semi-active
systems:
Slow-active-Suspension damping and/or spring
rate can be switched between several discrete
levels in response to changes in driving conditions.
Brake pressure, steering angle or suspension
motions are typically used to trigger control changes
to higher levels of damping or stiffness.
Suspension
Switching occurs within a fraction of a second giving
the system the capability to control pitch, bounce,
and roll motions of the sprung mass under more
severe road or maneuvering conditions.

However, the switch back to softer settings occurs

after a time delay.

Thus, the system does not adjust continuously

during individual cycles of vehicle oscillation. Slow-
active systems may also be called "adaptive“
suspensions.
Suspension
Low-bandwidth-Spring rate and/or damping are
modulated continuously in response to the low-
frequency sprung mass motions (1-3 Hz).
High-bandwidth-Spring rate and/or damping are
modulated continuously in response to both the low-
frequency sprung mass motions (1-3 Hz) and the
high-frequency axle motions (10.15 Hz).
Full-Active suspensions incorporate actuators to
generate the desired forces in the suspension. The
actuators are normally hydraulic cylinders. External
power is required to operate the system. Full active
systems may be classified as low band width or
high-bandwidth according to the definitions
Suspension
Active vibration isolation systems are closed loop feedback systems consisting of
sensors, controllers and actuators. In most cases, the sensor is a piezoelectric
accelerometer that senses the excitation of the passive engine mount. The
acceleration signal is then processed by the controller. The controller generates a
canceling signal that is fed to a power amplifier. The amplifier converts the
controller's low-voltage signal to an actuator current. The actuators in most cases
are electromagnetic transducers. The force generated by the actuator cancels the
primary disturbance signal resulting in near zero chassis vibration.
Suspension
Suspension
Sprung mass frequency.

ω = 2лf
f = ω / 2л
Suspension
Wheel hop

• The vertical oscillating motion of the wheel between the

road surface and the sprung mass. Contact area of the
tire is very less at the time of wheel hop.
• Wheel hop is a nasty action whereby the driven wheels
of a car voilently shake, vibrate, hop, grab, and/or
thump upon acceleration.
• Wheel hop can lead to broken drivetrain parts,
including axles and rear differentials on a rear-wheel-
drive car, and axles and transmissions on a front-
wheel-drive car.
• This rapid switching between grippy acceleration and
wheel spin is wheel hop.
Suspension
Wheel wobble:
• Oscillation of the front wheels of a vehicle
caused by a defect in the steering gear,
unbalanced wheels.
• Horizontal vibration of front axle assembly
around the longitudinal axis.
• Front axle is mounted between two springs
namely 1. Chassis spring 2. Tire spring
• When there is wheel wobble chassis spring on
one side tire on the other side compresses
simultaneously while other spring on the tire re
bumb this condition called wheel wobble
Suspension
Wheel wobble
Suspension
• Wobble or shimmy begins when some otherwise
minor irregularity accelerates the wheel to one
side.
• The restoring force is applied in phase with the
progress of the irregularity, and the wheel turns to
the other side where the process is repeated. If
there is insufficient damping in the steering the
oscillation will increase until system failure.
• The oscillation frequency can be changed by
changing the forward speed, making the bike
stiffer or lighter, or increasing the stiffness of the
steering, of which the rider is a main component.
Suspension

The top five influences on wobble have been found

to be lateral stiffness of the
• front tire,
• steering damper,
• height of bike center of mass,
• distance of bike center of mass from rear wheel,
and
• cornering stiffness of the front tire.
Suspension
Spring rate

Spring rate = Effective spring rate *

Installation ratio

Installation ratio = dx/dy

Effective spring rate = dW/dx
Actual spring rate = dL/dx
Suspension

The first step in choosing spring rates is to

choose desired suspension frequencies for
the front and the rear.
Suspension frequency is defined as the
undamped natural frequency of the body in
ride.

WR = Wheel Rate
SW = Sprung Weight
Suspension

The front and rear frequencies are generally

different so that the body’s pitching motion is
stalled rather than develop into harmonics.
The frequency split should be chosen based
on the car’s desired use and real world
testing and development -- which take into
account the effects of damping.
wheel rate, WR
Suspension

The motion ratio (MR) is basically the

distance the spring moves compared to the
distance the wheel moves given the same
“bump.”
The motion ratio, MR, is simply the ratio
of D1 to D2.
Suspension

Knowing the wheel rate, WR, and motion

ratio, MR, we can calculate the desired
spring rate for that particular corner of the
vehicle: